BRM COURSE.pptx. used to know about bridge team and management
- 1. BRM & SH MSM Competence Management System The course has been prepared by MSM for training of Junior Deck Officers for Bridge resource management and Shiphandling in order to improve safety of navigation. Course Title Bridge resource management and Shiphandling ( ECDIS PART ) Date / Revision 21 April. 2025 / Rev 0 Prepared By Capt. Dharmesh Reviewed By Capt. Sergiy Approved by 02/05/2025
- 2. The shipping industry is increasingly at risk from cyber security attacks and a gap in insurance policies is leaving them vulnerable, Meanwhile, ships are more reliant on a range of electronic devices to operate. This includes software to run the engines, complex cargo management systems, automatic identification systems (AIS), global positioning systems (GPS) and electronic chart displays and information systems (ECDIS). PASSAGE MONITORING : Jamming or disrupting GPS systems creates significant problems. For example, in April last year, South Korea said that around 280 vessels had to return to port after experiencing problems with their navigation systems, and claimed North Korea was behind the disruption.
- 3. GPS Jamming and Spoofing: Modern Navigation Threats Understand the threat GPS jamming blocks satellite signals, causing position loss Recognize the signs Position jumps, speed/course anomalies, or signal loss warnings Implement contingencies Switch to celestial navigation if possible & terrestrial, radar positioning. GPS jamming represents a significant threat to maritime navigation safety. Interference can originate from state actors, criminal organizations, or even unintentional sources. When jamming occurs, the vessel position may disappear completely from the ECDIS, requiring immediate implementation of alternative navigation methods. GPS spoofing presents an even more insidious threat, as it feeds false position data to navigation systems. This can result in vessels unknowingly deviating from their intended course, potentially leading to groundings or territorial incursions.
- 4. Professor David Last, strategic advisor to the U.K.’s General Lighthouse Authorities which provides navigation aids for ships, recently ran a series of trials to examine the effect of GPS jamming on shipping. In one trial, a jammer was operated from a lighthouse and aimed at ships. “The effect was profound. It strongly affected GPS receivers on ships out to sea to the horizon at about 30km,” “Some GPS receivers simply died. They wouldn’t provide any information. But interestingly other ships’ GPS receivers lied. That is to say, they gave false positions. So we had ships that were actually in the sea that appeared to be travelling over land.” PASSAGE MONITORING : The second series of trials placed a jammer on a ship, which caused multiple systems to fail, including navigation systems, emergency systems, the clocks and the automatic identification system, which transmits a ship’s location to other nearby ships so they appear on radar. “We had ships that were in wrong positions and ships that suddenly began to move very gently without anybody realizing it,” explained Last.
- 5. GPS failure
- 6. ECDIS Power Requirements and Battery Systems Dual Power Supply ECDIS must connect to both main and emergency power 45-Second Activation Emergency power must activate within 45 seconds of blackout Extended UPS Certification UPS battery certification extended from 7.5 to 10 years ECDIS power requirements are governed by strict regulatory standards to ensure navigation systems remain operational during emergencies. The system must be connected to the vessel's emergency generator, which must restore power within 45 seconds of a blackout to maintain situational awareness. Form E of the Safety Equipment Certificate now recognizes an extended UPS battery life certification of 10 years, up from the previous 7.5 years. This change acknowledges improvements in battery technology but requires proper documentation and compliance validation during inspections.
- 7. Emergency Procedures: ECDIS Failure Immediate Action Call Master to bridge immediately upon ECDIS failure. Check Backup System Verify if backup ECDIS is functioning; if yes, transfer navigation to backup system after verifying settings and inputs. Troubleshooting Call Chief Engineer and troubleshoot main ECDIS and contact ECDIS provider via office for quick resolution. If Both Systems Fail Reduce speed/stop as required, check for paper charts, plot position, and reassess passage plan to route to emergency anchorage/safe haven. Emergency procedures must be exercised every second month. In case of complete ECDIS failure, follow the decision-making flowchart posted near both ECDIS systems. The Master must be notified immediately of any ECDIS malfunction, and the failure must be logged in the deck log book.
- 8. ECDIS Failure Protocols and Contingency Planning System Failure Detection Regularly verify system functionality through sensor checks and chart display tests Risk Assessment Document hazards, evaluate risks, and establish mitigation measures for various failure scenarios Class Dispensation Obtain written exemption from classification society in case of ECDIS failure Backup Navigation Implement paper charts or secondary ECDIS as per vessel's approved contingency plan In the event of an ECDIS failure, vessels must follow a structured protocol to ensure navigation safety. A comprehensive risk assessment must be prepared that identifies potential hazards, evaluates the level of risk, and establishes mitigation measures for various failure scenarios. Obtaining class dispensation is mandatory when the primary ECDIS system fails. This written exemption from the classification society acknowledges the temporary deviation from carriage requirements and approves the contingency arrangements implemented by the vessel.
- 9. ECDIS Network Security Requirements Network Isolation ECDIS must not be connected to the vessel's general LAN to prevent malware infection and unauthorized access. This security measure reduces the risk of cyber attacks targeting navigation systems. Restricted USB Access Only authorized personnel should use validated USB devices for updates. All external media must be scanned for malware before connecting to the ECDIS system. Update Authentication Only official chart updates from authorized providers should be installed. Always verify digital signatures and checksums before applying updates to the system. Maritime cybersecurity regulations mandate that ECDIS systems must not be connected to the vessel's general Local Area Network (LAN). This isolation is critical for protecting navigation systems from malware, ransomware, and other cyber threats that could compromise navigational safety. Implementing proper network security protocols requires regular crew training, documented procedures for updates, and periodic security assessments. All activities related to ECDIS software or data updates must be logged in the ship's records to maintain an audit trail.
- 10. ADMIRALTY ENC and ECDIS Maintenance Record (NP133C) A comprehensive guide for navigating officers to maintain compliance with maritime regulations.
- 11. Purpose and Benefits Simplifies ENC record management Quick-reference system for paper records Demonstrates regulatory compliance Essential for inspections and audits Facilitates crew handovers Clear organization for efficient transitions Integrates with SMS Supports ISM compliance requirements
- 12. Documentation Workflow Receive Updates Download weekly updates Record Changes Document in appropriate section Update ECDIS Apply updates to system Verify & Sign Confirm and authorize changes (Readme.txt file)
- 13. Managing Withdrawn Charts in ECDIS 1 Identify Withdrawn Charts Check Section 3 of the weekly updates or chart catalog for withdrawn charts. These charts are no longer maintained and potentially hazardous for navigation. 2 Manual Deletion Required Unlike updates, withdrawn charts must be manually deleted from the ECDIS database by the user. This prevents accidental usage of outdated navigational data. 3 Document Removals Record all chart deletions in the navigation logbook and ECDIS maintenance records to maintain a clear audit trail of chart management activities. 4 Verify Replacement Coverage Before deleting withdrawn charts, ensure replacement charts are installed and available for all planned routes and areas of operation. Withdrawn charts in ECDIS represent a significant navigational hazard if not properly managed. These charts can be identified in Section 3 of the weekly updates documentation or in the chart catalog within the ECDIS system. Unlike normal updates, withdrawn charts require manual deletion from the system. The navigation officer must take proactive measures to ensure all withdrawn charts are promptly removed from the system database. Failure to remove these charts may result in the use of outdated or inaccurate navigational information, potentially compromising vessel safety.
- 14. ADMIRALTY Information Overlay Download AIO Updates Weekly from official ADMIRALTY source Apply to ECDIS Verify integration with ENCs Record in NP133C Document date and version number Verify Visibility Confirm display on all ECDIS units
- 15. ECDIS Type Approval and Certification Requirements Type Approval Certificate Every ECDIS must possess a valid type approval certificate issued by a recognized organization, confirming compliance with the IMO Performance Standards for ECDIS (Resolution MSC.232(82)). Service Provider Certification The company providing installation, maintenance, and updates must hold valid certification from the ECDIS manufacturer, authorizing them to service the specific model. Documentation Verification During inspections, officers must present both certificates. Missing or expired documentation can result in deficiencies being issued by port state control. ECDIS certification requirements exist to ensure navigational equipment meets international standards for reliability and accuracy. Every ECDIS installation must be accompanied by its type approval certificate, which confirms the system meets the IMO Performance Standards for Electronic Chart Display and Information Systems. Additionally, the service provider who installs and maintains the ECDIS must possess valid certification from the equipment manufacturer. This certification verifies they are qualified to service the specific model installed on the vessel. Both certificates must be readily available onboard for inspection by port state control and other regulatory authorities.
- 16. ECDIS Presentation Library 4.0 Compliance ECDIS Presentation Library 4.0 compliance is mandatory for all systems, establishing a standardized visual display of navigational information. This updated library implements improved symbology, new features for better hazard identification, and enhanced display of navigational elements to increase situational awareness. Verification of Presentation Library 4.0 compliance can be performed through the UKHO website or by checking the last page of the ECDIS manual. After any major hardware change, software update, or both, the ECDIS must maintain Presentation Library 4.0 compliance. This requirement ensures all vessels utilize consistent chart symbology and display standards regardless of ECDIS manufacturer.
- 17. ECDIS Mandatory Inputs Position Fixing ECDIS must be connected to systems providing continuous position fixing capability (GPS). Heading Data ECDIS must be connected to the vessel's gyro compass for accurate heading information. Speed Data ECDIS must be connected to the speed and distance measuring device (log) for accurate speed information. Additional Non Mandatory Inputs Radar data / Overlay Ais Data Echo sounder data Navtex These three inputs are mandatory as stated in IMO MSC 232(82). Daily checks of the ECDIS must be carried out as per manufacturer's instructions. A restoration point must be created in "System Tools" on a monthly basis as the ECDIS does not create one automatically.
- 18. Important ECDIS Limitations System Reliability ECDIS is only as reliable as its input data. Errors in one subsystem may influence others and potentially render the system useless. Chart Data Quality Displayed hydrographical data is only as reliable as the survey data on which it is based. Always check the Zone of Confidence (ZOC) values. Sensor Dependence Displayed sensor data is only as reliable as the respective sensor system from which it originates. Regular sensor checks are essential. Not for Collision Avoidance ECDIS should not be used as the primary tool for collision avoidance. Radar and visual observation remain essential for this purpose.
- 19. ECDIS Symbology and Chart Identification Symbol Standards NP 5012 defines all ECDIS symbols Chart Naming Convention Country code + scale + unique identifier Chart Interpretation Understanding symbols ensures navigation safety ECDIS symbology is standardized through publication NP 5012, which defines all symbols used in electronic chart systems. Navigation officers must be thoroughly familiar with these symbols to correctly interpret navigational information. Chart identification follows a structured format that provides critical information about the chart's origin and scale. For example, in the identifier "CN 1 12345678", "CN" represents the country identifier (Canada), "1" indicates an overview chart (scale classification), and "12345678" is the unique chart number. Understanding this naming convention allows officers to quickly identify chart characteristics. Regular symbology training and assessment are required components of ECDIS familiarization to ensure proper chart interpretation.
- 20. The Wakashio Incident: Lessons in ECDIS Navigation 2020 Year of Incident July 25th grounding in Mauritius 10.9 Miles Off Course Deviation from planned route 1,000 Tons of Oil Spilled Environmental impact 3 Key Failures Navigation, supervision, lookout The bulk carrier Wakashio grounding in 2020 represents one of the most significant ECDIS-related accidents in recent maritime history. The vessel deliberately altered course to approach the Mauritius coastline to obtain cell phone signal, but failed to properly plan this deviation. Despite multiple warnings from the ECDIS about dangerous proximity to shore, the bridge team took no corrective action. Root causes included improper use of ECDIS safety features, inadequate lookout practices, and failure to maintain situational awareness. The key learning from this incident emphasizes the importance of proper route planning, continuous position monitoring, and not overriding ECDIS safety alarms without thorough risk assessment.
- 21. User Maps and Navigation Warnings in ECDIS User Map Functions The User Map in ECDIS allows navigation officers to create custom overlays for enhanced situational awareness. Key applications include: • Marking voyage-specific hazards • Planning berthing operations • Highlighting areas of restricted navigation • Creating passage planning notes • Documenting local information from pilots Navigation Warnings Navigation warnings in ECDIS provide critical real-time safety information, including: • NAVTEX messages • NAVAREA warnings • Local notices to mariners • Weather warnings • Piracy information These warnings must be regularly updated and reviewed during voyage planning and execution. The User Map functionality in ECDIS enables navigation officers to create custom overlays that supplement standard chart information. This powerful feature allows for the addition of voyage-specific notations, local knowledge, and planning elements that enhance navigational safety. All user map creations should be documented in the vessel's navigation records. Navigation warnings are integrated into ECDIS through dedicated information layers that display critical safety alerts. These warnings must be regularly updated through the appropriate channels and carefully reviewed during watch handovers. Failure to monitor and respond to navigation warnings has been identified as a contributing factor in several maritime incidents.
- 22. ECDIS Usage Guidelines Primary Navigation Tool ECDIS serves as a primary navigation aid but does not replace prudent navigational watch practices. Position Verification Always verify ECDIS positions using traditional methods including visual and radar fixes. Avoid Overreliance Never rely solely on GNSS/GPS data; regularly cross- check positions using multiple methods. Maintain Vigilance Use sight, hearing, and all available means to monitor vessel position and progress.
- 23. ECDIS Sensors, Safety Settings, and Backup Procedures ECDIS integrates multiple sensors to provide comprehensive navigational awareness. Primary sensors include GPS for positioning, gyrocompass for heading, echo sounder for depth, speed log, AIS, and radar. These sensors deliver critical data that must be regularly verified for accuracy. Sensor failure requires immediate implementation of alternative navigation methods. Safety settings in ECDIS follow a structured hierarchy: Safety Depth determines symbol coloring, Safety Contour separates safe and unsafe waters, Shallow Contour highlights potential dangers, and Deep Contour marks fully navigable waters. The contour test verifies these settings are properly applied. Regular backups of ECDIS data must be performed, and the playback function serves as a valuable tool for post-voyage analysis and incident investigation.
- 24. Under Keel Clearance? Where do you find procedures for… CATZOC?
- 26. On ocean passages and open sea Protected Area(Inside Fairways/ports in shallow water, passing through narrow channels, rivers or whilst at anchor SBM or CBM) 10% 20% In ports when berthed, as the vessel is stationary 1.5 Percent of Ships beam or 0.3 meters whichever is greater Deepest Draft 2.1.3 UKC/AIR DRAFT AND NAVIGATION POLICY
- 27. Where it has been found that the under-keel clearance is expected to be reduced to below given figures as per above company policy for minimum UKC in some charter party, the Master must carry out a risk assessment and the head office operation department to be called and consulted for clarification and confirmation as soon as became evident. When navigating in a CATZOC zone of D and U, the master must carry out a risk assessment.
- 28. Zone of Confidence (ZOC) Category A1 Highest quality data Categories A2-B Good quality data Category C Fair quality data Category D Poor quality data Category U Unassessed data ZOC diagrams describe the quality of bathymetry in different areas. Navigators must exercise great care when using ECDIS in areas with older surveys (Categories D and U), as depth accuracy may not meet modern standards. A Risk Assessment must be carried out when navigating in "D" and "U" ZOC areas of less than 50 meters depth.
- 30. Safety Parameters: Depth & Contour Safety Depth Dynamic Draft + UKC Policy + CATZOC - Actual Tide Safety Contour Equal to Safety Depth value Shallow Contour Maximum Static Draft + UKC Policy + List/Heel Deep Contour Maximum Static Draft × 2 Safety depth displays spot soundings as more conspicuous (bold black) when equal to or less than the set value. When navigating in CATZOC D and U areas, depth accuracy correction cannot be calculated. The safety contour denotes that increased alertness is required as the next contour will be the shallow contour.
- 32. Safety depth value = Dynamic Draft + Company UKC Policy + CATZOC Safety Contour value = Safety Depth Shallow Contour value = Maximum Static Draft + Company UKC policy + List/Heel Deep contour value to be input as below: For vessel with draft less than 15 mtrs: Deep contour value = twice the maximum Static draft. For vessel with draft equal to / more than 15 mtrs: Deep contour value = four times maximum Static draft.
- 33. What are XTD requirements? Cross Track Deviation (XTD) alarms must be set according to the table above, however only the Master can set the final XTD limits for Harbor/Confined Waters. The corridor inside the XTD must be checked by the ECDIS built-in function for any navigational hazards during the initial stage of passage planning.
- 34. What are Guard Zone requirement's?? Look-Ahead Sector Settings 30 min Open Waters Maximum permitted by ECDIS if 30 min setting not possible 15 min Coastal Waters Standard setting for navigation near coastlines 15 min Close Proximity When near land or shoals 5-10 min Port/Harbor Reduced setting for confined navigation The guard zone (Look-Ahead Sector or Safety Frame) is a crucial tool for safe navigation using ECDIS. Width/stern and angle settings should be adjusted to prevailing conditions at the Master's discretion. Increased settings are encouraged, but navigators should be aware of potential increased alarm alerts. Changes to guard zone settings require the Master's permission.
- 35. Limit Danger Lines (LDL) Create LDL Add LDL in ECDIS to mark no-go areas considered unsafe for the vessel. Mark as "Danger" Ensure LDL are marked as "Danger" so an alarm is generated if vessel's safety frame passes the line. Save Changes Click "Save" in menu bar after drawing LDL, otherwise they won't be recognized by ECDIS and no alarm will generate. Delete After Voyage Remove LDL when voyage is completed and save changes to prevent unnecessary alarms. In Presentation Library 4.0, LDL must be included under "Maps" together with Parallel indexes and reporting points. These lines are crucial for marking areas that should be avoided during navigation and complement the safety contour settings.
- 36. Key Takeaways for Safe ECDIS Navigation Verify Positions Always cross-check ECDIS positions using traditional methods Maintain Settings Regularly verify safety parameters are appropriate Update Charts Keep ENC charts and corrections current Practice Emergencies Regularly drill ECDIS failure procedures Maintain Vigilance Never rely solely on electronic systems Remember that ECDIS is a powerful tool but not a replacement for good seamanship. Maintain proper lookout, use all available means for position fixing, and always be prepared for system failures. Regular training and familiarization with your specific ECDIS model is essential for safe navigation.
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