267

1 INTRODUCTION

As a computer-based and essential system, the ECDIS

plays a crucial role in navigation. The Chapter V of

the International Convention for the Safety of Life at

Sea (SOLAS) administers nautical charts and nautical

publications carriage requirements. As of 1 July 2018,

the system became the primary navigational means

Cross-Section of ECDIS Education and Training

Worldwide and in the Republic of Croatia: Relations

Between Programs and User Perceptions

M. Car

, S. Tominac Coslovich

, D. Brčić

& S. Žuškin

University of Dubrovnik, Dubrovnik, Croatia

University of Rijeka, Rijeka, Croatia

ABSTRACT: Besides its obvious benefits, the Electronic Chart Display and Information System (ECDIS)

continues to develop as a sophisticated, complex system. With ever-growing features and the integration of

external data and sources, it is nowadays normally considered as one among the compact elements forming a

part of an even more complex Integrated Navigation System (INS). The ECDIS handling requires a certain level

of technical knowledge and operational skills to be gained, besides the usual navigational background. To

utilize the system efficiently and safely, the navigator has to obtain several levels of education. The ECDIS

Generic Training (EGT), as defined in the respective International Maritime Organization (IMO) Model Course,

introduces the navigator to fundamental, required operational (however introductory) and theoretical

knowledge. Apart from the EGT, there is an optional, ECDIS manufacturer-approved Equipment Specific

Training (EST). The latter represents a special type of training where the navigator improves his theoretical

knowledge, understanding, and proficiency, together with competence demonstration on a specific approved

ECDIS model. This paper elaborates the dynamics of worldwide regulations on the ECDIS Education and

Training (EET) plan. The reference is given to training procedures in the Republic of Croatia, placing its

educational framework in the broader context. Although the EST is unofficially considered non-mandatory,

there is a stable and reasonable ground to consider the opinions and arguments of the navigators who prefer the

EST. This is also supported by the fact that there is a large number of approved systems on the market. Apart

from fulfilling the performance standards regulated by the IMO, ECDIS models differ significantly regarding

handling, interface, and interpretation of data and information, therefore biasing the required knowledge and

the purposefulness of the system. The survey among navigational ranks was used to support the study and to

relate the existing programs to the actual navigational situation. The aim was to consider the current

relationship between the defined EET programs, their differences and the actual user needs. The selected

questions referred to the possession of ECDIS certificates and basic education and knowledge, and the

navigational ranks' opinions regarding the opportunity to enhance their knowledge during the EST. The latter

considered a lack of standardization (including terminology), apart from the issue of different levels of

education. As was expected, the answers were not uniform, revealing differences in opinion as well as in basic

system interpretation. The latter could have possible causes and relations to the particular education system in

the first place. The current educational framework was discussed in terms of EET enhancements and the

development of the navigation curricula. The study results have been presented and discussed systematically,

leading to observations on the potential safety of navigation improvement.

http://www.transnav.eu

the International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 15

Number 2

June 2021

DOI: 10.12716/1001.15.02.01

268

for most vessels regulated by the SOLAS convention

[18]. To utilize the system as a means of navigation,

Officer Of the Watch (OOW) has to own the flag state-

approved EGT certificate as per Standards of Training

Certification and Watchkeeping (STCW) [19].

Approved system certification should follow the IMO

Model Course 1.27, ensuring that the training attendee

learns to use the system in all aspects of maritime

navigation [21]. The International Safety Management

(ISM) Code demands to provide adequate training for

personnel engaged in the company's safety

management system rules and regulations [20]. It is

the company's responsibility to ensure that all officers

are properly trained and familiar with system features

before its operational use at sea, i.e. that they own the

ECDIS EST certification or possess a proper

familiarization checklist onboard vessel.

This paper discusses system training regulations

worldwide and in the Republic of Croatia. The

purpose of the proposed research was to identify

present regulations concerning the system training

and to compare and analyze compliance with

mandated policies. Legislative acts together with an

insight into the world's training centers' training

programs served as a motivation to broaden the

research. The authors conducted two segments of

research based on two separate surveys, i.e. one before

and one after the ECDIS transitional period

completion respectively. Both surveys were

distributed worldwide among the eligible maritime

navigational ranks. The respective answers were

analyzed and summarized. Even though ECDIS

undeniably contributes to the safety of navigation, it is

necessary to consider the fact that not all of the OOWs

own the ECDIS EST. The undertaken research study

recognized a need for a more thorough focus on

certain topics of interest pertaining to system

utilization.

The paper is divided into six chapters. In the

introduction, basic terminology associated with the

ECDIS system and system operators’ certification was

elaborated. In the second chapter, background and

previous research were summarized. In the

methodology chapter, the research design of the study

was described. Results were presented in the fourth

chapter, referring to the analyses of ECDIS education

requirements worldwide and the results of survey

analyses. In the concluding chapters, the research

results were discussed and findings presented and

summarized.

2 BACKGROUND

The ECDIS system has been designed to enable safer

and easier maritime navigation. Besides its primary

scope, additional benefits have been recognized. The

IMO prescribes useful guidance on the system use,

which is divided into seven sections: the SOLAS

requirements concerning chart carriage, system

software maintenance, ECDIS system anomalies,

usage of the Raster Chart Display System (RCDS)

mode on ECDIS, officer training requirements,

possible issues in transitioning from Paper

Navigational Charts (PNC) to ECDIS navigation and

guidance on ECDIS simulator training [22].

Digital navigation systems raise important

questions regarding the OOW’s adaptation to and

interaction with a specific digital system [5][6]. In

order to gain proper basic training prior to system

handling, the candidate (OOW) has to be proficient in

informatics literacy and possess navigational skills,

including a certain amount of sea experience. The

EGT course refers to the basic understanding and

utilization of the system. Also, an OOW must be

familiarized with the onboard equipment. This can be

achieved as follows: by attending a course, a ship-

specific ECDIS familiarization, computer-based

training, and cascade training [4]. Furthermore, it is

necessary to consider that ECDIS models, as perceived

by the end-users, vary from user-friendly to

complicated, potentially leading to ignorance and

navigational issues (Figure 1).

Figure 1. Model of unwanted course of events [9]

Various activities have been identified in order to

eliminate potential system-related problems [3].

Despite the suggested utilization of unconventional

methods and biometric tools in the maritime

education process [30], it is necessary to take into

consideration previously conducted surveys and

research results (Figure 2) which have indicated

potential problems on different levels.

Figure 2. The model of potential system-related issues [8]

269

With emerging technologies, it is necessary to

provide more specific guidance to instructors

regarding training and teaching methodologies [35]. It

is evident that each training method has its

advantages and disadvantages [24].

Even though the research advancements in the

maritime universities are concentrating on the

implementation of new technologies [27], there is an

indication that officers are not adequately trained

concerning the latest emerging shipboard equipment

[31].

Moreover, a mandatory EGT course covers only

basic foundations, and there is a notable amount of

opinions regarding the insufficiency of the 40 hours'

duration of the training [4]. Necessary steps have

already been proposed to revise and update the

existing IMO model course on operational system use

[36].

3 THE RESEARCH DESIGN

The research was conducted in several interrelated

phases. The IMO, SOLAS and STCW ISM regulations

and directives regarding system operators’

certification worldwide and in the Republic of Croatia

were analyzed. Subsequently, the authors focused on

the Maritime Education and Training (MET) plan and

ECDIS mandatory courses, and optional training

requirements. The quality and results of the collected

data were complemented with the results of two

separate parts of the research: i) The ECDIS EHO

(Experience, Handling and Opinion) survey and ii)

HMI (Human Machine Interface) survey. The ECDIS

EHO research commenced at the beginning of the

system implementation period to improve

educational processes and to develop an appropriate

curriculum in order to increase the level of knowledge

of the ECDIS central stakeholders. One of the research

tools used was an international questionnaire

consisting of introductory (profile-defining) and

topic-related questions. The research focused on the

feedback received from navigational ranks and other

ECDIS stakeholders. The HMI survey was distributed

to the international maritime professionals, containing

19 introductory and topic-related questions,

representing the continuation of the research and

referring to the period after the transitional period

completion.

The proposed research was focused on eligible

navigational ranks: Masters, Staff Captains, Chief

Officers, Safety Officers, 1st Officers Navigation,

Second Officers, and Third Officers. The surveys were

distributed to officers with navigational ranks and at

least one year of active seagoing experience.

Introductory questions in both surveys (the rank and

working experience) were used to categorize the

profile of the respondents.

The following topic-related questions from the

EHO and HMI questionnaires were analyzed:

− Possession of the EGT Certificate,

− Possession of the Type Specific/ECDIS

manufacturer-approved equipment-specific

training.

Also, the following topic-related questions from

the HMI segment of the research were further

evaluated:

− If you would have the opportunity to enhance

your knowledge about ECDIS, from which part of

the manufacturer-approved equipment-specific

training would you benefit the most? (Q1)

− Do you think that besides owning the EGT, it is

also necessary to complete manufacturer-approved

equipment-specific training? (Q2)

− If your answer to the previous question is "Yes"

please specify reasons. (Q3)

Summarized results were provided for two

elaborated topic-related questions and three (Q1 - Q3)

topic-related questions from the HMI segment of the

research.

4 RESULTS ON EET ANALYSIS AND OUTCOME

OF SURVEYS

4.1 ECDIS system training worldwide

The maritime industry is fast-growing, with the

modernization of the systems being introduced daily.

Among all stakeholders, the ECDIS users (OOWs)

constantly need to adapt and extend their knowledge.

One of the main components of the MET plan is the

EET program, consisting of i) the mandatory course

and ii) optional training.

The mandatory course (EGT) follows the IMO

Model Course which can be used by any certified

maritime training institution. The duration of the

training is a minimum of 40 hours. The course consists

of 40 topics, divided into 5 different subject areas;

defining the basic elements of the system; explaining

watchkeeping procedures with the system; passage

planning with ECDIS; system integration with other

electronic navigational devices; and clarifying legal

responsibilities when utilizing the system as a

navigational aid and defining successful maritime

navigation venture with the system. The main goals of

the training are to teach candidates how to operate the

ECDIS equipment and to recognize potential errors

and system limitations [21].

One of the most common training options is ECDIS

EST. There are no existing requirements for the ECDIS

EST, even though it is required of the OOWs to

demonstrate the knowledge and operational skills

when handling the specific equipment [23].

In regard to the EET program, subsequent remarks

are crucial for trainees to comprehend when learning

about the system: to navigate by utilizing the system

as a navigational aid, to appropriately adjust relevant

settings and to recognize system limitations.

4.1.1 Generic ECDIS training worldwide

The EGT program was reviewed as conducted in 8

countries worldwide (Table 1). From the selected

training centers, the following data were gathered:

name of the training center and city where it is

situated, entry standards for the candidates, course

highlights, duration and price of training.

270

Table 1. Some of the worlds' maritime navigation training centers

__________________________________________________________________________________________________

Country City Training Center Entry Standards Course Duration Price

Highlights

__________________________________________________________________________________________________

UK Whiteley ECDIS Ltd. Specified/as per STCW Specified 5 days 905 €

USA Seattle Compass Courses Specified/as per STCW Specified 5 days 1.156 €

NZ Auckland Manukau Institute Specified/as per STCW Specified 5 days 712 €

of Technology

Australia Launceston AMCsearch Specified/as per STCW Specified 5 days 2.035 €

Training Center

Turkey Istanbul Ocean Training Not Specified Specified 40 hours Not Specified

Center

Netherland Vlissingen De Ruyter Training Specified/as per STCW Specified 5 working Not Specified

& Consultancy days

Brazil Barra de Tijuca Vision Marine Specified/as per STCW Specified 5 days Not

Specified

Ukraine Odessa Odessa Maritime Computer working skill Specified 5 working Not Specified

Training Center days

__________________________________________________________________________________________________

Source: Made by authors based on [1, 9, 10, 12, 25, 28, 29, 34]

All training centers have specified course

highlights and duration of the course which amounts

to 5 consecutive working days, or 40 hours

respectively. Entry standards have been specified in

all training centers except in the Ocean Training

Center, Turkey. From the advertised course prices, it

is evident that the most affordable EGT is taking place

in Auckland, New Zealand, while the most expensive

one is in the AMCsearch Training Center in Australia.

Apart from the mandatory EGT, the STCW

convention requires that seafarers are provided with

the ECDIS EST before the actual handling of the

system, as elaborated further.

4.1.2 ECDIS manufacturer-approved equipment specific

training

According to Flag state regulations, it is the

company's responsibility to ensure that all OOWs are

properly trained and familiar with all system features

before they utilize the system at sea as an official

maritime navigational aid. As presented in Table 2,

the duration of the ECDIS EST is not uniform among

ECDIS manufacturers. While SIMRAD, Kelvin

Hughes and SAM Electronics perform a shorter

training (8 hours), other manufacturers prefer a course

of 16 hours.

Table 2. ECDIS EST duration [38]

_______________________________________________

ECDIS Manufacturer Duration of the EST (hours)

_______________________________________________

SIMRAD 8

KELVIN HUGHES 8

SAM ELECTRONICS 8

KONGSBERG 16

TRANSAS (WÄRTSILÄ) 16

JRC 16

RAYTHEON ANSCHÜETZ 16

SPERRY MARINE 16

FURUNO 16

IMTECH MARINE 16

DANELEC MARINE 16

CHART WORLD 16

_______________________________________________

Flag state regulations concerning the ECDIS EST

are provided in the following table. While some Flag

States (e.g. Bahamas) are strict in terms and conditions

on how to obtain the ECDIS EST, others (e.g. India)

are leaving it up to shipping companies to decide on

the means of familiarization and documentation.

Table 3. Flag states regulations concerning the ECDIS EST

eligible methods

_______________________________________________

Flag State ECDIS EST requirements

_______________________________________________

Bahamas To be built on EGT and delivered by one of the

following methods: i) by the ECDIS

manufacturer; ii) by the ECDIS manufacturer’s

approved agent; iii) by the trainer who has

attended a manufacturer’s program; iv)

utilizing a manufacturer’s approved computer-

based training; v) utilizing structured training

program documented in the ship’s safety

management system.

Marshall OOW has to own the EGT certificate in order to

Islands operate the type-approved ECDIS

equipment. Prior to assuming a navigational

watch, the OOW has to complete the ECDIS EST

in accordance with the shipboard Safety

Management System procedures.

Gibraltar OOW has to own the EGT certificate in order to

operate the type-approved ECDIS

equipment. The recommended training

program for the OOWs to obtain ECDIS EST is

manufacturer-approved computer-based

onboard training.

India No requirements for the ECDIS EST. It is left up

to the shipping companies to decide how they

perform the familiarization and how they

document it.

_______________________________________________

Source: Made by the authors based on [15, 16, 26, 32]

At present, there are approximately 40

manufacturers and/or model approved ECDIS

systems on the market, with the same number of

ECDIS software system providers. Each of the models

is characterized by its interface design, graphic and

software solutions [13, 17], and it is not difficult to

recognize the additional, demanding task for ECDIS

trainees, who need to learn all aspects of system

operation and become proficient in the system

utilization, apart from the previously mentioned types

of system-related training and potential difficulties.

4.1.3 ECDIS-related courses

Apart from the described courses, there is more

system-related training available concerning other

stakeholders, such as Inspector ECDIS Audit Course,

ECDIS Concept and Capability, ECDIS Operator

Refresher Course, etc. [12]. Keeping in mind that

around 6 % of all Australian Maritime Safety Agency

(AMSA) detentions fall under the findings related to

271

the system [7], justification of the Inspector ECDIS

Audit Course (where some of the topics are crew

competency assessment and best practice for the safe

navigation with ECDIS) [12] is evident. Concentrated

campaign requirements where officials are checking

system operators’ certificates and knowledge [2] are

highlighting the importance of all training even more.

Mandatory and optional training courses and

dissimilarities in the EGT entry standards, ECDIS EST

course duration and ultimately, lack of the official

existing requirements for the ECDIS EST [23], served

as a motivation to consult ECDIS system training

regulations in the Republic of Croatia, as presented

further.

4.2 ECDIS system training in the Republic of Croatia

In the Republic of Croatia, seafarers can obtain an

EGT certificate after completing the formal

educational course in certain maritime schools,

faculties of maritime studies (undergraduate

education), or in one of the private maritime training

centers. The present academic year 2020/2021 is the

first year in which Maritime School in Dubrovnik will

commence with a training certification. It is also

important to note that regulations regarding

certification are not the same among maritime

faculties in the country. While some faculties will

issue the EGT certificate after the student has

completed the ECDIS-related course as a part of the

regular educational process, that may not be the case

in other maritime faculties. The maritime training

center at the University of Dubrovnik offers an EGT

course for the candidates. Training topics (Table 4) are

divided into three major groups: chart settings,

voyage planning and voyage monitoring. The

duration of the training is 40 hours. Entry standards

are not specified and the price of the training is 375

euros. After the training is completed, the candidate

receives a certificate of attendance and there is no

state exam required by the respective Ministry.

Table 4. EGT topics – University of Dubrovnik

_______________________________________________

Chart settings Voyage planning Voyage monitoring

_______________________________________________

Own ship Route managing Route loading

Safety Route editing Chart selection

parameters

Presentation Critical points Waypoints input

Symbols Object info Vector

Chart Route validation Watch vector

managing

_______________________________________________

Primary position

sensor

_______________________________________________

Source: Made by authors based on [33]

At the Faculty of Maritime Studies in Rijeka the

EGT course is performed both as a part of the regular

STCW educational program for the bachelor's degree

in nautical science, as well as a navigator's course with

an advertised price of 532 euros. Here, it is possible to

obtain two additional certificates, namely for the

Additional ECDIS Instruction Course (AEIC) and the

ECDIS Stakeholders Management Course (ESMC),

both held by the Faculty’s Maritime Training Centre

and Life-Long Learning [14].

Maritime training center in Split also offers an EGT

course. The program of the training is briefly

specified. The duration of the training is 40 hours,

with no prescribed standard entry requirements.

There is no exam after the completion of training and

receiving certification [11]. Regarding the ECDIS EST,

maritime training centers [11, 37] are offering training

for the Transas system, with a duration of 2 days.

4.3 Survey results

A total number of 402 seafarers were engaged in both

research segments, with 269 ECDIS EHO respondents

and 133 HMI respondents, respectively. All

participants were active maritime professionals with

seagoing experience of at least one year.

ECDIS EHO survey (presented further with blue

color graphs) participants’ ranks and working

experience is presented in Figure 3. Survey

participants' ranks are classified as follows: Master,

Staff Captain, Chief Officer, Safety Officer, Second

Officer and Third Officer. Out of all the participants,

the biggest share of the responses (37 %) falls under

the rank of the Master. The working experience of the

ECDIS EHO survey participants has been classified

into five separate groups. The first group

encompassed the survey participants with less than 5

years of working experience. The second group

consisted of the survey participants with working

experience of 5 to 10 years. The third group was a

group with the biggest share of the survey

participants (40 %), with working experience ranging

from 10 to 20 years. The fourth group (37 %)

comprised survey participants with working

experience of more than 20 years. The fifth group

consisted of the survey participants who did not

specify their working experience.

Figure 3. Navigational ranks of the survey participants (top)

and survey participants' seagoing experience in years

(bottom). Source: Authors

272

The HMI survey (presented further with green

color graphs) participants' ranks and working

experience are presented in Figure 4. Survey

participant ranks were classified as follows: Master,

Staff Captain, Chief Officer, 1st Officer Navigation,

Second Officer and Third Officer. The working

experience of the HMI survey participants has been

classified into five separate groups. The first group

consisted of the survey participants with less than 5

years of working experience. The second group

included survey participants with working experience

ranging from 5 to 10 years. In the third group, there

were survey participants with working experience

ranging from 10 to 20 years. The fourth group

comprised the survey participants with working

experience of more than 20 years. In the fifth group,

there were survey participants who did not specify

their working experience.

Figure 4. Navigational ranks of the survey participants (top)

and sea experience in years (bottom). Source: Authors

As stated previously, the largest number of the

HMI participants (33 %) was sailing in the rank of

Master. Regarding the seagoing experience, the largest

number of survey participants falls in the second and

third groups (27 % each), with the working experience

ranging from 5 to 20 years.

The distribution of answers regarding possession

of the EGT certificate during the duration of the

ECDIS EHO segment of research is presented in

Figure 5. There were 61 % of the survey participants

who owned the specified certificate. The general

distribution of answers regarding certificate

possession was also elaborated regarding the year of

the questionnaire submission. Answers (Yes/No) were

distributed within the bars and classified according to

the questionnaire submission year. The share of

responses is presented with a 100 % stacked column

chart. The most significant positive relative

distribution of answers regarding the possession of

the EGT certificate was in 2018 and it amounted to 88

% of the total answers’ distribution.

Figure 5. General possession of the EGT Certificate (top)

and divided by years (bottom). Source: Authors

The distribution of answers regarding ECDIS EST

possession is presented in Figure 6. In general,

throughout the duration of the ECDIS EHO research,

there was slightly less than half (47 %) of the survey

participants owning the EST. The general distribution

of answers (Yes/No) regarding certificate possession

was also elaborated regarding the year of the

questionnaire submission. The share of responses is

presented with a 100 % stacked column chart and the

most significant positive relative distribution of

answers regarding the possession of the ECDIS EST

certificate was also in the year 2018, amounting to 90

% of the total share.

Figure 6. General possession of the ECDIS EST certificate

(top) and classified by year (bottom). Source: Authors

273

During the transitional period, there were survey

participants in possession of the EGT certificate or

ECDIS EST solely, as opposed to those who owned

both certificates (43 %) (Figure 7).

The distribution of answers regarding survey

participants who owned the EGT certificate and

ECDIS EST during the HMI segment of the research is

presented in Figure 8. All of the survey respondents

(100 %) owned the EGT certificate, and only 10 % did

not own the ECDIS EST certificate.

Figure 7. Possession of the EGT certificate, ECDIS EST and

both certificates. Source: Authors

Figure 8. Possession of the EGT (top) and ECDIS EST

certificate (bottom). Source: Authors

Figure 9. Clustered bar chart representing survey

participants' comments on the possibility of enhancing

knowledge about ECDIS from the manufacturer-approved

equipment-specific training. Source: Authors

Clustered bar chart (Figure 9) represents answers

(Q1) regarding the opportunity to enhance knowledge

about the system during the ECDIS EST. The HMI

survey participants could select one or more offered

learning options. More than half (54 %) of the

respondents specified Chart settings as a point of

interest that would call for more thorough learning

sessions. Voyage planning has been selected by 45 %

of the participants, while 32 % of respondents selected

the Voyage monitoring option. There were almost 16

% of participants who did not see any benefit in

additional system-related training.

The survey respondents' opinions regarding the

ECDIS EST necessity (Q2) and benefits of the ECDIS

EST (Q3) are presented in Figure 10. The majority of

survey participants (83 %) agree on the significance of

the EST (Q2), while 17 % consider the above-

mentioned training redundant. Participants' opinions

(Q3) regarding the benefits of the EST are presented in

the clustered bar chart. 57 % of the recorded answers

fall in the category of the reduced familiarization time

when operating with different ECDIS models. Apart

from that, 56 % of survey participants mentioned

insufficient standardization of the ECDIS chart

settings, voyage planning and voyage monitoring

functions, while 42 % of the answers referred to the

ECDIS graphical user interface category, which

widely differs between system manufacturers.

Figure 10. Distribution of answers regarding the necessity of

the ECDIS EST (top) and survey participants' comments

regarding the benefits of the ECDIS EST training (bottom).

Source: Authors

When it comes to the participants' working

experience, most of Masters, as dominant

respondents, were experienced seafarers with

working experience of more than 5 years. The

percentage of the survey participants who own the

EGT Certificate has risen from 61 % (ECDIS EHO) to

100 % (HMI survey). The percentage of the survey

participants who own the ECDIS EST has risen from

47 % (ECDIS EHO) to 90 % after the mandatory

system implementation (HMI).

274

5 DISCUSSION

Regulations regarding system training are prescribed

by the IMO, SOLAS and STCW convention, ISM code

and Flag State administration. The entry standards for

the future system operators' candidates are not

globally uniform. For instance, in order to enroll in

the EGT course in the Compass Training Center,

trainees must be familiar with terrestrial navigation,

visual navigation, must have accomplished at least a

period of supervised bridge navigational watch and

have basic knowledge about radar [9], which are also

defined as prerequisites in the IMO MC. At the same

time, there are no prescribed entry standard

requirements at all [29, 33]. On top of everything,

certain training centers are advertising the EGT course

by emphasizing that the final exam after the course is

not required [11]. Also, the differences in course

prices are evident. Considering that [21] the required

course model is the same for all training centers in the

world, it is necessary to determine why the EGT

course price is ranging from 375 € to 2035 €. A

legitimate question can be raised as to why this

training is five times more expensive in Australia than

in Croatia. Does the price of the training reflect on the

quality of the delivered training, especially when

considering that some training centers are openly

advertising that candidates will obtain certificates

without any formal examination upon completing the

training?

Survey data analysis showed that the EGT

certification had increased by an additional 39 %

when comparing the EHO and HMI segments, adding

up to 100 % at the end. When it comes to the ECDIS

EST, certification among seafarers had increased from

47 % to 90 % during the HMI segment. Even though

the majority of the survey participants (84 %)

specified at least one subject-related topic they would

like to learn more about during the familiarization

training, some Flag states consider 8 hours of training

to be sufficient. More than 80 % of participants

recognize the necessity of the ECDIS EST. Thus, they

specified the following arguments: reduced necessary

familiarization time, insufficient standardization of

the system settings and different graphical user

interfaces among system manufacturers. These

legitimate remarks can further enhance the EET

program. A more focused approach to certain subjects

of interest would surely contribute to the safety of

navigation. Furthermore, it is necessary to determine

why entry standards for the EGT certification and

ECDIS EST duration are not the same in all maritime

training centers across the world. Also, special focus

should be placed on the survey participants (16 %)

who do not see any benefits in more system-related

types of training, while at the same time specifying

one or more benefits of the ECDIS EST, which is not

mandatory.

6 CONCLUSIONS

The ECDIS EHO research commenced at the

beginning of the system implementation period to

improve educational processes, while the HMI survey

presented a continuation of the previous research, and

was conducted shortly after the mandatory ECDIS

implementation period. Rules and regulations

regarding system operators' certification are well

known to all stakeholders. The EGT certification has

reached 100 % and ECDIS EST 90 % among system

operators. The duration of the EGT course is the same

among maritime training centers, but entry standards

for the candidates are not uniform. There is a notable

difference in the price of training evident from the

available data and it is necessary to determine if the

higher price of the training offers better training to

trainees. Since Flag State regulations regarding the

ECDIS EST duration are not the same among all State

Flags, it is necessary to take into consideration that

there is a significant number of the survey participants

who would like to learn more during a specific

familiarization training and that it is very likely that

the duration of the training is insufficient. In this

regard, there seems to be a justified need to continue

with similar analyses, including all stakeholders, i.e.

both legislators and seafarers, until the optimum

solution is found.

ACKNOWLEDGMENTS

This study represents the continuation of the ECDIS EHO

project. The authors are grateful to all the navigational

ranks, officers of the navigational watch, and other ECDIS

stakeholders for their time and willingness to complete the

surveys, and participate in discussions. The authors believe

that their responses and opinions have an immense

significance for the appropriateness of the research

deliverables.

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