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Safe bridge watchkeeping -ECDIS for decision support
Digital ship Hamburg 2013
Jörgen Strandberg, Marine Performance ManagerRickmers Maritime Services
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• 5 targets visual5 targets visual5 targets visual5 targets visual
• 5 targets on radar5 targets on radar5 targets on radar5 targets on radar
• 5 targets on AIS5 targets on AIS5 targets on AIS5 targets on AIS
How many targets?How many targets?How many targets?How many targets?
A question to the audience;
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Rickmers Business Units
Maritime Assets Maritime Services Logistic Services
� Chartering
� Trust Management
�Asset & Portfolio Management
� Shareholder Communication
�Ownership Structures
�Funding
� Ship Management
� Crewing
� Training
� Newbuilding Supervision
� Procurement
� Insurance Brokerage
� Claims Management
� Marine Consulting
�Cargo Transportation
� Terminal Investments
� Cargo Brokerage
� Travel
Capital
Chart
ere
r
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Shipmamagement Hamburg
Shipmamagement Singapore
Dry Docking
Procurement
Training
Newbuilding
QHSE
Rickmers Maritime Services
Insurance
Crewing
Operations
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Rickmers strategy
page 6
Bridge procedures,
training and
equipment that
emphasises...
Best practice in passage
planning and...Best practice in bridge
watchkeeping
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From Tenerife 1977… to Heathrow 2008
We believe in the Pilot-CoPilot concept
Pilot – CoPilot concept
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There are several benefits of ECDIS that improves safety over normal paper charts. There are however several limitations that needs to be overcome;
ECDIS as an enabler
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Why ECDIS?
Main Duties
• Avoid collision
• Avoid grounding
HOW???
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Why ECDIS?
Collect all info
Filter and analyze
• Stationary objects
• Moving targets
Judge searoom
Take action
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Fyra perspektiv på världen
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Exocentric view
Mental rotations
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Cognitive workload
Chart – North Up, scale?
Radar – X Up? Scale ?
AIS – North Up Scale?
3D systems?
Visual view – Head Up, perspective
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Equipment
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Cognitive workload – situational awareness
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Integration of information allows for faster and more reliable interpretation, thereby improving situational awareness
ECDIS for primary navigation allows the navigator to stay in the cockpit by his windows and screens, reducing the loss of focus or night vision.
Cognitive workload – Situational awareness
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Rickmers strategy
page 18
Bridge procedures,
training and
equipment that
emphasises...
Best practice in passage
planning and...Best practice in bridge
watchkeeping
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MV Rena
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An extract from the passage plan and
position plots fro the container ship
RENA who later run aground.
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The “Rena” passage plan
A passage plan that only consists of pencil lines are not supportive enough for quick decision making
This is very evident in the Rena grounding.
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Passage planning
Not just passage planning but
SupportiveSupportiveSupportiveSupportive passage planningA plan that is a decision making tool when something goes wrong (a threat or an error)
• When the Main Engine suddenly stops
• When a sailboat suddenly decides to cross the fairway
• When the pilot makes a mistake
• When there is sudden heavy rain
The key word is “sea room”the OOW should know at all times what is normal – caution - grounding
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Supportive passage planning
Ship’s minimum depth requiredShip’s minimum depth requiredShip’s minimum depth requiredShip’s minimum depth required
Any merchant ship will start the passage planning process by establishing the minimum depth required for any leg of the voyage.
Then the navigational charts are marked with Go-No Go areas
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Ship’s maximumShip’s maximumShip’s maximumShip’s maximum draftdraftdraftdraft +12.50 m+12.50 m+12.50 m+12.50 m
SquatSquatSquatSquat at intended speed +1.00 m
Reduction for height of tidetidetidetide -1.50 m
Safety marginmarginmarginmargin +1.00 m
Minimum depth requiredMinimum depth requiredMinimum depth requiredMinimum depth required 13.00 m13.00 m13.00 m13.00 m
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Supportive passage planning
A passage plan needs to have clear demarcations of what is normal, caution and danger
And in all cases, as much as possible of the available sea room needs to be included and indicated as “safe”
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Supportive passage planning
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Ship’s maximumShip’s maximumShip’s maximumShip’s maximum draft draft draft draft NormalNormalNormalNormal +12.50 m+12.50 m+12.50 m+12.50 m
SquatSquatSquatSquat at intended speed +1.00 m
Reduction for height of tidetidetidetide -1.50 m
Safety marginmarginmarginmargin +1.00 m
Minimum depth required Minimum depth required Minimum depth required Minimum depth required NormalNormalNormalNormal 13.00 m13.00 m13.00 m13.00 m
Ship’s maximumShip’s maximumShip’s maximumShip’s maximum draft draft draft draft CautionCautionCautionCaution +12.50 m+12.50 m+12.50 m+12.50 m
Without SquatSquatSquatSquat 0.00 m
Reduction for height of tidetidetidetide -1.50 m
Without Safety margin 0.00 m
Minimum depth required Minimum depth required Minimum depth required Minimum depth required CautionCautionCautionCaution 11.00 m11.00 m11.00 m11.00 m
Grounding – caution – normal – caution – grounding
Less 11m 13m or more 13m 11m less
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Traditional passage
planning in a paper chart
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A safe “ideal” route
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“No-go” areas…but the actual islands are not covered!
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A safe corridorWith parallell-indexing as all-
weather-non-GPS-positioning
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Safety in an ECDIS
Safe navigation in an ECDIS is intended to be based on 2 key features
• Safety contourSafety contourSafety contourSafety contour
• Separating Navigable waters from Non-navigable
• RouteRouteRouteRoute
• Route editing
• Route checking
• Route monitoringpage 33
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Safety in an ECDIS
Safety contourSafety contourSafety contourSafety contour
Unfortunately, the safety contours in normal ENC charts are too blunt to be used to distinguish minimum depth required.
• Depth contours may be 3 – 5 – 10 – 20m in a port where max draft allowed is 14.5m
• If the ship sets 13m safety contour in this area the ECDIS will select the next higher safety contour (20m) and the entire sea area will be deemed as non-navigable.
• Spot soundings may still indicate depths of up to 19.9m.
• Only dredged areas with a value of 13m or higher will be displayed as safe waters.
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TSS German bightTSS German bightTSS German bightTSS German bight
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TSS German bightTSS German bightTSS German bightTSS German bight
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The area of TSS German bight is covered by ENC
produced by Germany. The only available contours are
10m and 20m. Our ship with a MRD of 13m will be forced
to cross the safety contour into Non-navigable waters
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Safety in an ECDIS
Safety contour Safety contour Safety contour Safety contour ---- ViolationsViolationsViolationsViolations
For normal use of ECDIS and ENCs, we are frequently forced to sail in “unsafe waters”.
This becomes a safety issue that needs to be managed
• The visual impression of the chart is terrible –deep blue.
• Isolated dangers may not be displayed!
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Isolated dangers
Until the ENC contain enough contours for use as safety contours, ECDIS users must get used to having their ships sailing inside the Non-navigable waters
It is therefore vital that isolated dangers in non-navigable waters ARE displayed as DANGEROUS the same way as in navigable waters.
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San Francisco Bay
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San Francisco Bay
A vessel with 13m draft is
trying to leave Frisco.
Safety Contour is set to 15m
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San Francisco Bay, Safety contour 15m
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San Francisco Bay, Safety contour 15m
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San Francisco Bay, Safety contour 15m
The available contours in the
charts are 9.1 or 18,2m
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San Francisco Bay, Safety contour 15m
The safety contour feature is not
useful or helpful.
We need a workaround!
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ECDIS work-around
• Highlight Ship’s minimum depth required [MDR]
• Set the safety depth to MDR
• Suppress other soundings if possible
• Create a new “contour” using soundings
• Use a drawing tool to create “No-go” areas (user chart) over all dangerous soundings
• Colour the area red and assign the property “danger”
• Change the safety depth, create green “Go-areas” and assign property “safe” – warning when leaving area
• Save the user chart with the name of the port and the MDR depth; San Francisco 15m.
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San Fransisco Bay, Safety contour 15m
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San Fransisco Bay, Safety contour 15m
Safety depth 15m
Display soundings
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San Fransisco Bay, Safety contour 15m
Create user chart
Assign red colour
Assign “dangerous”
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San Fransisco Bay, Safety contour 15m
Create safe area
Assign green colour
Assign “safe”
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San Fransisco Bay, Safety contour 15m
Create route
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difference in how to display soundings
• This workaround requires freedom to set and display safety depth.
• Even less than current draft – it is used for planning purposes, and the vessel may use height of tide.
• The workaround is further improved if certain sounding may be suppressed
• “display sounding only up to _ _ m”
Today only few of the ECDIS software are capable of easily performing this workaround
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page 52Safety depth set to 12.9m
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page 53Safety depth set to 13.9m
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page 54Safety depth set to 14.9m
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Soundings more than 13m suppressed
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Safety in an ECDIS
Safe navigation in an ECDIS is intended to be based on 2 key features
• Safety contourSafety contourSafety contourSafety contour
• Separating Navigable waters from Non-navigable
• RouteRouteRouteRoute
• Route editing
• Route checking
• Route monitoringpage 56
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Chart work
ECDIS route limitations
Currently most ECDIS only allow parallel sides of the route corridor.
This is a serious limitation that needs workarounds
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ECDIS limitations
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ECDIS limitations
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ECDIS limitations
User generated “No-Go area”
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ECDIS limitations
User generated “safety distance”
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ECDIS limitations
Result – an un-necessary narrow
route corridor”
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ECDIS limitations
When really – this is how wide
the route should be!
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ECDIS limitations - workaround
The work-around…
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ECDIS limitations - workaround
The work-around…
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ECDIS limitations - workaround
The missing piece!
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ECDIS limitations
Most of the TSS in the world do
not have parallel sides…
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ECDIS limitations
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ECDIS limitations - workaround
The officers should be encouraged to use the full
width of the TSS lane and precautionary area.
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Route
The future route function of an ECDIS
• The routeThe routeThe routeThe route
• Is the shortest safe way to the destination
• The corridorThe corridorThe corridorThe corridor
• The corridor defines the boundaries of “normal”
• If you end up here due to traffic or else you are still in the safe zone and there is no need to “call Master”
• Polygon sides
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English channel – towards Dunkirk
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Route
• Desired features of RouteDesired features of RouteDesired features of RouteDesired features of Route
• Different XTD for port and Stbd side
• Non-parallel sides (polygon)
• Multi-route (when possible to go on both sides of an island etc.)
• Features to simplify supportive route planningFeatures to simplify supportive route planningFeatures to simplify supportive route planningFeatures to simplify supportive route planning
• Visible XTD
• Graphical editing of XTD
• Graphical editing of turn radius.
• Lock of previous leg when changing WP of adjoining legpage 77
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Rickmers conclusion
In our opinion
Passage planning in an ECDIS can not depend on safety contour and route alone.
Workarounds are needed
These workarounds will be helped by if the ECDIS software has certain features in way of displaying depths and drawing polygons.
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