Owner evidence and accumulated data indicate that NorthStandard’s online training assessment tool is helping bridge teams address ECDIS knowledge gaps in shipping.

Two years after launching its ECDIS Training Assessment , NorthStandard has amassed the evidence to show how and why its free of charge online tool for Members is helping bridge teams make strides towards safer navigation.

Part of the “Get SET!” digital tools portfolio the global marine insurer offers to enhance ship safety and efficiency, ETA features questions developed in a collaboration with the UK Hydrographic Office based on real ECDIS use scenarios.

An assessment – not a test – is completed by a bridge team member on an anonymous basis to encourage openness on knowledge levels. It generates an individual report for the crew member, while the NorthStandard Member company receives an overall fleet report. Both the individual report and the fleet report include advice to the user on areas for attention and links to relevant material – including UKHO ADMIRALTY publications.

“The ETA provides insight into crew knowledge at a granular level and gives individual crew members the opportunity to take charge of their own upskilling,” says John Southam, Loss Prevention Director – Greece, NorthStandard. Based on analysis, owners can also consider the focus for future safety campaigns or targeted training across their fleets, he says.

Once NorthStandard members register on the NorthStandard website, they can self administer the assessment to their bridge teams globally. The ETA administrator can monitor participation fleet-wide and  reminder notifications to complete the assessment are sent to crew automatically. Data gathered over two years in service show that knowledge gaps diminish when ETA use is repeated, with improvements on average of 10% recorded between a first- and second-time participants.

To date, over 7,000 assessments have been submitted from almost 200 Members.

Angelicoussis on board

NorthStandard Member Angelicoussis Group has integrated the ETA into its generic ECDIS training course. Participants use ETA prior to and after they have completed their theoretical sessions and practical simulator exercises.

The timing allows trainers to identify knowledge training gaps while officers are still within a structured learning environment, says Angelicoussis Group crew trainer and superintendent, Capt. Konstantinos G. Strikos.

“Over the past year, we have collected and analysed consolidated ETA results from all courses delivered,” he says. “The data has proven extremely valuable in identifying recurring weak areas — particularly in operational safety settings, alarm management, ENC interpretation, contour configuration, route monitoring discipline, and system limitations awareness. Based on these findings, we have reinforced specific modules and adjusted simulator exercises to directly address the identified gaps.

“Overall, we consider ETA  a structured, data-driven instrument that supports targeted competency development and contributes positively to navigational safety standards. It functions not only as an assessment tool, but as a measurable feedback mechanism supporting continuous improvement of our training delivery.”

Industry impact

NorthStandard does not have access to individual or company results, but it has also taken the opportunity to analyse data from the first year of ETA use. It recently published ‘ETA – Learning from the Data’, drawing on 5,000 crew submissions to provide a unique snapshot of persistent knowledge gaps among ECDIS users in commercial shipping.

“ECDIS is a powerful tool which demonstrably improves navigational safety and situational awareness when used properly,” says Tom Mellor, Head of Technical Partnerships, UKHO and Chairman of the IHO ENC standards maintenance working group. “However, improper use can lead to alarms and indications not functioning as expected – and ultimately navigational errors.”

Recurring report themes relate to the way ECDIS is configured and interpreted by users, rather than the technology itself, says Southam. “Most ECDIS-related risks comes down to how systems are set up and used in day-to-day operations,” he says.

Analysis shows nearly two-thirds of bridge teams lacking knowledge to recognise ENC updates, while nearly half failed to prioritise ENC scale correctly when planning. Around half were unable to recognise the different available methods for updating ENCs, including automatic and manual update processes.

Furthermore, half of ETA submissions showed respondents as having trouble distinguishing alarms from alerts. Overreliance on automated checks and insufficient understanding of safety settings (such as safety contours) were also common, while misunderstandings around key symbols and ECDIS functions, such as the ‘hover-over’ feature were widespread.

“The industry has long been aware of gaps in seafarers’ ECDIS proficiency, but this report distils the issues that need attention,” comments Southam. “Analysing consolidated data brings a better understanding of where gaps are superficial or entrenched in this critical area of maritime safety.”

Catching industry ‘drift’ on ECDIS

ETA’s format also provides the NorthStandard Loss Prevention team with “granular” insights into why the ECDIS misuse and misunderstandings that lead to incidents continue, even though watchkeeping officers complete generic training and type specific ECDIS familiarisation.

“Many mariners receive strong initial training, but practical understanding can drift as bridge procedures evolve or as they encounter new software and hardware,” says Southam. “Refreshing knowledge of core concepts such as ENC updates, alarm behaviour and data confidence indicators helps ensure ECDIS continues to support safe decision-making.”

Specific examples of knowledge gaps highlighted in the report included: safety settings not always aligned correctly with charted depths; alarm settings misunderstood or incorrectly configured; and data accuracy indicators not consistently interpreted when making navigational decisions.

Misunderstandings in one area can also have consequences elsewhere. If safety contours or depth settings are configured incorrectly, for example, alarms may trigger too often – or not at all. If ‘alarm fatigue’ can cause users to ignore a warning, the absence of an alarm provides no warning at all. Similarly, misunderstanding ENC accuracy indicators may lead bridge teams to place too much confidence in data when hydrographic coverage is limited.

Ready for S-100?

“Structured assessment and awareness programmes are vital for enhancing navigational safety and optimising ECDIS system use,” Southam stresses. “This is not only a matter of regulatory compliance but also a way of empowering personnel to hone the skills they need to make informed, real-time decisions.”

Looking ahead to a new generation of electronic charts based on coming  ‘S-100’ levels of accuracy, Mellor adds: “NorthStandard’s report identifies where knowledge gaps exist today, so they can be addressed through targeted training to support confident use of current systems and help crews build on familiar ECDIS principles as S-100 data is introduced.”

Southam agrees. “S-100 data standards introduce additional data sets and capabilities, and navigational safety will depend on the ability of mariners to interpret the new information and understand how systems behave,” he says. “ECDIS technology continues to advance, but its effective use will remain dependent on how well bridge teams understand the information they are working with.”