GMDSS: DSC

If you are in an A1 sea area and receive a distress alert on channel 70 what is the procedure that you should follow?

If you are in area A1 (A1: This is an area with the radiotelephone coverage of at least one VHF coast station operating DSC equipment 30-40M range). A1: An area withing the range of at least one VHF coast station operating DSC equipment.

If you are in GMDSS sea area A1 and you receive a DSC distress alert on channel 70 you must:
1. Commence log keeping and inform the Master.
2. Set watch on channel 16.
3. Wait a short time for a coast station to acknowledge.
4. If they do not, acknowledge by radiotelephone, if there is no response to your radiotelephone acknowledgement and no working is heard, relay the information ashore by any means.
5. To avoid congestion on channel 70 in an A1 area, it is not advisable to DSC unless the alert keeps repeating.

So what would you do is the coast station did acknowledge?
commence log keeping and follow the relevant procedures for logging the call and logging the message and assist with the distress situation if required: Please read more of GMDSS: A User's Handbook.
To properly outline this procedure.

Notes on the ECDIS

Some questions only need a single answer, others may need more description.
You will be asked about the container ships you are on.
You will need to talk about container ships.

Is this chart up to date?
Look at the bottom left hand corner of the chart: The chart corrections can be found at the bottom left hand corner of the chart.




There are a number of things you must deal with when dealing with the ECDIS:

We have the following:

S-57
S-52 The presentation library
However, the responsibility for the portrayal of an ENC on an ECDIS screen is controlled by the ECDIS standard ‘S-52’. This is authored by the International Hydrographic Organization (IHO).
Content and display: S-52

Mandatory Alarms?

Mandatory publications that are carried on UK Flagged s

General

How often do cumulative list: notices to mariners get published?
They are published bi-annually. The cumulative list is published in Jan and July.

What sort of information must you ensure is on the chart?
At a more general level you can ask, how would you go about planning a passage for the coastal area on a chart?
Passage planning is put into place by the IMO resolution A.893.
This puts into place regulation 34 of SOLAS V. The requirement for planning a safe passage of the vessel.
It has four distinct phases:
1. The appraisal. Here you must appraise and collate all of the relevant information.
Then plan the intended passage.
Then execute the intended passage.

Under pilotage navigation is going to be conducted using visual marks to ensure the ship remains in safe water. So you will need to put plenty of information on the chart to ensure you can visually monitor the vessels track along her pre-planned track.
Rule 5 and rule 9 are very important here so you must know rule 9 by heart.

The intervals for fixing the ships position:
It should take place at intervals that are no more than half the interval to the nearest danger.
So if the nearest danger is 10.0M away then fixing should be done every 5.0M

What if there are very few conspicuous visual marks or if you are navigating in an area of restricted visibility or if you are navigating at night?
Then ship borne radar techniques must be used
or shore based radar facilities must be used.
So what information must you ensure you put onto the chart?
Especially during pilotage or during the coastal stage of the voyage but you must ensure that it is properly planned.

How else can you monitor the vessels track?
Clearing bearings are essential information that you should plot on the chart.
These ensure the vessel stays on a safe approach.
So to monitor a safe approach you can use clearing bearings.

The best way to approach this question is to ask yourself: How would you plan the coastal part of a passage plan.
 NP 131
The admiralty chart catalogue.
This will help you select the large scale charts you need to plan the passage

For small scale charts please see: The world general charts of oceans.

From the admiralty chart catalogue you can draw a route through the area you are to navigate and this will give you the larger scale charts you need.
So:
1. Choose the appropriate scale of chart for use. The larger scale chart.
Although a smaller scale chart may be better to help you make sense of the buoyage system in place.
NGA This is the next thing that should be established.


With this calculated we have a means by which we can keep the vessel clear of shoal water.

The primary means of position fixing under pilotage should be visual.

PI's
CB
The echo sounder.
RADAR
3 point fixes
VSA
HSA
transits.
RF
CB: Between these two parameters the ship is safe.
As long as the conspicuous object is kept at a bearing between these two bearings then the ship would be safe.
sectored lights and transits.
Position fixing should be done at regular intervals, using more than one source.

Once you have the charts you need the navigation officer can now use the chart correction log folio index (NP 133A)
to check their edition numbers and see if any required corrections are needed.
Not having the appropriate large scale charts for any voyage is not acceptable. So, if you don't have them then they must be requisitioned.
So what must be marked on the chart?
Before we can plot a safe route on the chart we must mark the areas that we can't go:
Areas of danger.
This depends on the vessels UKC.
From this we have a NGA.

We can also set our safety parameters and the ships guard zone.

charts: updating NtM and charts: passage

How can you tell if a chart is up to date:

If you had internet access go to the UKHO and go to 'view update list by chart number'
it provides all the corrections released since the latest edition of that chart.
After you have applied the correction in the bottom left corner of the chart make a note of the number and year of the NM.

what does the NtM contain other than updates to charts?

well the admiralty notices to mariners are published weekly known as the weekly notices to mariners which comes as 6 parts:

1. explanatory notes
2. ANM, corrections to charts.
3. reprints of radio navigational warnings.
4. corrections to admiralty sailing directions.
5. corrections to admiralty list of lights and fog signals.
6. corrections to admiralty list of radio signals
'the latest critical safety information'

charts: for the coastal passage what would you highlight on the chart?

No go areas.
clearing bearings
anchorage areas.
highlight areas of danger, rocks shoals wrecks.
highlight notable depth contour lines
highlight radar conspicuous objects such as high cliffs
highlight prominent landmarks for landfall, fixing, clearing bearings and transits.
Highlight any important buoys and racons you can use, ie nav marks that can be used to assist you, obv. cant highlight all buoys but any notable ones.

highlight areas where a change in speed, call to er or master or where to call pilot, on the chart etc or where the traffic gets dense, water gets shallow etc.

light characteristics:
flashing, fixed, quick flash, isophase and occulting, alternating,
sectored?
period: the time take for the flashes and the dark period.
elevation: from the focal plane above height datum (given on chart).
and then the nominal range.

nominal range: The range of a light given a visibility f 10M
luminious range: the range of a light given the lights brightness and the current prevailing meteorological conditions.
geo range: the range of a light given the hoe, height of light and the curvature of the earth.

A tidal diamond: you can get the set and rate. the table for tidal streams is referneced normally to HW times a t a standard port.
it will give set as well as spring rate and neap rate.

spring tide: a tide just after a full or new moon and it gives the largest difference between high and low water. the highest highs and the largest lows.
neap tide: is just after a cresecnet moon or third quarter of a moon and it gives the smallest difference between high and low water.

PI's: one way you can monitor your vessel's progress by not taking a fix.
echo sounder.
clearing bearings.

How often would you fix your position?
for the coastal passage, follow the pre-planned track that is on the chart, fixing at regular intervals, depending on the scale of the chart and the proximity to navigational dangers,

'such that the vessel will remain in safe water for the distance covered by two EP's.

imo res

IMO resolution A.893 (1)

Guidelines for voyage planning:

A plan must be developed.

So that the progress of the ship can be monitored during the execution of the plan.

It is critical for the safety of life at sea and the efficiency (fuel wise) of Navigation.

It also considers the marine environment.

In some plans there are additional factors to consider for large vessels or for vessels with hazardous cargo.

But the need for passage and voyage planning applies to all ships.

There are four stages to a passage plan

1)      The appraisal: This is where you gather all the relevant information for the contemplated passage.

2)      A detailed plan of the whole voyage is required from Berth-Berth, including those areas where a pilot is on board.

3)      Execution

4)      The monitoring of the progress of the vessel in the implementation of the plan.

Appraisal: All the information for the contemplated voyage should be considered.

Seaworthiness:  The condition and the state of the vessel, its stability and its equipment.

Any operational limitations, the permissible draught at sea and in any fairways/ports.

The ship’s manoeuvring data and any restrictions on the vessels ability to steer, stop etc.

What is the vessels turning circle and stopping distance.

IMDG: Any special characteristics of the cargo.

STCW/MLC and fit for duty. The requirement of a competent and well-rested crew for the voyage.

Requirements for certificates, documents, covering the vessel, its equipment, crew , passengers or cargo.

Appropriate scale, accurate and up to date charts and publications to be used for the intended passage.

Permanent and Temp warnings: N2M as well as any existing radio navigational warnings to establish if they need to be incorporated into the plan.

Accurate and up to date sailing directions, ALLFS, ALRS and any radio aids to NAV.

Routeing guides

Passage planning charts

Tidal atlases and tidal tables.

You will also require climatological, hydrographical and oceanographic data: As well as other appropriate meteorological information. You will find this in routeing charts, the ocean passages for the world, as well as volume D of the world meteorological organization’s publication No.9)

This gives information of the availability of services for weather routeing.

Looking at ship’s routeing is also important, as are the pilot books for figuring out routes, reporting systems, VTS and marine protection measures: such as special measures for whales for example.

Pilotage in the appraisal you need to think about information relating to pilotage and the embarkation and disembarkation procedures, as well as the master-pilot exchange.

It’s also good to get an idea of the shore-based emergency response arrangements and equipment.

Using as much information you can relevant to the intended voyage an overall appraisal of the passage and it’s intended voyage should take place.

It should indicate all areas of danger.

Safe areas: Including areas where routeing systems and reporting systems are in place and VTS.

Areas where marine environmental protection measures apply.

Seaworthy: A vessel is seaworthy if its parts/equipment, crew and ship are fit for their intended purpose and it is operated by a competent crew so that it can face any normal perils of the sea.

Admiralty tide tables: These give tidal information on ports.

Heights and time predictions for primary ports as well as how to use that information for secondary ports.

Harmonic constants, methods of prediction and info about the meteorological and how gravity effects tides so information on neaps and springs.

Spring: faster rate, full/no moon. Highest highs and lowest lows.

Neap tide: moderate tide, where the sun and the moon are at right angles.

The appraisal requires you to look at the publications and think what sort of information can obtain from the appraisal to go into the plan:

ALLFS: Lights and fog signals as well as table to assist the mariner in finding the GR and the LR.

LR: The maximum distance that a light can be seen given the current visibility.

GR: The LR  but it factors in the HOE, height of the str. (from the focal plane to CD (MHWS) and the curvature of the earth the range is in M http://www.sailingissues.com/navcourse9.html

See for lights. The height of the light is from the CD used for elevations. Often MHWS

ALRS:

V1: This details coastal stations and maritime radio stations for GMDSS (VHF, MF, HF etc).

V2: Radio aids, DGPS, legal time and radio time signals, EPFS.

RACONS, and radio beacons transmitting DGPS corrections.

V3: MSI services and some NAVTEX services.

Maritime weather and safety information.

Worldwide NAVTEX: or navigational telex.

Safetynet info

Navtex is a MF direct-printing service to deliver navigational and met warnings and forecasts and urgent MSI to ships.

NAVAREA

Types of messages

Format

Safetynet is used for the transmission of MSI, it is an EGC system for MSI for areas where the navtex range is in coverage of Inmarsat satellites.

MSI@ Navigational and met warnings to ships and other safety related info.

V4) Meteorology observation stations

V5) GMDSS (navtex also), worldwide communications for distress, SAR, SOLAS what is GMDSS?

ITU: regulations and distress and SAR (MRCC and MRSC).

EGC: It provides a worldwide satellite system of safetynet/fleetnet messages.

V6) For pilot services and VTS and port operations. Including contact details and procedures as well as national and international ship reporting systems, like AMVER for example.

ITU lists: MMSI and ship stations info: Maritime mobile service identity.

Your unique station identity.

Useful general publications:

SOLAS V R34

BPG

Bridge team management

A285(1)

The passage plan is to be berth-berth a pilot doesn’t relieve you of your duties or your responsibilities.

The pilot has his duties for safety etc but the oow still has his duties and obligations to the safety of the ship.

He must work closely with the pilot and notify the master and act before the master arrives if necessary.

Planning: after the fullest appraisal possible we are to construct a detailed plan. It should be prepared from Berth-berth including piloted areas.

Plan:

Intended route/track of the voyage on appropriate and up to date and correction charts (up to date and corrected charts and publications).

The True course and other areas of danger.

Exsiting ship’s routeing and reporting systems, VTS.

Also consider SECA and special environmental consideration areas.

You need to ensure:

SOLAS

Safety and efficiency of navigation

MARPOL

So you must have a safe speed( rule 6)

                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                 

 Barry Sadler’s passage planning:

Passage planning is a fundamental requirement for safe navigation under SOLAS V and the MS safety of navigation regulations 2002.

To ensure that a safe route is ultimately followed.

Planning of the voyage in it’s entirety must consider ship critical factors such as limitations of the vessel concerned, cargo, charter parties and compliance with MLC and other conventions.

The planning may be delegated by the Master to a deck officer, but it remains the direct responsibility of the Master.

The four SOLAS requirements that fall under the direct responsibility of the master:

Passage planning

Mandatory reporting

Proceeding to distress

Reporting navigational dangers

As passage planning is a SOLAS V regulation related to navigational safety, the requirements ‘extend to all ships that proceed to sea on any voyage’.

Flag states can exempt certain size vessels however from some regulations.

The MCA has published guidance on SOLAS V http://solasv.mcga.gov.uk/

The Master is the representative of the flag state and must ensure that the vessel complies with SOLAS V flag laws.

But the Master ‘shall’ under the four requirements above.

See 94 of 580.

The intended voyage must be planned in accordance with Flag laws, and IMO guidelines IMO resolution 893(1) APEM.

The resolution ensures that you can easily comply with the IMO requirements in SOLAS V, and APEM is a fundamental principle to safe and successful voyage planning.

SOLAS V R34 puts the responsibility on the Master, and must ensure that it meets flag state requirements (by adhering to the ship’s SMS) as well as the A893 resolution. The resolution puts into place the APEM principle. So it is required by SOLAS.

Appraisal:  The most important, to identify any risks within the voyage and too remove inherent risks to ensure a safe passage is undertaken. It also ensures the plan is safe.

You need to collate this information, then use this information to asses the upcoming voyage.

Information must be:

1.       Relevant

2.       Current

3.       Correct.

Sourced from the UKHO or the admiralty, as they are to be updated and corrected from weekly notices to Mariners as well as other Admiralty sources of correction. Appropriate to the voyage.

The latest edition.

The information must be up to date.

Through the weekly notices to mariners most UK publications are kept up to date.

SOLAS V R27 requires that a vessel carries publications that are corrected, which includes charts. So this is a legal requirement under UK law (MS Safety of Navigation Regulations).

               

ECDIS

links:
https://a/news/blogs/the-new-s-52-ecdis-standards
https://www.admiralty.co.uk/news/blogs/s-57-and-the-latest-iho-standards
http://www.shipsbusiness.com/ECDIS-voyage-planning-guide.html
https://www.iho.int/mtg_docs/com_wg/DIPWG/DIPWG4/TSMAD24-DIPWG4-09.9A_Safety_Depth_Contour_and_Safety_Depth.pdf






Passage planning on an ECDIS? 07931314688

SOLAS V R18
ECDIS should be type approved by the flag state administration.

type approval is the certification process that ecdis equipment must undergo before it can be considered as complying with the IMO performance standards for ecdis.
standard: iec 61174 the body testing it must issue a type examination certificate to the ecdis manufacturer.

How would you know it's type approved: the type approvla cert from the manufacturer, which you can check with the flag state to ensure it is in compliance.

Name and address of mna
detials of ecdis equip
conclusions of test
condtions of its validity
the necessary data for identyfiying the approved ecdis

the certs will state the imo performance standards against which the ecdis was approved:
beofre jan 2009 should conform to resolution: A.817 (19)

after 1 jan 2009 or on MSC.232 12

What is an ECDIS: electronic display and information system, it must comply with IMO and IEC performance standards.
IEC: the international electrotechnical commision.

The IMO ECDIS performance standards IMO resolution MSC 232 (82).

so an ecdis is defined as:

A navigation information system which, with adequate back up arrangements, can be accepted as complying with the up-to-date chart required by solas reg V/19 and V/27 by displaying selected information from a system ENC with positioned information from navigation sensors to assist the mariner in route planning and route monitoring, and if required display additional navigation related info.

So with this info how would a ship go about being paperless?

ECDIS under solas is capable of meeting the chart carriage requirements for international shipping therefore ecdis can be used as the primary source of navigational information, in place of paper charts.

In must comply with the IMO performance standard 1 jan 2009 MSC. 232 (82)

1. having approved hardware to carry and display the info.

2. approved software to manage the chart.

3. an official ENC.

This ecdis also requires a back-up the IMO performance standard for ecdis reuqires both a primary ecdis and an independent back-up arrangement.

1. a means to provide for safe navigation for the rest of the voyage in case the primary one fails.

2, facilities enabling a safe takeover of the ecdis functions in order to ensure that an ecdis failure doenst result in a critical sit.

so second ecdis needed connected to an independent power supply and a seperate gps pos input 

or corrected paper charts.

What is an ENC: An electronic database with all the official chart info.

standardised: content, structure and form. Issued by a HO for use with an ecdis.

ENC: chart infor, necessary for safe nav, it may contain supplementary info in addition to that contained in a chart such as sailing directions.

 IHO performance standards for ECDIS on display settings:

S.52

specifications for chart content and display aspects of ECDIS.

passage planning:

Appraisal: ENC coverage? is it adequate the corrrect scale and up to date.

currents and tides, pilot books/sailing directions is admiralty overlay information available?

appraise the ship's parameters and safety settings.

accuracy and source data of the ENC.

planning: when planning with an ENC consider: ENC display settings and use the best scale.

check and scan routes, first conduct automatic route checking, adjust the route to correct the alerts generated and the do a manual check of the route for hazards.

Also understand the limitations of the automated safety check facilities on ecdis.

plan a safe passage: add, delete, edit wp, change the order or plan an alt. route.

indicate if the plan crosses the safety contour or if it encroaches a special area.

limit of deviation from the planned route.

planning criteria: berth-berth a good plan so you can monitor your progress and control the situation.

important info for the plan:

UKC

NGA

MOS

Intended track

W/o and wp

speed alteration points

identify potential risks or hazards

advanced warning of navigational hazards, positions where accurate fixing is critical

contingency planning: aborting anchorage

note bridge notebook

tidal height, direction and speed.

tidal windows

time management speed and plan.

Features on an ecdis for planning the route:

Cross-track deviation limits.

coastal: use a planned cross track limit of deviation from the planned route to ensure safety.

In the plan of the ECDIS it will interrogate the width of the channel created by the ct limits for depths less than the safety contour. and hazards.

monitoring: an alarm will sounf when own ship reaches the cross track deviation limit. but the limit should not be too narrow and the ship should be confirmed to be there.

Wp-plan-ecdis:

edits: the default rot and radius of turn.

WOP: this is automatic on the approach to the wp.

you can also enter a planned speed, this can assist, as the calc. are done automatically. for each leg and this helps with ETA, DTG, TTG and wo adn wp times etc.

Planned route safety check: on completion. To run a safety check for hazards to surfaces nav.

visual inspection in vis/all dsiplay mode.

Execution: The plan is to be programmed and stored on to the ECDIS.

safety settings should be considered and adjusted. vectors, cross-track, guardzone etc. and safety contours and depths.

monitoring: following each fix a DR should be run up.

integrity: On the Ecdis you must check in coastal waters as to the integrity of the displayed position your your ship: As if the ECDIS display is a DGNSS pos the displayed pos. may not coincide with the ship's actual position in relation to the chart or charted hazards.

1. comparison of arpa (auto radar plotting aid) overlay of a fixed marked with the charted pos.

2.use the radar overlay and compare with conspicuous land or fixed target.

3. use a pi on the radar to monitor and compare with the planned track.

echo sounder.

issues associated with ecdis and passage planning: dangers of over-reliance and its back-up

The vulnerability of GPS.

jamming, solar flares, man-made interference transmitter and malfunctioning: The royal majesty the antenna for gps was seperated from it's cable.

solution: using LOP's

visual bearings, radar ranges and bearings

clearing rnages and transit bearings and the echosounder.

over-reliance on the ecdis:

Over-reliance on a single means of navigation has always been wrong – this remains true with electronic systems, including ECDIS. What are some of the perils of relying solely on ECDIS? Some issues to consider:

1. Screen fixation - tendency to become absorbed in an electronic display rather than looking out of the window.
2. Failure to cross check – tendency to assume that the displayed position is correct without verifying position integrity by some other means.

Dependency on Traditional Navigation Techniques include following:

• Radar overlay
• parallel indexing
• position fixing, including radar ranges, visual and clearing bearings
• track history
• dead reckoning
• knowledge of chart symbols

Safety contour: is the most important parameter of all the safety settings. for the display of unsafe water areas. detecting isloated dangers, and triggering anti-grounding alarms.

safety contour: an outline that marks the division between safe and unsafe waters.

The colour blue is used to indicate the unsafe areas while white or grey for safe areas

SAFETY CONTOUR = SHIP’S DRAFT + SQUAT + UKC – HEIGHT OF TIDE

Contours are present in the values of 5, 10, 15, 20, and 30 and so on. If the value set by the mariner is not available among the available depth contours, ECDIS selects the next deepest available contour in the ENC.

If within a specified time set by the user, the ship is about to cross the safety contour, an alarm will sound. 

safety depth:  https://www.marineinsight.com/marine-navigation/proper-use-of-ecdis-safety-settings/

How do you update an ECDIS?

So the ENC comes from the hydrographic office and it sends the ENC to whichever RENC it likes. a local RENC will vailidate the ENC data, ensure it meets the international standards, who them make the data available to value added resellers, data can be exchanged between RENC.

AVCS: uses data from nho. contains more directly relevant enc data than any other  service.

installing and updating ARCS and AVCS:

ARCS: 

 ARCS? supplied on cd-roms they are exact digital copies of BA paper charts (brit. adm.)

how to update a raster chart, the update disks are issued weekly, this matches the latest notices to mariners.

updates are cumulative: the latest updates includes all new editions and replacement charts, and both T and P notices.

T and P notices: temp and prel notices:

instead of a disk you an use software on a dongle: via email etc, dongle and a license.

a new arcs customer to arcs is automatically provided with a complete set of base cd's with every chart in the service.

coverage: licensed on a chart by chart basis.

AVC: AVCS:

updating: RENC: coordiantes the collection and dist of ENC.

licneces for 12 months.

updates are supplied weekly on cd or by remote updating software.

updates cumulative.

immediate updates over the internet or email.

S.63: updates are on a secure server protected adn digitally signed so that they are authentic and uncorrupted.

adc: admiralty digital catalogue.

incldues all

https://www.warsashacademy.co.uk/news-events/resources/article-ecdis-display-safety-settings-and-alarm-mgt.pdf

What are the mandatory alarms of an ECDIS

 1. crossing safety contour.

2. area with special condtions (or an indication).

3. deviation from route.

4. positioning system failure.

5. approach to critical point.

6. different geodetic datum.

7. or indication: malfunction of ECDIS.

 What are the three different display settings for ECDIS? (Basic, full, user) How do they differ?

display settings:

The system ENC and it's display, the chart objects and information available for display: the three settings:

1. base display: it's the minimum and can't be reduced.

useful for an initial appraisal in the planning stage, and for when moving the chart display and it allows for a faster refresh rate. It is not intended for safe navigation.

2. standard display: the ECDIS should present the standard display at any time by a single operator action.

it doesn't necessarily display all the chart objects necessary for safe navigation under all circumstances.

spot soundings: display may be preferred to assist monitoring integrity of position.

underwater obs: useful to know if it is intended to anchor.

'all other information'

it's more of a user display.

dpends on man, each man provides differnet facilities for managing the display of the cart objects nad info.

info: spot soundings, tidal diamonds, place names etc.

comes down to experience: the choice of selection of certain layers or objects for display will become better.

it's up to the mariner to consider what selection constitutes an efficient navigational display, everythign displayed, is not good seamanship.

What do you understand by “limitations of an ECDIS”? (GIGO, situational awareness, overreliance. Managed to tie this to a case study, which seemed to impress)

http://www.ainegypt.org/event/papers/presentation%20-%20Revised%20Zakirul%20Bhuiyan%20-%20Presentation.pdf

https://www.warsashacademy.co.uk/news-events/resources/article-ecdis-display-safety-settings-and-alarm-mgt.pdf

https://www.marineinsight.com/marine-navigation/pros-and-cons-of-ecdis-or-paperless-navigation-of-ships/

limtiations:

over-reliance:royal-majesty.

if you don't cross check it with a radar overlay how accurate is it really?

GIGO: agian over-reliance gps input? dr mode?

Other inputs such as the GYRO, Anemometer, Echo Sounder, Navtex, etc should be frequently verified independently to ensure smooth operation.

wrong settings, user input and bad seamanship?

Feeding in wrong parameters for safety critical settings such as the Safety Depths, Safety Contours etc can give a false sense of safety.

can you password protect?

 Alarms should not be deactivated without strong reason and never just for the sake of avoiding frequent alarms. All the alarms in use should be properly documented and their switching on and off should be controlled by a defined procedure.

 4. Alarm Deafness: If alarms start going off too frequently, 4. Alarm Deafness: If alarms start going off too frequently,

ence, alarms should be carefully chosen which are appropriate to the prevailing conditions. Every single alarm should be checked and investigated prior acknowledging.

System Lag: Modern ECDIS software can have a lot of data to display. And with various equipment interfaced with the ECDIS, the system can slow down very easily leading to system lag. The hardware needs to keep up with the software and frequent upgrades are necessary. A higher RAM and a higher graphics card is a must.

look at the case studies.

pride of canterbury?

ecdis assisted grounding.

chrted wreck. no formal passage plan formulated or marked on any chart. Knew the shoal was there but was not aware that, there was a charted wreck on that shoal, and the wreck was not displayed because of the user settings then in place on the electronic chart, with the paper chart being sporadically used.

safety settings: The importance of the safety contour settings and the division between safe and unsafe waters as well as the display of underwater obstructions or isolated danger symbol can change in the chart according to the settings of the safety contour.

see 76 for exmaples.

Limitation of ECDIS

There are some limitations of the ECDIS as followings:

1.      Chart Accuracy

ECDIS provides the navigator with a tactical tool which incorporates a high accuracy positioning device.  The navigator can "zoom" in on an ECDIS chart to a scale beyond the intended accuracy of the charted information.

1. Technical limitation of other devices

The accuracy is also depends on the technical limitation of other devices linked to the ECDIS, such as GPS, radar, etc.  The mariner must be attentive to the source and accuracy of the position fixing device utilized by the ECDIS.

                                          

3.  Information Overload

The mariner is cautioned to be wary of information overload and a very cluttered display screen. Information overload and a cluttered screen seriously degrade navigation safety for the mariner and could result in a "technology-assisted incident".

passage planning, seaworthiness and publications

 Appraisal: This is where you gather all of the information for the intended voyage, ascertain risks and assess critical areas.

Preparation: The preparation of a detailed plan using the information from the appraisal stage.

What information must you gather in the appraisal?

The vessel's condition and state.
Stability.
Equipment.
Any operational limitations.
Permissible draught and sea, fairways and ports.
The cargo characteristics: IMDG vol.2 distribution, stowage and securing.
manning requirements.and certification requirements and docs.
The equipment, crew passengers, cargo etc. is the ship seaworthy

A vessel is seaworthy if it's parts equipment are fit for their intended purpose and is operated by a crew that is competent for the work assigned, it can face any normal perils of the sea.

appropriate charts for appropriate area. large scale charts provide a lot of detail for a small area, which you need for coastal areas.

All publications must be accurate and up to date.

asses the charts and publications needed for planning and execution special routeing charts etc..
routeing charts: include routes and distances between major ports, ocean currents, ice limits, load line zones and wind roses, providing expected meteorological and oceanographic conditions for each month of the year. From these routeing charts you can ascertain:

1. Arrival and departure waypoints.
2. landfalls on passage.
3. limitations of weather and climate.
4. territorial no go areas.
5. oil fields.
6. fishery limits
7. naval exercise and practice areas.
8. limiting latitudes due to ice and wind
9. load line restrictions.

information from the chart and routeing charts is to be used in conjunction with the following: catalogue of admiralty charts and sailing directions appropriate charts, berth-berth.

When you have all of the publications to hand and you know your 'intended passage' you can make a full appraisal of the voyage.

updated publications and charts: N2M) weekly updates with the latest safety critical navigation info.

Admiralty tide tables: give info on the tidal info for ports, heights and time predictions and primary port info as well as how to use that for a secondary port. harmonic constants. high and lower water times and heights for standard ports and time and height differences for secondary ports and harmonic constants, methods of prediction and information about the meteorological conditions of tides.


Atlases that provide arrows for various seasons giving the drift set and rate.
ALLFS, IALA Maritime buoyage, mariners handbook, ALRS,

SI's and M notices.
ALLFS: Descriptions of the characteristics of lights and fog signals for identification.
as well as tables to assist in the calculation of the GR and the LR of the lights.
NR as given on the chart: The maximum distance at which a light can be seen when the visibility is 10M
LR: The maximum distance at which a light can be seen, determined by the intensity of the light and the vyisibility at the time. ( dependant on the prevailing meteorological conditions).
GR: takes into account the HOE, height of the structure and the curvature of the earth.
anything with a light and fog signals.

Details:
International number.
location.
Name
geo. position.
characteristics.
intensity.
elevation in metres.
range in M

ALRS:
Volume 1 is split between 2 publications.
Maritime radio stations list. for global maritime communications.
sat comms coastguard comms and the list of radio stations. for VHF, HF, MF etc.
details of coastal stations can be found here.
v2:
radio aids for navigation, DGPS, legal time, radio time signals, EPFS.
racons, ais, aids to nav, radio beacons transmitting DGPS corrections,
v3: MSI services you would find some NAVTEX information here, v5 also has navtex info.
v3: MSI services, maritime weather services, safety information broadcasts, worldwide navtex and safetynet info.
v4: met. observation stations, list of all met obs stations worldwide.
v5. GMDSS  (navtex also) worldwide communications requirements for distress, SAR SOLAS and ITU regs distress and SAR incorporates (MRCC and MRSC.)
worldwide navtex and msi. including EGC coverage areas.
EGC: enhanced group calling it provides a worldwide satellite system of safetynet messages.
v.6 pilot services, vts and port operations, detailed port information, contact details and procedures.
national and international ship reporting systems.
port information contact details. you would find details of port stations and port operations here.
MMSI  (A Maritime Mobile Service Identity (MMSI) is a series of nine digits which are sent in digital form over a radio frequency channel in order to uniquely identify ship stations, ship earth stations, coast stations, coast earth stations, and group calls) and ship stations info can be found in the itu lists.

EGC: Enhanced Group Call (EGC) service is a part of the GMDSS system for the transmission of maritime safety information (MSI) in areas where the NAVTEX service is not available. These messages could be e.g. Navigational warnings, Meteorological warnings, Meteorological forecasts and Search And Rescue messages. The EGC service uses the Inmarsat C system for broadcasting these messages. The Enhanced Group Call (EGC) service is used for the transmission of messages to a group of ships or to ships in a specified area via the Inmarsat satellites. 
For the reception of EGC messages an Inmarsat C terminal will be used. A printer will be connected to this terminal for printing the received messages. These messages will also be stored in a log file on the terminal and can be displayed on the terminal screen. For the use of the Inmarsat C terminal, refer to the Inmarsat chapter.

safetynet: The SafetyNET system is used for the transmission of MSI. With SafetyNET it is possible within this EGCsystem to reach all ships in a specific area by one single transmission from the shore. The transmission of EGC MSI messages will be used to cover the areas between 700 North and 700 South outside the coverage of a NAVTEX station.

usefull guides for passage planning: SOLAs V R34

admiralty manual of navigation v 1

BPG

Bridge team management.

passage planning is required by SOLAS: V R34 outlines the need for detailed and systematic planning of a berth to berth passage.

An appraisal of the relevant information for the passage using up to date and corrected publications for the berth-berth passage to execute and monitor the vessel's progress against the plan continuously.

It must be berth-berth as a pilot doesn't relieve you of your duties or responsibilities.

IMO resolution A285 (VIII): which has been incorporated into the STCW convention 1995:

'despite the duties and obligations of a pilot, his presence onboard does not relieve the oow from his duties and obligations for the safety of the ship. He should co-operate closely with the pilot... he should notify the master immediately and take action if necessary before the master arrives.'

Appraisal: chart catalogue: for selecting charts.

Plan: Important information from the appraisal to be extracted and used for the plan:

distances from port to port and wp to wp.

 safest and most economical route.

anticaipated passage times and eta's important and notable landfalls. nav hazards

times and heights along the track or at crucial locations

routeing and TSS to be encountered along with reporting positions and radio aids enroute.

seasonal weather patterns sar services along the route, sunrise and sunset, ships loaded condition draught, trim and squat.

havens and achorages and depth contours.

frequency and call signs of vts, port control and pilot stations (ALRS vol. 6).

pilot boarding stations and availabiltiy of ENS.

ships man char.

Berth: location and facilities and depth alongside.

planning: detailed berth to berth. Having assembled all pertinent information to the passage the navigator now lays down the plan incorporating the whole passage B-B. Including pilotage.

the planning:

Route: after looking at routeing charts and the ocean passages for the world you must choose a route by plotting on small scale and ocean routeing charts.

ocean passages for the world will help providing the route you need.

ocean passage of the world: departure and landfall waypoints weather conditions, ocean currents, traffic hot spots and restrictions.

tracks: for wp-wp you can plot it on a small scale chart and Gnomonic charts that can be transferred to larger scale charts for specific legs of the voyage.

LS charts for the mercator tracks nr land or shallow water.

highlight hazards etc, highlight safe havens and anchorages and abort positions for contingency purposes.

coastal/pilotage plan: highlight dangers and NGA (rocks, shoals, wrecks) near the route.

decide on safe distances from the coast.

DOW HOT? highlight notable depth contour lines.

RADAR conspicuous objects.

highlight prominent landmarks for landfall, fixing and clearing bearings and transits.

course alterations and w/o positions.

indicate positions for change in machinery status.

indicate safe speeds, with allowance for draught heel and squat.

what is a coastal passage: within visual or radar range from land reduced dow and dense traffic.

routeing systems and vts floating nav marks strong tidal streams territorial limits and concentrations of fishing vessels.

 the bridge notebook is drawn up after the planning stage, it is to assist with the exection and the monitoring.

general passage details: draught, wp (number, position, remarks) course and distance for each leg.

d2go planned speed on each leg UKC on each leg, 

nav systems, fixing systems to be used, dangers and hazards close to the track.

clearing barings ranges and depths.

w/o points and bearings.

changes of speed, notice to the engine room, astern power test etc.

radio watches to be maintained, tss routeing procedures, positions: master or pilot contact and vts etc and contingency plans too.

the execution: the carrying out of the plan, executing the plan you must consider reliabiltiy and condition of nv equp and traditional methods.

changes since the plan has been drawn up, who has done that route before. ENS setting up procedures.

compass errors, eta at critical points  for tidal heights and pilot boarding boarding etc.

met conditions esp where poor vis and or strong winds.

traffic condtions additional wathc keeping safe speed, hand overs.

adherence to routeing systems including timely reports.

information exchange and standing and night orders.

conforming with colregs and lights shapes and sounds.

mastr/pilot exchange.

monitoring:  The close and continuous surveillance of the ship's progress along the pre-planned track involving regular checks of the performance and the state of the nav equipment.

visual bearings: being the most accurate means of position fixing.

utilise transit marks clearing bearings and ranges us echo sounder at various intervals.

when fixing project the ep.

pi's to maintain track.

use radar and visually confirm.

coastal passage:  the pilotage phase 


Publications: alot has already been discussed about the use of publications for passage planning.

These are the 14 that must be carried on UK flagged ships:
1. International code of signals
2. Mariner's handbook
3. MSN
4. MGN
5. MIN
6. ANM
7. ANM annual summary 1 and 2
8. IAMSAR vol.3
9. Lists of radio signals.
10. lists of lights.
11. sailing directions.
12. Nautical Almanac.
13. Navigational Tables: sight reduction tables.
14. Tide tables.
15. Tidal stream atlases
16. operating and maintenance instructions for navigational aids carried by the ship.
Where can you find this list:
SI's The MS regulations.
As well as SOLAS: V annex 3
In the case of publications listed above, only those parts of the publication which are relevant to a ship's voyage and operation need be carried. For example, “The Admiralty-Kingfisher Fisherman’s Pilot” series of consolidated publications which contain information essential for safe navigation of fishing vessels.
M-notices as well as the Mariner's handbook.

What are MSN's?
MSNs are Merchant shipping notices, they contain the technical detail, of regulations known as SI's. This is mandatory information and must be complied with under UK legislation.
Statutory instruments are a type of delegated (or secondary) legislation. They can be used to make specific changes to the law under powers from an existing Act of Parliament.

What do routeing charts normally show: essential for passage planning ocean voyages. showing routes and distances between major ports. and major ocean routes.

ocean currents, ice limits, wind roses (wind speed and direction) and load line zones and information.
as well as expected oceanographic and meteorological conditions to be expected for each month of the year: storms, and low pressure. ocean currents sea and air temperature, air pressure and ice limits. based on averages.

describe the planning stage:

The planning stage: after appraising the berth-berth passage you are to undertake, you have considered all the relevant up to date publications and now you are to apply all this acquired information, for a detailed plan for the whole passage including pilotage.
Choose the route and identify the charts you will need.
pilotage:
largest scale chart amd once you have the correct charts the NGA can be marked.
clearing bearings: ensure the vessel stays clear of the shoal water- so not more than or less than a certain bearing for a landdmark.
course alterations and w/o this is for coastal and includes point of no returns and contingency plans anchorages etc.
PI's 
Bridge notebook: 22 for details

an integral part of the plan and it should contain important information to be used for the execution and monitoring of the plan, and again much of the information can be obtained from the appraisal.

General passage details.
vessels draught
important info: follow the deep water route.
waypoint identifier: number, letter, pos in lat long
course and distance for each leg
distance to go
planned speed
minimum expected ukc etc

other info: position fixing systems, nav systems to be used and if to use echo sounder,  dangers and hazards in the area
w/o bearings
changes of speed, notice to the engine room, astern power etc,
stroong tidal streams?
radio watches to be kept
tss routeing procedures
thats fro the coastal plan.

26 for summary

ocean passage plan: see 27

is simpler but requries: 
th
ocean passages for teh world
routeing chrts
distance tables
load line info
routieng etc

when would you make landfall, expected time etc, 
from  this you can get the most optimal route and distance.

from the appraised information from those publications the route can be approved and a detailed plan for it produced, plotting on a mercator chart to be used on the bridge and. etc