HSEMS WORKING INSTRUCTION

Transcription

1 HSEMS WORKING INSTRUCTION rev.: 3 1 Reference: OP-SAF-10; Bridge Management Manual 1. SCOPE To provide instructions about Electronic Chart Display and Information System (ECDIS) use and management on board of Company vessels; to provide and clarify specific definitions and technical aspects related to the same. 2. RESPONSIBILITY Master To ensure application of present Company procedures also in accordance to Bridge Management manual in respect to ECDIS; To select and request to AVCS the most appropriate ENC chart activation code via NAVIGATE system; To verify and validate the Passage Plan after a careful Risk Assessment and verification with all Officers on Watch; To request services and coordinate with the Safety Superintendent and Technical Dept. in case of ECDIS failure/malfunction; To evaluate ECDIS Management during Master Navigation audit report; To evaluate ECDIS Deck Officers proficiency during familiarization process at embarkation and during navigation. Navigation Officer (as delegated by Master) To keep the electronic charts updated. To activate the necessary ENC according to Company procedure and after Master approval; To prepare and verify the Passage Plan as required by Company procedures; To perform accurate regular checks of the vessel position equipment that is interfaced with ECDIS (radar, GPS, gyrocompass,etc.) and verify as well corret data acquisition by ECDIS; To inform Master about ENC charts to be activated, and in case of any system failure/malfunction; To report ECDIS status on "Navigation Officer Inspection Report Form" Officer on Watch To verify the Passage Plan as required by Company procedure; To immediately inform Master in case of any discrepancy arise from validated Passage Plan. Safety Superintendent To evaluate and define the requested standards of ECDIS equipments to be adopted on Company vessels according to SOLAS and Flag Administration requirement ; To submit to the the Fleet Director the above information as well as all other informations relevant to grants ECDIS standards, configurations and electronic charts corrections and updating systems that will allow a safe handling of ECDIS system. To provide technical information and guidelines procedures development To provide for an automatic outfit management service by an ADMIRALTY'S Agent (Messrs CAIM) To ensure that ENC are timely provided To coordinate with Technical Department to arrange maintenance services in case of system failure/malfunction. To ensure ECDIS status and crew preparation during Vessel's Safety Inspection Prepared by: Reviewed by: Approved by: Crew Policy Manager Fleet Director General Manager Distribution: to all managed vessels

2 2 Crew Policy Manager To ensure manning manager provide deck officer on watch and Master with ECDIS base and type specific training certificate Technical Department To provide assistance for maintenance services in coordination with Safety Superintendent in case of system failure/malfunction. 3. ECDIS GENERAL AND TECHNICAL INFORMATION 3.1 Definitions ECDIS (Electronic Chart Display and Information System): is a navigation information system which by displaying selected data acquired from a system using electronic navigational chart (SENC) with positional information from the vessel navigation sensors, can assist the mariner in route planning and route monitoring operations and additionally displaying navigation-related information where required; ENC (Electronic Navigational Chart): means the database, standardized as to content, structure and format, issued for use with ECDIS by or on the authority of a Government, authorized Hydrographic Office or other relevant government institution, and conform to IHO standards. The ENC contains all the chart information necessary for safe navigation and may contain supplementary information in addition to that contained in the paper chart (e.g. sailing directions) which may be considered necessary for the safety of navigation; SENC (System Electronic Navigational Chart): means a database, in the manufacturer s internal ECDIS format, resulting from the lossless transformation of the entire ENC contents and its updates. This database is accessed by ECDIS for the display generation and other navigational functions, and is equivalent to an up-to-date paper chart. The SENC may also contain information added by the mariner and information from other sources; RCDS (Raster Chart Display System): means a navigation information system displaying RNCs with positional information from navigation sensors to assist the mariner in route planning and route monitoring, and if required, display additional navigation-related information; RNC (Raster Navigational Chart): means a facsimile of a paper chart originated by, or distributed on the authority of, a government-authorized hydrographic office. RNC is used in these standards to mean either a single chart or a collection of charts; AVCS: Admiralty Vector Chart Service provide ENCs for the majority of the world's main shipping route; IHO: International Hydrographic Organization publishes the international standards related to charting and hydrograph, including S-57, IHO Transfer Standard for Digital Hydrographic Data, the encoding standard that is used primarily for ENC; RIO: Radar information Overlay should be available in order to check position at any time when required by OOW; DR: Dead reckoning is the process of estimating Vsl position by advancing a known position using course, speed, time and distance to be sailed; WGS: World Geodetic Datum; MIO: Marine Information Objects; CATZOC: Category of zone of confidence (ZOC). Give an estimate of the reliability of source data related to six quality categories for assessed data (Ref. to Admiralty NP 231); AIO: Admiralty Information Overlay. 3.2 Technical Standard ECDIS Software must be maintained in accordance with IMO Safety of Navigation Circular MSC.1/Circ July 2015 and/or other IMO circulars and amendments on the ECIDS published after the same, must be updated and must be compatible with the latest IHO standards.

3 3 Current IHO standard relating to ECDIS can be found at: - ENC/ECDIS Data and Performance check can be found at: Both for current Edition 4.0 (from September 01,2017) software IHO ECDIS Presentation Library Provision and updating of chart information The chart information to be used in ECDIS should be the latest edition, as corrected by official updates: ECDIS should be capable of accepting official updates to the ENC data provided in conformity with IHO standards. These updates should be automatically applied to the SENC and should be stored separately from the ENC. Further to this, ECDIS should also be capable of accepting updates to the ENC data entered manually with simple means for verification prior to the final acceptance of the data. They should be distinguishable on the display from ENC information and its official updates and not affect display legibility. This is in order to ensure that the content of the SENC is adequate and up-to-date for the intended voyage Connection with other equipments As per SOLAS requirement (Chapt. V reg.19.2), ECDIS should be connected to the ship's position fixing system, to the gyrocompass and to the speed and distance measuring devices. Company requires additional connections to ECDIS as Navtex, Echo sounder, Radar ARPA in order enhance the system. For Italian flag Vessels, ECDIS should be connected also to VDR (CSN serie Gen: nr.096/2012) Power supply It should be possible to operate ECDIS and all equipments necessary for its normal functioning when supplied by an emergency source of electrical power and the change from one source of power supply to another or any interruption of the supply for a period of up to 45 seconds should not require the equipment to be manually re-initialized Route planning, monitoring and voyage recording ECDIS should allow to carry out route planning (including both straight and curved segments) and route monitoring in a simple and reliable manner (the selected route and own ship's position should appear whenever the display covers that area). As well, ECDIS should store and be able to reproduce certain minimum elements required to reconstruct the navigation and verify the official database used during the previous 12 hours. The following data should be recorded at one-minute intervals: to ensure a record of own ship's past track: time, position, heading, and speed; and to ensure a record of official data used ENC source, edition, date, cell and update history. In addition, ECDIS should record the complete track for the entire voyage, with time marks at intervals not exceeding 4 hours and it should not be possible to manipulate or change all recorded information Backup arrangements and requirements Facilities enabling a safe take-over of the ECDIS functions should be provided in order to ensure that an ECDIS failure does not develop into a critical situation: this means that a backup arrangement able to provide means of safe navigation for the remaining part of a voyage in the case of an ECDIS failure should be provided. The backup system should display in graphical (chart) form the relevant information of the hydrographic and geographic environment, which are necessary for safe navigation and should be capable of allowing the route planning and monitoring functions to be carried out.

4 4 The charts used and the information displayed by the ECDIS backup arrangements should be up-to-date for the entire voyage and the possibility to keep a record of the ship s actual track, including positions and corresponding times must be provided as well. Both a paper charts system (traditional nautical charts) and an electronic system (it could be second ECDIS equipment) can be used as backup system. In case an electronic device is used as backup, it should be in accordance with ECDIS performance standard and in particular, it should provide a suitable alarm or indication of the system malfunction. Its back-up power supply should be separate from that of the main ECDIS unit and it should be connected to systems providing continuous position-fixing capability. Company consider also the case of a Dual ECDIS failure for which both a paper charts system (traditional nautical charts) and an electronic system (it could be second NAVIGATE equipment) can be used as backup system which should be connected to systems providing continuous position-fixing capability RCDS mode operation As stated by IMO ECDIS equipment can operate in two modes: the ECDIS mode when ENC data is used; and the RCDS mode when ENC data is not available. However, the RCDS mode does not have the full functionality of ECDIS, and shall only be used together with an appropriate portfolio of up-to-date paper charts: a raster chart is basically just a visual scan of a paper chart. It is a computer-based system, which uses charts issued by, or under the authority of, a national hydrographic office, together with automatic continuous electronic positioning, to provide an integrated navigational tool. A vector chart is more complex. Each point on the chart is digitally mapped, allowing the information to be used in a more sophisticated way, such as clicking on a feature (for example, a lighthouse) to get all the details of that feature displayed Advantages and disadvantages of ECDIS Human error reduction - About eighty percent of reported marine accidents were attributed to human error because of factors like fatigue, navigation workload, etc. The number of marine accidents could be reduced with the introduction of electronic navigational systems such as the ECDIS, which would help alleviate fatigue or workload of mariners. Navigation in confined waters - ECDIS is an advanced navigational tool that provides 24-hour real-time positioning and anti-grounding capabilities. These features could be effectively used in confined waters (e.g. Malacca and Singapore straits) and in ports, especially during periods of poor visibility like haze and nighttime. Satellite position-fixing systems like the Differential Global Positioning System (DGPS) are essential navigational equipments complementing the use of ECDIS as they provides continuous on line and accurate positions of the ships. Watch-keeping - The automatic real-time updating of ship's positions on the ECDIS allows the mariner more time to keep watch duties on the wheelhouse looking out instead of being kept busy by continuous chart work. Likewise, the anti-grounding and anti-collisions features are important in areas with either heavy vessel traffic, restricted visibility or confined waters. Under these conditions, the ECDIS would certainly enhance safe navigation and help prevent marine accidents and protect the marine environment. Input Data - The quality and reliability of the output information is heavily depending on the quality and reliability of the input data provided to the system. It is important that the various data linked to the ECDIS (i.e. GPS, Radar/s, units providing speed and heading information, charts, etc.) along with their associated power supply systems are individually checked in a routine manner during the bridge watch. Positions - Positions are primarily derived from the GPS. Therefore any GPS alarms must be immediately investigated in order to avoid error in position and the possibility of the vessel running into danger.

5 5 Chart datum - This is normally set at WGS 84. The input from the GPS must be similarly set to avoid any apparent position discrepancy. Any offset/shift data must be properly inserted/applied. The radar overlay will help to align this, anyway care must be taken in using it properly and in comparing the information available. Scale in use - There is a risk of running too close to danger with a zoomed-in chart on display. The officer must always be fully aware of the true chart scale vs. the zoom facility. When using the radar overlay, the relationship between the displayed chart area and the radar scale in use is approximately: Chart Scale 1:10,000 = 0.75 nautical miles Chart Scale 1:20,000 = 1.50 nautical miles Radar overlay - Positions of other vessels and targets displayed on the ECDIS might be obscured because of improperly tuned radars or improperly set anti-clutter on either the radar or ECDIS. AIS input - Automatic Identification System (AIS) signals displayed on the ECDIS are useful for gaining additional navigation traffic situation information. AIS displays target course and speed over ground as well as heading. However, if the AIS transmitter receives magnetic compass heading and/or dead reckoning data, then the AIS vector and text message might be displaying the wrong information. Additionally, AIS does not transmit target vessel's speed through the water. ECDIS as a collision avoidance tool - An ECDIS equipped with a radar overlay shall only be used as navigation situation information tool during anti-collision manoeuvres and not for primary anti-collision purposes unless it is integrated also with ARPA. The ship s ARPA radars will be used for this purpose. While CPA/TCPA information will be identical on both equipment, only an ARPA radar set to "speed through the water" with gyro inputs, will provide a much closer representation of the actual target aspect and therefore allow proper adherence to collision Regulations. Use of ECDIS for Incident Review - ECDIS is capable of storing historical records of the ships position and in conjunction with its charting capability can play an important part in any navigation incident review. However, this is only possible if the relevant history has been saved soon after the time of the incident. Otherwise it shall be overwritten and lost. 4. ACTION 4.1 Training and Familiarization All deck officers are to have undertaken a Flag State approved Generic ECDIS course (40 hours course) in accordance with the IMO 1.27 model and Type Specific ECDIS training in order to be familiar with equipment in use on Company vessels. Furthermore, ECDIS familiarization upon embarkation must be performed by deck officers. Company requires that Masters and Officers approach the use of ECDIS with the appropriate mindset. The main component of the ECDIS mindset is the ability to appreciate the strengths and weaknesses of using an ECDIS-based system for navigation through: - Recognizing that the system could fail (either fully or partially) at any time and knowing how to identify the difference; - Ensuring that the backup and contingency arrangement are always efficiently involved in the ongoing navigation process; - Recognizing that anomalies within the ECDIS software and/or the digital chart can exist; - Being aware of the need to ensure that the ECDIS software is kept up to date; - Being able to adapt to the changes in display detail when adjusting display scale; - Regularly planning the chart display ahead of the vessel, using the largest scale data available; - Copying with non-standardized user interface; - Specifying safety and display correctly; - Correlating position derived from GPS with other navigational aids. (e.g. radar overlay) and periodically fixing the vessel s position by visual bearing and radar range; - Using automatic route-checking functions with care.

6 6 The Company requires that Master and Officers undergo frequent ECDIS drills and adopt incident/near missing/hazardous occurrence as per dedicated WIN. 4.2 Drill ECDIS failure drill must be conducted regularly in order to prepare crew to respond to any type of emergency. Drill must be held for GPS input failure, Gyro input failure, Speed Log input failure and Primary ECDIS failure. ECDIS Failure Checklist should be made for each of these situations, with vessel specific procedures documented. These checklists are to be reviewed during the exercise involving the Master and all deck officers once every two weeks to ensure familiarity with the contingency principles and physical location of switches and auxiliary equipment. 4.3 Risk assessment Company requires that risk assessment must be carried out for any voyage plan in accordance to dedicated manual. This is important step to identify all types of hazards that can potentially arise at each stage of Navigation. 4.4 Chart Management Vessel with single ECDIS as carriage of charts For Company s vessels where a single ECDIS is the primary mean of Navigation, back up is provided by Traditional nautical charts and nautical publications. The Company has subscribed an automatic management for AVCS and ADP supply with Messrs CAIM, approved agent for British Admiralty in Italy. The Company has evaluate the list of traditional charts (Enclosed to Caim contract) necessary for areas not covered by ENC. Navigation Officer/Master will require the supply in case their use has been identified/needed during the Passage Plan preparation. Company at this stage does not consider necessary to activate the ECDIS Function for Raster charts. For ENC/AVCS correction two different procedures are applied as follows: For common updates (e.g. Notice to Mariner) the Company subscribed an updating information service that sends updates directly to the ship using the NAVIGATE system. This subscription includes the AIO Admiralty information overlay. The service provides T&P notice to mariners and significant information from UKHO ENC. Updates come weekly and is automatic upload to dedicated NAVIGATE computer connected to internet. If for any reason internet connection is not available, the updates must be request to CAIM that will supply the correction to ENCs via attachment. It is duty of the Navigation Officer to download and install updates into ECDIS and record the corrections in the dedicate Admiralty NP 133 C. Downloaded updates are to be archived in Hard Disk and maintained on board for 3 years in a dedicated cabinet/location. The updates are published weekly by Admiralty and are delivered to ships by automatic service (CAIM) update consists of 8 DVD to be loaded in ECDIS and containing new charts and corrections). Relevant electronic charts are to be updated as soon as received in order to allow weekly updates. Nevertheless, even though almost all charts are installed (missing charts are to be installed by mean of CD/DVD) and regularly updated. It is necessary to activate the charts before they will be available for use on ECDIS (unless it was already done during previous voyages). Chart activation can be done for different time frames (3 months, 6 months, 1 year) and it should be done according with expected routes, when such information is available. In order to get the activation of all charts necessary for the voyage which is to be performed, the Navigation Officer should use the Admiralty Digital Catalogue software installed into NAVIGATE dedicated computer: the Officer must plot the route on the software, add it to the basket and upon that the Admiralty Digital Catalogue will show the list of the charts that will need to be activated. The list should be exported and sent by the Master to AVCS that will revert with activation key usually after few minutes.

7 7 The request of activation codes for electronic charts must be done before the beginning of the sea passage in order to prepare well in advance the passage plan. This process must be adhered to also in case of any contingency plan/deviation point from the original Passage Plan which must be recalculated, verified and validated from such point. 4.5 Chart Management Vessel Full ECDIS certified (Paperless) The primary navigational mean to be used on board Company s vessels equipped with two independent ECDIS unit (Vessel Paperless), is electronic charts and nautical publications. In order to increase the safety of navigation, Company decided to supply to all vessels Paper Less a small portfolio of general traditional nautical charts. For trading zones where ENC are not available see above par Standard Setting It is suggested to use "OTHER" as display category at all time in order to avoid hiding of potential hazard. Navigation officers should verify that all compulsory information (base + standard) are selected. Masters are to prescribe minimum requirements for the information to be displayed on the ECDIS during each stage of the voyage according to dedicated Company form. Following information to be selected at all the time with specific command: - Spot of sounding - Submarine cable and pipeline - Details of all isolated danger - Details of aid to navigation - Content of cautionary notes - ENC edition date - Most recent charts update number - Magnetic variation - Reticule - Place name 4.7 Safety Setting Company under keel clearance as defined by Company policy: Ocean passage: 20% of Maximum draft Fairway passage: 15% of Maximum draft Port passage: 10% of Maximum draft Depth alarm setting recommended as follows: Safety Contour: Max draught + UKC + Squat + Depth Accuracy (ZOC) Note: Safety Contour can be crossed only after application of specific procedures. Procedures for configuring the ECDIS to cross the Safety Contour are available on Admiralty NP 232. Safety depth: Equal to Safety contour Shallow contour: value should be < of Safety contour Deep contour (Area where vessel may experience squat): Safety contour value Use of anti-grounding cone is recommended its setting should be as follow: Pilotage or confined waters: ahead 3min/port & starboard 0.1 NM Coastal waters: ahead 12 min/ port & starboard 0.1 NM Ocean waters: ahead 15 min/ port & starboard 0.2 NM Charts setting: Chart Auto load and chart auto scale are to be on at all the times when in navigation. If two ECDIS are installed, the primary ECDIS should always be set to the best scale (1:1). SCAMIN is the minimum display scale at which the ENC manufacturers wish individual features in the ENC data to remain on to display.

8 8 If the ECDIS is zoomed out beyond of this scale, it will no longer display the feature, and therefore reduce the clutter. To make ECDIS system setting readily available for the OOW, the dedicated Company form ECDIS Management Card shall be posted to the ECDIS console in visible position and duly updated by Officer on duty as necessary. NOTE: for additional information make reference to Whiterby ECDIS display configuration guide (Chapt. 3 Par.3.17) ECDIS Alarm Management ECIDS Alarms, both visual and audible, must be kept always enabled. Any alarm generated by the ECDIS should be acknowledged and investigated before being cancelled. Acknowledging alarms and cancelling them without interrogating the reason that led to it to be activated could lead to serious navigation dangers being ignored. 4.8 Passage Planning The principles and fundamentals of Route planning remain unchanged as per Bridge Management Manual, they are: - Appraisal - Planning (route creation and route checking) - Execution - Monitoring Further support may be found by consulting Admiralty NP 231 and Witherby Passage Planning. The voyage plan should consider all element of the passage from berth to berth including where a pilot will be embarked. It is recommended use of the smaller scale ENCs (Bands 1 and 2 - overview & general) outlining a basic route before moving to medium scale ENCs (Band 3- coastal ENCs) bringing in more detail to refine the overall plan and edit routes of the voyage as proximity to the safety contour decreases, then Bands 4/5/6 (approach, harbor, berthing) to prepare the pilotage details. Verifying the Passage Plan three layers of safety are required: - Visual Check 1:1 - Automatic route scan - Anti-grounding function During the route planning processes, consideration must be given to the intended method of execution and monitoring by using all means of navigation to maintain the situational awareness eg. to cross check accuracy of GPS i.e RIO, parallel Index, Visual reference and radar fixing, Astronomical observation. OOW must be aware of the danger of over reliance on single source of information (GPS). He should make use of RIO checks, LOP, cross bearing, visual bearing, etc. It is therefore essential that navigators maintain an active role and continue to manually plot positions at regular intervals to confirm the position displayed on the ECDIS is correct.

9 9 Here below the minimum position fixing interval: AREA FREQUENCY FIXING TYPE Ocean passage open sea Every 1 hours Alternate GPS or when possible astronomical observation Coastal waters (12-18 Miles) From 30 to 15 minutes Visual bearings Radar range/bearing Electronic aids Restricted waters or coastal waters (<12 Miles) Every 10 minutes Visual bearings Radar range/bearing Electronic aids A warning message should appear on the display when Dead Reckoning positioning is being used. 4.9 Route checking It is recommended that a setting of at least equal to the smallest scale ENC that will be in use when executing the Route is in use. The route is checked automatically for the presence of dangers to navigation such as safety contour within the zone limited by XTD, an alarm or alarm system, which announces by audible alarm. Route should be routinely checked manually as follows: - During and on completion of Route Planning; - After a route as been modified; - After any charts used by a route have been updated; - During the Master's verification and validation of the Passage Plan; - At changeover the watch. Before a Voyage plan is executed it must be verified and validated by Master who will conduct both a visual 1:1 check and an auto-check on routes 4.10 Changeover the Watch Comprehensive handover must be conducted to ensure that all relevant ECDIS configurations, settings and information are changed between the officers on watch. Particular attention should be paid by the relieving officer to the validated passage plan. Before commencing the watch the incoming OOW should conduct a visual 1:1 check of the routes to be conducted during the watch to ensure he is familiar with the portion of the voyage plan to be covered and that all navigational dangers are identified. It is therefore essential that OOW maintain an active role and continue to manually plot positions at regular intervals and these are recorded in the ECDIS LOG. Change over the watch check list should be filled in as per dedicated Form 4.11 ECDIS failure IMO Performance Standards require that the ECDIS has independent back-up arrangement that provides: Independent facilities enabling a safe take-over of the ECDIS functions in order to ensure that a system failure does not result in a critical situation. A means to provide for safe navigation for the remaining part of the voyage in case of ECDIS failure. Accepted options are: A second ECDIS, connected to an independent power supply and a separate GNSS position input; Appropriate official paper charts for the intended voyage. -If vessel is equipped with ECDIS + Traditional nautical Chart: If ECDIS has a failure OOW should inform Master and Navigator officer immediately. He should continue to fix vsl position on traditional nautical charts using all means at his disposition. Emergency check list (AN ECDIS FAILURE) will be filled and investigation about the type of failure must be carried out as soon as possible. The

10 10 Master will give clear instructions in the Master s Bridge Order Book on procedures to be followed until the equipment is restored to operation. -If vessel is equipped with 2 ECDIS: Back up ECDIS should be on at all time during sea passage if main ECDIS fail for any reason OOW will act immediately with the second ECDIS, he will inform Master and Navigation Officer, will complete the safety check list for the emergency (AN ECDIS FAILUIRE), If GPS fail to provide position fixing input to the ECDIS, navigation officers must know what to do in such eventually, for example visual bearings, radar ranges, radar bearings or using the ECDIS Radar Image Overlay (RIO), which should reveal any positional error by dislocation of the RIO from the corresponding land feature. Dead reckoning position is simplified by Gyro and speed log inputs. Tidal streams should be considered in order to maintain a valid Estimated Position. Re-fixes will be required frequently. Equipment that cannot be rectified by ship s staff must be reported to Safety Superintendent/Technical Dept. as soon as possible. Furthermore is Company decision to consider also the case of a Dual ECDIS failure for which both a paper charts system (portfolio of traditional nautical charts) and an electronic system (second NAVIGATE equipment which should be connected to systems providing continuous position-fixing capability, Ref. to Attachment n.24) are used. Emergency check list (DUAL ECDIS FAILURE) will be filled and investigation about the type of failure must be carried out as soon as possible. The Master will give clear instructions in the Master s Bridge Order Book on procedures to be followed until the equipment is restored to operation ECDIS updating It is important to rember that ECDIS comprise three elements: Hardware Software Data ECDIS operators must ensure that their software, further to charts data, always conform to the latest version available (see section 3.2 of this procedure) Instruction to get current installed software version, are specific for each different ECDIS model and are available into manufacturer instructions. Availability of latest software version will be notified when published by office to the ship and shore service will be organized to update the system if deemed necessary (see section 3.2 of procedure). As described on paragraphs 4.1, all electronic charts updating should be done through NAVIGATE system, all ECDIS base to update all charts installed will be sent on board as soon are available through mail by Messrs CAIM. All ECDIS updating, weekly updates and Admiralty Base Charts must be stored into dedicated cabinet in chronological sequence: any missing update or problem related to update is to be immediately reported to CAIM/Safety superintendent. For any further details on system updating, officers should refer to the makers operating instruction manual ECDIS Test and Maintenance ECDIS daily Testing and Maintenance should be done on daily basis by Ship Crew as suggested by Maker's instruction reference. It is suggested when it is navigationally safe to do so, using only one ECDIS console at time, shutdown and reboot the computer to clear the cache memory in order to prevent memory overload that might cause the ECDIS to freeze during critical phases of navigation. Yearly Maintenances will be organized in accordance with the Maker suggestion and working field outcome and reported on Company systems as normally requested/done. Due to particular importance of the equipment, ECDIS is considered as CRITICAL machinery (see dedicated WIN).

11 Virus protection To prevent a harmful virus infecting any device used to transfer ECDIS updates a dedicated unit must be used for that sole purpose only and be free of any viruses that may corrupt the ECDIS software. ECDIS and NAVIGATE USB-ports are provided of USB-blockers when not in use; relevant management as per provisions in Company manual Cyber Security Manual and best practices guide. References Bridge Management Manual Admiralty NP 231 Admiralty Guide to The Practical Use of ENCS Admiralty NP 232 Admiralty Guide to ECDIS Implementation, Policy and Procedures Witherby ECDIS Procedures Guide Witherby ECDIS Passage Planning Cyber Security Manual and best practices guide Forms D 020A D 021A D 026A D 026B D 071 D 071A D 072 D 076 D 078 D 087 D 082 D 083 ECDIS Sea Passage Plan ECDIS Port Passage Plan ECDIS Chart Correction Certificate ECDIS Management Card Familiarization With Bridge Equipment Familiarization with ECDIS Equipment Preparation for Sea Navigation in Coastal Water Anchor Watch Vessel Position Control at Anchor Changing Over the Watch Calling the Master Posters Nr. 58 ECDIS Safety Contour Calculation Emergency Check Lists D 093A Emergency Check List n. 3A Attachments Nr. 24 CAIM NAVIGATE GPS Connection Guide