Type-specific training key for smarter and safer navigation

Seafarers need specific training to implement e-navigation safely without causing personal, environment or asset losses

Introducing modern technology into the ancient art of marine navigation is a complex issue, the human element being the most complex issue of all, says London P&I Club loss prevention manager Carl Durow.

He explained to Maritime Digitalisation & Communications that shipowners and managers will benefit from e-navigation if crews are properly trained on e-navigation technology, including ECDIS. Technology eases e-navigation adoption on board ships, but does not change the activity of safe navigation.

“The marine industry must remain task-focused,” says Mr Durow. “The aim of technology in navigation ought to be to reduce workloads and promote better and safer navigation.”

If e-navigation does not result in fewer maritime accidents, this could be down to the technology adopter, the design and engineering of the technology, how it is implemented, or how well seafarers are trained to use it.

“The human element remains, despite the march of technology, the most likely and capable element of increasing the risk of navigational accidents,” says Mr Durow.

To reduce technology-influenced incident risks, seafarers need training specific for the operational technology they are expected to operate.

Mr Durow says the focus area from the London P&I Club’s perspective remains the type-specific aspect of seafarer competence in systems and technology.

“Management of change is key to ensuring the introduction of both new equipment and processes into navigation do not bypass mariners, leaving them less able to conduct their basic tasks than in the manual era,” he explains.

“This responsibility goes beyond that of generic training as a statutory requirement and requires fleet management to take the lead in ensuring ships’ staff can claim detailed familiarity with their equipment and processes.”

Type-specific training should include the main functions of ECDIS for executing voyages, ensuring alarms and alerts are set correctly and the latest electronic navigational charts (ENCs) are uploaded. It would also include competence in generating voyage plans, one of the key benefits of ECDIS.

“A proper and well-detailed passage plan is in many ways a work of art, but the amount of time needed to create such a plan in the pre-electronic era was very significant; and could reasonably be measured in hours,” says Mr Durow.

“In the hands of the competent navigator e-navigation should be a magnificent tool"

“In the hands of the competent navigator, modern ECDIS and e-navigation should be a magnificent tool that can enhance the practice of safe passage planning and execution and reduce the workload for busy bridge teams.”

Type-specific training and crew competence on ECDIS therefore has a financial benefit to owners in reducing navigational risk and seafarer time for chart folio management.

“In the hands of properly trained deck officers, ECDIS and e-navigation ought to bring all the facets of a detailed passage plan into every voyage conducted, with minimal workload being placed on the navigating officer,” Mr Durow explains.

It is good seamanship to ensure that every navigational chart in a folio is up-to-date at any given time and new charts are fully corrected when needed.

Implementing ECDIS and type-specific training assists in this process as it becomes more automated if completed correctly.

“In worldwide trading a global folio is likely to have been maintained. The workload for ships’ navigating officers could be reduced to hours with the implementation of ECDIS and e-navigation,” says Mr Durow.

Offshore sector benefits

The benefits of ECDIS are even more pronounced in the offshore support vessel and tug sectors, where it is not mandatory to deploy e-navigation technology.

“The offshore sector is distinct from other sectors in that passages can be from port to port, port to offshore location or between offshore locations,” says Mr Durow. “The pace at which such operations occur and change scope can easily lead to the practice of ‘waypoint navigation’.”

For owners, the benefits come from training and improving chart folio management. “A sound approach in the offshore sector would have been maintaining a minimal paper chart folio for the current charter region,” Mr Durow explains.

“ECDIS ought to mark a significant contrast and a considerable reduction in workload and indeed accuracy.” This is in contrast with having to manually update paper chart folios with the latest notices to mariners.

“Proper and effective ECDIS and e-navigation facilities ought to free up the time of properly trained staff to concentrate on applying their key industry skills,” says Mr Durow. “Ultimately reducing incidences of personal injury during operations and losses related to property and the environment.”

Desktop simulators for ECDIS training

Seafarers can test their navigation skills, competencies and experience different scenarios using bridge simulators.

This does not need to be in a full-mission system – valuable experience can also be gained on critical e-navigation technology using desktop simulators.

Under IMO’s Standards for Training, Certification and Watchkeeping, seafarer cadets need to take the generic IMO 1.27 model course on ECDIS as part of the deck officer training.

Most shipping companies and their charterers also require them to complete courses specific to the type of ECDIS they will be using on board, says Wärtsilä Voyage Simulation expert Alex Ponomarev.

“Most ships have dual ECDIS so cadets need to show their IMO model course certificates to demonstrate they know the general function of ECDIS,” he tells Maritime Digitalisation & Communications. “Plus, they need type-specific training to show that they know all of the buttons, functions and procedures on ECDIS.”

Seafarers may need to be retrained on ECDIS as new models are introduced, so they remain familiar with the features and functions.

“ECDIS training can be conducted on desktop simulators and online”

“ECDIS training can be conducted on desktop simulators and online,” says Mr Ponomarev. “Trainees can register for web-based courses and train at their own pace.”

These courses can be conducted anywhere with an online connection, or offline in offices and on ships.

“They take an examination online and use a webcam to verify their identity. If they pass they get a certificate,” says Mr Ponomarev.

However, as ECDIS becomes an integrated part of a full navigation system there is an increasing need for simulator training.

Wärtsilä has developed simulation programs for full-mission bridge simulators that cover most types of ship, or are designed for specific vessels.

“We worked with shipowners to develop new vessel models,” Mr Ponomarev explains. “We collect data from real ships and shipyards to develop our ship models. Our simulators can be used to deliver all kinds of training, including navigation, collision avoidance regulations, ECDIS, type-specific equipment training and bridge resource management.”

He thinks officer training should also include human element and leadership training on simulators. “There is a difference between completing courses for compliance to serve on a ship and training to improve competence,” he says.

Wärtsilä provides bridge simulation training programs based on its NTPRO 5000 software.