It is twenty years since the first ever ECDIS
type-approval certificate to the IMO performance standards was issued by the
Russian authorities on 29 March 1998 to Transas’ Marine NaviSailor 2400
although it is just six years since ships have been obliged to be fitted with
one.
There
had been earlier systems described as ECDIS but that
was before the IMO adopted its first performance standard. After that, any
systems built to earlier standards were reclassified as electronic chart systems
or ECS. The IMO performance standards were revised in 2006 but mainly because
of a lack of electronic charts, the IMO did not decide to make ECDIS mandatory
until 2009, with the carriage requirement coming into force in 2012.
After
first becoming mandatory on new passenger vessels of 500gt and above and new
tankers over 3,000gt in July 2012, the rollout of ECDIS reaches its finale in
July when all existing cargo ships other than tankers, of between 10,000 and
20,000gt will become liable to fit an ECDIS at their first survey after that
date.
What
constitutes the ‘first survey is defined in MSC.1/Circ.1290 and is ‘the first
annual survey, the first periodical survey or the first renewal survey
whichever is due first after the date specified in the relevant regulation or
any other survey if the flag state deems it to be reasonable and practicable.
Unlike
some of the more expensive equipment items that have been mandated in recent
years, ECDIS was extensively taken up on a voluntary basis long before any requirement
to do so was written into SOLAS. This final
retrofit rollout will be the last opportunity for ECDIS makers to benefit from
a mass market for after this, it will be only for new vessels and replacements
that systems will be needed.
Last
September was the deadline for upgrading ECDIS systems to the IHO S-52
presentation library standard released in 2015. Initially the upgrade was to
have been completed in 2016, but due to some delays in preparing the new
software by some system makers, the deadline was extended by the IMO. All new
systems installed after 31 August last year should be compliant.
This
was the first major upgrade to ECDIS and while most systems were upgraded
successfully, there were problems with some makes and machines needed to be
replaced completely. There is a lesson to be learned here because a mandatory
software upgrade to machines that in some cases were just a few years old is an
expense that shipowners had not expected.
There
will inevitably be more updates needed in future so shipowners should probably
consider makers that have a long record rather than cheaper newcomers. That
said, the market has now shrunk to some two to three thousand ships annually
which may be a bar to new entrants to the market.
Accidents will happen
When
the last rollout phase is completed, there will no doubt be a move to expand e-navigation projects – especially in
Northern Europe where there is a strong desire by local and regional
authorities to manage shipping movements. However, the fact that no cargo ship
under 3,000gt is required to use ECDIS and only those above 3,000gt constructed
since 2014 must carry it does mean that thousands of smaller ships will be
outside of e-navigation regimes unless new rules are formulated.
Small
ships are very common in all parts of the world but especially in the crowded
waters in Europe and Asia where there are many ports and large populations.
Ships of just under 3,000gt are large enough to create hazards for other ships
and if grounded could even close major ports. They are equipped with AIS and
traffic management systems will have some information from them because of this
but not the comprehensive passage plan that is recorded in the ECDIS.
Many
vessels under 3,000gt do carry ECDIS but since it is not mandated, the controls
on using and maintaining it do not apply, neither are there restrictions on
modifications. It was the latter that was cited by the UK’s MAIB as a main
cause of the grounding of the 4,950dwt bulk carrier Muros in the North Sea in
December 2016 (see https://shipinsight.com/ecdis-blamed-cause-marine-accident/).
The Muros is a 2,998dwt ship so was not obliged to carry ECDIS.
The
MAIB report also mentioned a study that had been undertaken at Lund University
in Denmark that had identified several issues with ECDIS as reported by
experienced users. It would appear that although many seafarers are perfectly
happy with using ECDIS, some are more critical and raise serious concerns.
Many
described the systems as unreliable, having a complex interface, cluttered
displays and disturbing alarm functions among others. A not unexpected finding
was that many experienced difficulties when transferring between systems.
Search for a common standard
The
concerns identified will come as no surprise to many mariners as the Nautical
Institute has been arguing for almost a decade now that there is an urgent need
for a standardised display for navigational equipment and systems. The idea has
been given the title S-Mode and the
view of its supporters is that the standardisation would apply to most
navigation systems.
The
idea is that if all systems had an S-Mode that presented certain key
information in identical ways, then seafarers moving between ships and
different systems would not be faced with unfamiliar user interface of layouts,
menus and displays when the S-Mode was activated. Equipment makers would still
be free to develop their own unique features for systems if they wished to
differentiate their products from the crowd.
The
IMO has accepted the wisdom of the arguments in favour of S-Mode and has been
progressing the concept; initially through the Navigation sub-committee and
later its successor the Navigation, Communications and Search and Rescue (NCSR)
sub-committee. NCSR has had a busy agenda over the past few years with the
revision of GMDSS and e-navigation dominating its work load. In that period
work on S-Mode has not been entirely dropped but has been put on the back
burner.
In
2016 a correspondence group was established at NCSR3 to work on S-Mode and at
the next meeting in February 2017 an information paper presented by Australia,
South Korea, Nautical Institute and Intermanager was discussed at the meeting.
It is planned that draft guidelines will be ready to discuss at NCSR5 in late
February with a view to have a final version ready for adoption in late 2019.
If
S-Mode is adopted and put into practice, its supporters believe that safety
will be improved in emergencies and that could very well be true. But, the
ability to revert to a standard display will not remove the errors that can
occur through incorrect inputs, corrupted data or if the user decides not to
make use of the S-Mode and misses some important information because of that.
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