575
1 INTRODUCTION
Technology growth is incredible nowadays. Many
ideas deemed to be unrealistic twenty years ago
became part of our real world. Levitating trains can
transport passengers in a low pressure tubes with
speedof1200km/h[11],electriccarsareabouttobeat
legendspoweredbycombustionengines[14],electric
energy to our houses could be supplied by
perovskite‐coatedsurfaces[10].Theoreticalphysicist
,
co‐founder of String Field Theory Dr. Michio Kaku
said “Although humans have existed on this planet
forperhaps2millionyears,therapidclimbtomodern
civilizationwithinthelast200yearswaspossibledue
tothefacttha
tthegrowthof scientificknowledgeis
exponential; that is, its rate of expansion is
proportional to how much is already known. The
more we know, the faster we can know more. For
example, we have amassed more knowledge since
WorldWarIIthanalltheknowledgeamassedinour
2‐million‐year evolution on thi
s planet. In fact, the
amountofknowledgethatourscientistsgaindoubles
approximately every 10 to 20 years.” [7] Maritime
world is no exemption to global technological
advance trends and nowadays ships are equipped
with high‐tech devices leaving paper charts, hard
copypublicat
ions,navigationaltrianglesanddividers
behind. Navigating officers, more than ever before
needtobecomputerliterateandhastogoalongwith
development of new technologies. The future
progress of maritime industry will be increasingly
dependent on officers’ education, scientific research,
innovationandtechnology.
2 INTERNATIONALECDISREGULATIONS
In May 2009 International Maritime Organisation
Maritime Safety Committee updated SOLAS
Convention with ECDIS ma
ndatory carriage
requirements [5]. In July 2018 last group of
worldwidefleet(Existingshipsofsizebetween10000
and 20000GT) will be equipped with ECDIS and
implementation period will ends. As a result of
ECDIS introduction on board the ships, seagoing
personnel qualificat
ion requirements had to be
reviewed.
ECDIS Users Genuine
Q
ualification in Maritime Industry
Great Demand
W.Legieć
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT: In this paper author summarizes present maritime industry growing preference for highly
qualified officers in the field of ECDIS operation. Current ECDIS training internationally recognised
requirementsaredescribedincludingManilaamendmentsandPolishapproachtotheIMOModelcourse1.27.
Variousformsoftrainingavailablenowadaysarepresentedwithinthepa
per.Advantagesanddisadvantages
ofeachmethodareidentified.AuthoroutlinesthenecessityofimprovingECDIStrainers’competency.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 10
Number 4
December 2016
DOI:10.12716/1001.10.04.05
576
2.1 ManillaAmendments
The IMO Convention on Standards of Training,
CertificationandWatchkeepingforSeafarers(STCW)
is a comprehensive set of international regulations
with regard to officers’ competence. In June 2010
during Diplomatic Conference in Manila, STCW
Conventionhasbeenupdatedwithadditionalrulesin
order to cope with
technology advance in maritime
world [9] Set of revised rules was given name of
“Manila Amendments”. Among the others significant
changes, ECDIS related requirements have been
updated. The most important modifica tion is that
officers performing navigational watch must be
competent in use of ECDIS and be in possession of
appropriate certificates. From February 2017 all
officersmustadheretoabovechangesandholdvalid
STCWcertificatecoveringdutiesperformedonboard.
TofulfilupdatedSTCWECDISrelatedrequirements
Officer in charge of Navigational Watch needs to
complywithsetofcompetenciesdescribedindetails
inTableA‐II/1ofSTCW
Convention.Inconsequence
of the adoption of the Manila Amendments to the
STCW Convention, three Polish maritime
academies/universities present common position on
what necessary steps should be taken to revise and
update existing ECDIS IMO model course on
OperationalUseofECDIS[15]
ManilaAmendmentsrevealednoticeablytrendin
reducing
sea‐time required to gain certain
competence. Unlike with STCW Convention from
1978wheresea ‐goingservicewasabaseforupgrade
to higher qualification, at present more pressure is
exerted on completion of approved education and
training programme. The emphasis on qualification
willallowofficerstobepromotedtothe
higherrank
inshorter time. Officers’motivationmostlydepends
on their individual needs. All things considered,
althoughtherearemanypointsagainstthisapproach,
I believe there are certainly aspects in favour of it.
Well‐balanced training programme in conjunction
with shorter sea‐going time will be more valuable
than
longer sea‐going experience without proper
education.
To avoid delays in bringing Manila amendments
into force tacit acceptance procedure was
implemented. Mentioned procedure invert common
acceptancepracticeandinsteadofrequiringmajority
ofcountriestoacknowledgeproposedchanges,leaves
specific time for objections. Using tacit acceptance
procedure Manila Amendments came into
effect in
July2011[1]
3 ECDISEDUCATION
ECDIS introduction exerted significant influence on
approach to officers training in e‐navigation.
Electronic charts became main source of navigation
information and therefore require from users
knowledgeandunderstandingofsystem.Nowadays
officers needs to catch‐up with rapidly changing
technical solutions.
Integrated Bridge Systemshould
easeofficers’workandimprovenavigationalsafety.It
is designed as user‐friendly work environment
equipped in high‐tech solutions. It will play its role
onlyinhandsofwell‐traineduser,whoisabletotake
fulladvantageofitscapabilities.ECDISbecameacore
of
wholeIntegratedBridgeSystemstructure.Itunites
navigationalsensorsintoonesharedeasilyaccessible
byofficeronthewatchpicture.Navigatingofficerhas
all key parameters in one place and a possibility to
digdeeperifrequired.Whatnavigatormostlyneeds
is a simple reading displayed on the screen. If
it’s
necessarythereisalwaysapossibilitytoadjustmore
advancedsettingsontheconnectedequipmentitself.
ECDIS abbreviation states for Electronic Chart
DisplayandInformationSystem.Thereisatendency
to perceiveit as electronicchartnicely displayed on
the monitor. ECDIS collects essential information
from navigational sensors, calculates them
and
provides all data to the officer on the watch.
Nevertheless, ECDIS is still a computer, a machine
which needs to be managed and controlled by wise
operator. Even the most sophisticated ECDIS, no
matter how capable it is, must be operated by user
who knows its potential and limitations.
Illustrative
differences between old‐fashioned bridge where
paper charts were in use and modern bridge
equippedwithECDISareshowninTable1.
Table1. Delegation of tasks on traditional and modern
navigationalbridge.
_______________________________________________
Papercharts ECDIS
_______________________________________________
Positionplotting(GNSS)OOW ECDIS
Positioncross‐checking(doubledGNSS) OOW ECDIS
Positioncross‐checking(GNSSbyOOW OOW
observed)
Positioncross‐checking(GNSSbyRIO) X ECDIS
Positionlogging(GNSS)OOW ECDIS
Positionlogging(observed)OOW OOW
_______________________________________________
Majority of tasks previously carried out by
navigatingofficeraredelegatedtobedonebyECDIS.
Inputs will be calculated, logged and accurately
plottedbutonlyunderonecondition–inputmustbe
correct.Trashin‐trashout.Itcannotbeforgottenthat
ECDIS is just a machine and won’t forgive
any
mistaken values given. Officers successfully
completed ECDIS training will know what
parametersshouldbeinputintothesystemin order
toremainwithinsafetylimits.Quoting2016Passage
PlanningGuideline“ahighlevelofequipmentknowledge
is required to understand the nuances of the ECDIS
software in use, as
only then can its capabilities be
optimisedandasafepassageplanproduced”[12]
3.1 Maritimeuniversities&academiescurricula
Maritime higher education curricula have been
changedinordertocopewithtechnologicaladvance
inmarineindustry.ECDISimplementationonboard
the ships resulted in ECDIS classes’ introduction in
teaching
programmes. Correlation between teaching
navigation on paper charts and on ECDIS was
emphasizedin2016PassagePlanningGuideline“the
potentialofECDISverymuchdependsontheskillof the
watch keeper. In this regard,verylittle has changedfrom
navigating with paper charts as ECDIS, despite its
capabilities, is
still only a navigational aid. This meant
that, although production of safe passage plan will
inevitablytakelesstimeonECDISthanonpapercharts,it
requires at least the same level of skill to compose” [12]
ECDISclassesoriginatedinaformofextra‐curricular
577
activities and became one of the leading topics in
maritime universities and academies schedules.
Students who get familiar with ECDIS structure at
early stage of their sea carrier would have smooth
pathtodeveloptheirknowledgeandskillsinthefield
of electronic navigation. Well‐established
groundwork will result in
easier adaptation of
variousECDISbrands.Afterall,fundamentalsremain
thesameandthedifferences arein systemstructure
andvariousfunctionsavailability.
3.2 ECDISgenericcourse
ECDISGenericCourseisa basictrainingforofficers
who intend to work on the ships equipped with
ECDIS. Revised STCW legislation sets
extensively
described standards for course programme.
AccordingtoIMOModelCourse1.27trainingshould
last for at least five days and forty hours providing
participants with basic knowledge about ECDIS
operation[8].Thegenerictraining shouldincludebut
notbelimitedto:
LegalbackgroundandrequirementsofECDIS
Theoretical
backgroundinformation
LimitationsofECDIS
Typesofelectroniccharts
Functions and settings, familiarity of alarms and
sensors
Typesofdisplayandorientation
Operatingbasicnavigationalfunctions
Understanding route planning functions with
particular emphasis on route checking and
monitoring
UpdatesandmaintenanceofECDIS
softwareand
electroniccharts
Knowingback‐upsystems
Knowingtherisk–overrelianceonECDIS[16]
Some maritime universities and academies
curriculum reaches far beyond IMO model course
requirementsandstudentstreatECDISgenericcourse
as repetition of knowledge gained while studying.
ECDISgenericcourseintheformas
weknowittoday
(five days, forty hours) will remain profitable for
mariners who didn’t pass full higher education
programandaimtoobtainofficers’qualification.
3.3 ECDIStype‐specificcourse
Officers holding certificate of competency issued in
accordancewithManilaAmendmentsarerequiredto
obtainfamiliarisationtraininginship
specificECDIS
and “equipment training should relate to the make and
modeloftheequipmentfittedoftheshiponwhichtheyare
currently serving” [4] Qualifications received during
thiscourseallowofficerstobemorecompetitiveand
valuable on the job market. Actually, ECDIS type‐
specificcourseisa
commonnamegiventotheECDIS
training of a certain manufacturer. Completion of
type‐specificECDIScourseisrequiredbyFlagStates
based on ISM Code requirements [6] Unlike with
genericcourse,asofnowtherearenoguidelinesfor
type‐specific training issued by International
Maritime Organisation. There is
a big discussion
aboutthisissueandisgettingmoreandmoreburning
in maritime industry. In most cases ECDIS type‐
specificcourseispaidbytheseaman’scompanyand
whenitcomestofinancialdepartmentitisalwaysa
question of balance between effectiveness and costs.
ECDIS type‐specific training
is offered in various
forms and Flag States specify either certain type of
type‐specific training is approved or not by the
Administration. It could be carried out in a form of
traditional classes with instructor, as an online
training,on‐boardtrainingorcomputer‐based‐system
course. Whichever method
is chosen the most
importantisthatknowledgeissuccessfullygainedby
trainees.SomesmallerECDISmanufacturers claimed
that for them it is not possible to arrange required
type‐specific course due to high cost of training
preparation. Polish maritime universities and
academies response on IMO Model course
implementation accurately identifies
the possible
solution: “small brands have the possibility to join a
trainingnetworkorestablishcooperationwithindependent
training institutes to provide high quality training. So
there should be no excuse on not being able to provide
training”[15]
4 CLASSROOMTRAINING
ECIDScoursecarriedoutinclassroomequipped
with
simulatorsisrecognisedasthemostefficientformof
training.Classroomtraining offeruniqueopportunity
of asking copious questions and getting
comprehensiveanswersfromexperiencedtrainers.As
the researchshows classroom trainingsarethe most
efficientwhen numberof participantsdonotextend
tenpersons[3]Mostpeoplepreferit
whenisableto
cooperate, it allows them to resolve problems and
gives some opportunity for discussion. Training
Simulatorsareanefficientwaytotrainnewoperators
inarisk‐freeenvironment.Experiencedtrainersteach
proper operator technique, controls, and safe
operation in a virtual jobsite. The most effective
learning
isbasedonpracticaluse.Insteadofshowing
wheretheparticularfunctioncanbefound,itismore
beneficial for future ECDIS user to understand how
certain function should be used. Classroom training
with experienced instructor, preferably former
navigatingofficer,whoworkedonspecificECDISon
daily basis as navigation officer
is much more
valuable for trainee than listening to description of
the system. Officers who worked with ECDIS on
navigational bridge are able to determine its
advantages and disadvantages with greatest detail.
Vetting, port state inspections, internal and external
audits give them an excellent opportunity to
recognise the system even
more. After all, the best
waytocomprehendissearchingforanswers.
4.1 On‐linetraining
ThisformofECDIStype‐specifictraining isbecoming
more popular nowadays. First of all course carried
outonlineathome,inthetrainingcentreoron‐board
thevesselischeaperthantraditionalcourse
organised
in training centre. Additionally cost of flight tickets,
accommodation are reduced to minimum. Online
courses are approved by most of the ECDIS
manufacturers and therefore by appropriate flag
states and port state control authorities.
578
“Administrationsmaynowallowthetrainingofseafarers
bydistancelearningande‐learninginaccordancewiththe
standards in section A‐I/6 and the convention now
containssubstantialguidance.Seafarersshouldcheckwith
their administrations to ensure they provide for this and
checkwiththeircompanythatfacilities
areavailable.”[13]
Many training companies have already created
virtual campuses where officers use computers and
theinternetforstudying.Traineescanruntheon‐line
programwhenevertheyhavetime.Suchasystemis
usefulintoday’sworldwheretheseamenhomecities
arelocatedfarfromtrainingcentres.
4.2 Computerbasedsystemtraining
This form of training is kind of supplement or
repetition for officers who passed type‐specific
course. Unfortunately some of the lessons contain
errors and imprecise questions what results in
trainee’s confusion and misguidance. Computer
based training is acceptable form of supporting on‐
board practice rather
than replacement of decent
familiarization[2]Thesignificantdiversityofsystem
structures on board the ships means that no single
self‐teachingprogramcanbedrawnup.
4.3 On‐boardtraining
It is a common practice that navigating officer is a
person on board the ship who recognizes ECDIS in
great detail and passes gained know‐how to other
officers. There is a noticeable analogy to the times
when navigation was carried out with use of paper
chartsandhard‐copypublications.Navigatingofficer
wasthentheonewhocalculatesdistancesanddrew
passage plans faster and more efficiently than his
colleagues. While tools have changed, fundamentals
remain the same. Navigating officer replaced pencil
with flash drive. There was and will be a constant
demand for on‐board training and knowledge
exchange between officers. Junior officers, raised on
the computers, born with smartphone in hand will
catchupfasterhowto
operateECDISaseveryother
electronic equipment. Electronic elements which are
similartothosewell‐knownfromcomputergamesare
very easy tobeadopted by new generation officers.
Senior officers, on the other hand, experienced with
chartworkinitstraditionalformagreatsupportfor
them–theyteach
howtousetraditionalnavigation.
Co‐operationbetweenbridgeteammembersiscrucial
more than ever before. It is a great way of learning
butnotidealduetoindividuallimitationsandlackof
didactics background. Nevertheless, trickle‐down
trainingisdeemednotacceptablebymostoftheFlag
States
thereforeemployment ofexternalprofessional
instructorisunavoidableincaseofon‐boardtraining.
5 SMS–COMPANYPROCEDURES
Company Safety Management System navigation
manualsdescribeindetailprocedurestobefollowed
byofficers.Buteventhemeticuloussetofprocedures
willremainunexploitedwithoutpropertraining.All
procedures,nomatter
howclearandsimpletheyare,
withoutsolideducationfundamentsisastraightway
tojeopardizevessel’ssafety.
Figure1.Corelationbetweentraining,SMSproceduresand
navigationalsafety.
6 CONCLUSION
Each training method has its own advantages and
disadvantages.Oneofthemiseasieranotherrequires
more effort. The most important for officers is to
obtaininformation andskills tobeused onthe next
shipinthenearestfuture.Equallytoformoftraining
or even more important
are the instructor
qualifications. ECDIS user without navigational
experience is able to operate it as electronic
equipment not as navigational aid. And that is the
clue of whole training – to pass know‐how with
regard to ECDIS usage for navigation instead of
teachinghowtoclickthebutton.One
wayofcarrying
trainingistoshowexistenceofparticularfunction,i.e.
shiftofpositionalarmvalue,whileanothermethodis
to demonstrate its application. One trainer will
presenttohistraineesthatshiftofpositionvaluecan
be inputted in alarm setting menu, while another
trainerwillshowwhereit
islocatedandexplainhow
thisfunctionaffectsnavigationprocessandhowitcan
be used as an advantage in improving navigational
safety. As emphasized in Polish approach to the IMO
ModelCourse 1.27: “training endeavours,the knowledge,
skills and dedication of the instructor are the key
componentsinthe
transferofknowledgeandskillstothose
being trained through IMO model course material” [15]
Modern ECDIS is equipped with copious functions
andtrainerroleistohighlightthosewhichwillease
ofofficer’sworkloadandimprovevessel’ssafety,i.e.
radar information overlay function usage. It can be
shown where
RIO function is located in the system
structure, how to adjust radar picture and enable
additional functions (range rings, bea r ing scale) but
what is equally important is an explanation about
unusual indications‐red flags, strange behavior
informingofficeronthewatchaboutfaultysensoror
otherrelatedproblems.ECDIStrainer
shouldexplain
nuances, i.e. electronic logbook usage. As every
officer notice, electronic logbook contains plenty
information,whatcouldbeeasilycopiedandusedas
voyagerecord.But,thereisatrick:electroniclogbook
onsomeECDISsystemscouldbeeditedandtherefore
cannot serve as a voyage record. International
MaritimeOrganization
inResolutionA.916(22)allows
for various forms of voyage records: “Methods of
recording (…) may be handwritten, electronic or
579
mechanical” but the keyword is that voyage records
must be permanent and therefore editable logbook
cannotbeusedasvoyagerecordinthiscertaincase.
To conclude, ECDIS qualifications nowadays are
equallyimportant tochart‐work skillsa decadeago.
TrainingprocessinECDISfieldshasdifferentforms.
Whichever
methodischosenitmustbeensuredthat
officer who leaves training class is equipped with
solidknowledge package andforms a greatsupport
forbridgeteam.
LITERATURE
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http://www2.uca.es/grup‐invest/trans‐maritimo/imo‐
conventions.pdf
[2]Bridge Procedures Guide, 5th Edition. International
ChamberofShipping,London2016
[3]Ehrenberg R.G., Brewer D.J., Gamoran A., Willms J.D.:
Class size and student achievement. Cornell Higher
Education Research Institute. ILR‐Cornell University.
New
York,USA2001.
[4]AdmiraltyGuide to ECDIS Implementation,Policyand
Procedures (NP232). The United Kingdom
HydrographicOffice,2014.
[5]IMOResolutionMSC.282(86).AdoptionofAmendments
toTheInternationalConventionforTheSafetyofLifeat
Sea, 1974, as Amended. International Maritime
Organization,London2009.
[6]ISM Code, Edition 2014.
International Safety
Management Code with guidelines for its
implementation. International Maritime Organization,
London202014.
[7]KakuM.:Hyperspace.OxfordUniversityPress,1994.
[8]ListofIMOModelCourses.2016.
[9]Manila Amendments to the STCW Convention.
International Shipping Federation, International
ChamberofShipping2011.
[10]Malinkiewicz O.: Saule Technologies, 2016‐
www.sauletech.com
[11]Musk E.: The Hyperloop, 2016‐
http://www.dailymail.co.uk/sciencetech/article‐3712830
[12]Passage Planning Guidelines. 4th Edition. Witherby
SeamanshipInternational,June2016.
[13]STCW,AGuideforSeafarers(Takingintoaccountthe
2010 Manila Amendments). International Transport
Workers’Federation,London.UnitedKingdom
[14]Tesla, 2016‐
https://www.bloomberg.com/news/articles/2016‐08‐24
[15]Weintrit A., Kopacz P.,
Bąk A., Uriasz J., Naus K.:
Polish Approach to the IMO Model Course 1.27 on
OperationalUseofECDISAnnualofNavigation19/2012
‐part2,Gdynia2012
[16]Zhukov D.S., Miyusov M.V.: ECDIS as New
Competence for Deck Officers‐Questions And
Answers. The 13th Annual General Assembly of the
IAMU, Fisheries and Marine Institute of Memorial
UniversityofNewfoundland,St.Johnʹs,Newfoundland
andLabrador,Canada,October15th‐17th,2012
