Sea Technology

MAR 2017

The industry's recognized authority for design, engineering and application of equipment and services in the global ocean community

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Page 38 of 68

38 st / March 2017 www.sea-technology.com Enforcement Rules for compliance with the carriage requirements, crew familiarization and all applicable performance stan- dards are implemented by the ag states for vessels sailing under their ags. The rules are enforced by port state con- trol authorities. In the United States, that means the U.S. Coast Guard, which has the power to detain any ship found to be out of compliance with the regulations. There have been increasing reports of port detentions due to ECDIS de ciencies. For instance, the Australian Maritime Safety Authority (AMSA) last year detained a ship in Brisbane due to a lack of familiarization training for the ship's crew in the use of ECDIS. A quali ed ECDIS trainer had to be own in from Singapore to complete the required training before the ship could be released. AMSA noted that the ship had sailed through the Great Barrier Reef on the way to Brisbane, and a navigational error could have been disastrous. As ECDIS increasingly becomes the primary navigation tool for ships, port state control authorities will step up their enforcement of the regulations, and detentions will increase. Shipowners should not wait until the deadlines come into effect but should ensure they are in full compli- ance to avoid costly detentions and to ensure safe and ef- cient navigation of their ships at sea. It's important that those of us in the ECDIS marketplace make the transition into the new era of electronic naviga- tion as easy and painless as possible for shipowners, mas- ters and of cers. We can accomplish this with reliable products, easy-to-operate software, serviceability and train- ing support. ST another ship equipped with a different ECDIS product, they must be certi ed to have completed familiarization training for the new product. The type-speci c training courseware is typically developed by the manufacturer, who provides a certi cate of satisfactory completion. The training may be conducted in a classroom/simulator or, more often, in the form of computer-based training (CBT). Danelec Marine, for instance, has developed a suite of CBT for its ECDIS models. Students can download the train- ing curriculum to their own computers and perform the self-study portion ofine, at home or at sea. At the end of each module, the student takes a self-administered test. The student can communicate with a quali ed ECDIS instructor at any stage of the self-study portion by email or interac- tive chat. Upon completion of the 32-module course, the student logs onto the internet for a multiple-choice exam, followed by a live-cam interview with the instructor. When the student achieves a passing grade, Danelec issues a cer- ti cate of completion. The 2010 Manila Amendments to the IMO STCW Con- vention came into force on January 1 this year. This docu- ment establishes new rules for ECDIS training compliance. After January 1, all masters and of cers certi ed under the STCW code must complete a generic training course based on IMO 1.27, as well as type-speci c familiarization train- ing, including the ECDIS, backups, sensors and related pe- ripherals. Records of the training and certi cates of competency should be kept on board. Hans Ottosen is the CEO and owner of Danelec Ma- rine A/S in Denmark. The company is a worldwide supplier of shipboard VDR and ECDIS and a pioneer in remote data management between ship and shore. He earned an M.B.A. at IMD in Switzerland and holds an M.S. in business administration, marketing and management accounting from the Copenhagen Business School. He is on the board of directors of CIRM. "Shipowners should not wait until the deadlines come into effect but should ensure they are in full compliance to avoid costly detentions."

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