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By:

Commodore S.L. Deshmukh

31 October 2024 at 8:30:19 am

The Digital Compass at Sea

Electronic chart systems have transformed maritime navigation, but their promise of safer voyages depends on reliable data and rigorous regulatory compliance. The sea has always punished navigational complacency. For centuries, mariners relied on paper charts, manual plotting and accumulated experience to steer vessels through treacherous waters. These methods remain part of maritime tradition, but modern shipping demands a more integrated approach to navigation. The Electronic Chart Display...

The Digital Compass at Sea

Electronic chart systems have transformed maritime navigation, but their promise of safer voyages depends on reliable data and rigorous regulatory compliance. The sea has always punished navigational complacency. For centuries, mariners relied on paper charts, manual plotting and accumulated experience to steer vessels through treacherous waters. These methods remain part of maritime tradition, but modern shipping demands a more integrated approach to navigation. The Electronic Chart Display and Information System (ECDIS) represents a decisive step in that direction, combining official digital charts with real-time information from a vessel’s navigational sensors. Its growing importance reflects a simple truth: in an industry where a minor navigational error can have catastrophic consequences, better information can make the difference between a safe passage and disaster. ECDIS is not merely a digital version of a paper chart. It is a type-approved navigational information system that displays official Electronic Navigational Charts (ENCs) and integrates data from equipment such as the Global Positioning System (GPS), gyrocompass, radar, Automatic Radar Plotting Aid (ARPA), Automatic Identification System (AIS) and echo sounder. By bringing these inputs together, it gives navigators a consolidated picture of the vessel’s position, its surroundings and potential hazards. The International Maritime Organisation (IMO) recognises compliant ECDIS, when used with appropriate official chart data, as meeting the relevant chart-carriage requirements under Chapter V of the International Convention for the Safety of Life at Sea (SOLAS). The distinction matters: an ordinary electronic display is not necessarily an ECDIS, and the use of unofficial chart data does not confer the same regulatory standing. Beyond Charts The system’s principal advantage lies in its ability to combine information and alert navigators to developing risks. It supports route planning and monitoring, checks proposed routes against configured safety parameters, displays the vessel’s position in real time and generates alarms when specified dangers or deviations are detected. Depending on the equipment and data available, radar, AIS, weather, tidal and other information can also be overlaid on the chart. This integration can reduce the burden of maintaining paper charts and manually plotting a vessel’s position. It can also help crews identify navigational hazards earlier, monitor their progress more efficiently and make better-informed decisions. In commercial shipping, where time, fuel consumption and operational reliability all matter, these benefits extend beyond safety to voyage efficiency. Yet ECDIS should not be mistaken for an autonomous navigator. Its alarms and safety checks depend on correctly configured settings, reliable sensor inputs and accurate chart information. Officers must understand what the system is displaying, recognise its limitations and retain the judgement to challenge misleading or incomplete information. The regulatory framework reflects the importance of getting this right. Under SOLAS Chapter V, ECDIS carriage became mandatory for specified categories of ships through a phased implementation schedule. The requirements cover, among others, new passenger ships of 500 gross tonnage and above and new cargo ships of 3,000 gross tonnage and above, subject to the applicable provisions and ship categories. The charts themselves are equally important. Official ENCs are vector charts produced to International Hydrographic Organization (IHO) standards. ECDIS processes this information into a System Electronic Navigational Chart (SENC), the internal database used by the equipment. Raster Navigational Charts (RNCs), by contrast, are digital images of paper charts. Software maintenance is therefore central to compliance. IHO standards have evolved, and equipment must remain compatible with the applicable requirements. New ECDIS installations have been expected to meet the relevant standards in force at installation, while existing systems require appropriate maintenance and upgrades. IMO guidance, including MSC.1/Circ.1503, has highlighted the importance of keeping ECDIS software properly maintained. Ship operators cannot assume that a system remains compliant simply because it was approved when first installed. Flag administrations and port-state control authorities may identify deficiencies where applicable requirements are not met. Maritime Imperative For India, these requirements carry particular significance. Its commercial shipping fleet operates within an international regulatory environment in which navigational safety, technical compliance and crew competence are inseparable. India has acceded to SOLAS and has used directives issued by the Directorate General of Shipping (DG Shipping) to implement applicable ECDIS carriage requirements. The government has also pursued the incorporation of relevant provisions into the domestic regulatory framework. DG Shipping has invoked Section 406(3) of the Merchant Shipping Act, 1958, in connection with ECDIS carriage requirements and the conditions attached to statutory certification. Implementation schedules for Indian ships undertaking international voyages have been prescribed, with compliance subject to regulatory oversight. Training is the other indispensable element. Navigational officers serving on ECDIS-equipped vessels must receive the applicable training in accordance with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), including the Manila amendments of 2010. Officers must be competent in route planning, alarm interpretation, chart management, system limitations and the response to equipment failure. India has an established marine services sector capable of supporting this transition. Companies offer ECDIS upgrades and maintenance alongside services for AIS, anemometers, autopilots, bridge navigational watch alarm systems, compasses, echo sounders and Global Maritime Distress and Safety System equipment. Marine radar servicing, including X-band and S-band systems, and the maintenance of associated electronic equipment are also available across Indian ports and anchorages. Shipowners must ensure that upgrades are undertaken by competent personnel, that equipment remains properly maintained and that the documentation needed for class surveys and port-state inspections is in order. Periodic checks should be treated as an operational necessity rather than an expense to be deferred. ECDIS is most effective when official charts, updated software, dependable sensors, trained officers and disciplined bridge procedures work together. A failure in any one of these elements can compromise the whole arrangement. As shipping becomes more technologically sophisticated, ECDIS is set to remain a central platform for navigation aboard commercial vessels. Its value lies not simply in replacing paper charts, but in helping crews interpret their surroundings, anticipate hazards and manage voyages with greater precision. For India, effective implementation is therefore both a regulatory obligation and a strategic investment in safer shipping. The challenge is to move beyond carriage requirements and ensure continuing operational competence. (The writer is a retired naval aviation officer and defence and a geopolitical analyst. Views personal.)

Anthony Grey: The Reporter Beijing Tried to Break

Nov 17, 2025
5 min read

A young British correspondent sent to decode Mao’s China instead became one of the earliest symbols of hostage diplomacy.

Anthony Grey was held hostage in Peking during Mao's 'Cultural Revolution.'
Anthony Grey was held hostage in Peking during Mao's 'Cultural Revolution.'

Anthony Grey, who passed away last month aged 87, first learned what it meant to be a pawn of great-power politics long before the term ‘hostage diplomacy’ came into vogue.


‘In view of the illegal persecution and the fascist atrocities in Hong Kong against Chinese correspondents, the Chinese government deems it necessary to adopt measures to restrict the freedom of Grey of Reuters in Peking [Beijing].’

This was spoken to Grey, then a young British correspondent, at the Foreign Ministry in Beijing in July 1967. He was to be confined to his house. It was the beginning of what turned out to be a two-year nightmare.


Perilous Posting

Grey had been sent by Reuters to Beijing in March of that year to report on the Cultural Revolution. Mao Zedong felt marginalised after the failure of the Great Leap Forward (1958-62) and the resulting famine that had killed upwards of 30 million people. Mao was also convinced that the Communist Party of China was moving toward economic liberalism and the political right, and that all his enemies were far too entrenched within the Party bureaucracy. So, to gather power back to himself and to reassert his own political vision upon China, Mao had decided to look outside of the Party for his ‘revolution within the revolution’, especially to students and young people, soon to become known as the ‘Red Guards’. Mao launched the ‘Cultural Revolution’ in May 1966 – and thereby cast China into complete chaos.


It was into this febrile, violent, and lawless environment – between 500,000 and two million people lost their lives during the Cultural Revolution – that Anthony Grey was sent. So little was known of what was going on in China at the time that, while travelling by train to Beijing, Grey was told to ‘Look out and see if the factory chimneys are smoking in Wuhan’ and ‘Keep your eyes skinned to see if there are rice shoots coming through the water in the fields,’ so as to gauge the effects of the Cultural Revolution and the strength of the Chinese economy. Grey was assigned a two-storey house on the edge of the Forbidden Palace and got to work, surprised at first by how much freedom he was allowed, able to walk among the crowds of people on the streets including many Red Guards, and even being within a couple of feet of Mao himself as the Great Leader passed by in a jeep during the May Day celebrations. But trouble was already brewing abroad, the massive social tensions generated by the Cultural Revolution about to spill over.

 

In September 1966, Mao had called for all Chinese foreign affairs offices to go through a process of ‘revolutionization’. What this meant was anyone’s guess – Mao as purposely ambiguous as ever. Diplomats were recalled. Lower ranking functionaries were left in charge of embassies and consulates, all of them desperate to prove their loyalty to Mao. The Chinese Ministry of Foreign Affairs in Beijing was subject to numerous attacks by Red Guards determined to propagate the Cultural Revolution throughout the whole foreign affairs system. ‘British Imperialism’ became a prime target. In 1967, diplomats were assaulted at the British Legation in Beijing. There were astonishing scenes in London when Chinese legation staff emerged to attack police and members of the Press with bottles and iron bars – known since as the ‘Battle of Portland Street’. There was also Chinese inspired violent leftist agitation in what was then the British colony of Hong Kong. The authorities in Hong Kong cracked down severely on the agitators, culminating in the banning of three pro-Communist newspapers and the arrest of pro-Communist journalists, including Hsueh Ping of the Chinese Xinhua News Agency. The placing of Anthony Grey under house-arrest in Beijing was China’s immediate response to Hsueh Ping’s arrest.


House Arrest

Imprisoned in his house in Beijing, Grey was left very much to his own devices. He kept a diary, and continued writing about life in Beijing – maintaining the journalistic discipline. On August 18th he spent the day writing a ‘situationer’, ironically as it turned out, about the continuing demonstrations on the streets by Red Guards. That night, Red Guards burst in, subjected him to physical torture and verbal abuse, threatened him with death, making it very clear that this was very much about the arrest of Hsueh Ping in Hong Kong. They trashed the whole house, daubing it with Maoist slogans and posters. They even killed his cat Ming Ming– pets considered a bourgeois affectation by the Red Guards. Thereafter Grey would be confined to a single room. He would maintain his sanity, despite his guards’ constant hostility, by continuing to keep his diary, learning Chinese, and practicing yoga.

 

During the following two years, Grey became an international cause célèbre, his face kept in the papers by the many efforts of his journalist colleagues, the British government preferring quiet negotiations behind the scenes. However, Grey would not be freed until October 1969, when the last of the pro-Communist journalists had been released in Hong Kong. Chinese officials were never shy about stating the direct connection to him.

 

Grey was awarded the ‘Journalist of the Year’ prize at the IPC National Press Awards and given an OBE (Order of the British Empire). But the world had changed much during the two years of his captivity and he found adjustment hard. He wrote a superb book on his experiences, Hostage in Peking (1970), and then worked for a few years for the BBC World Service before turning his hand to writing novels. He began with thrillers but, disturbed by the mysterious murder of The Sunday Times journalist David Holden in in Cairo in 1977, perhaps feeling the violence a little too close to home, he soured on the genre.  He penned sweeping historical epics instead, such as Saigon and Tokyo Bay.

 

Grey developed strange fascinations and interests. In 1988 he wrote a book about Australian Prime Minister Harold Holt who disappeared while swimming in 1967, alleging he had been a spy and had been picked up by a Chinese submarine – a claim widely debunked. In 1992 his marriage broke down, though he would remain great friends with his former wife Shirley until her death from cancer in 1995. She had been his girlfriend during his time of captivity. He then associated himself with the Raëlian UFO religion, described by the French parliament as a cult. This association, after years of battling depression, undermined his mental health further. It was only after forty years after his release from captivity that he sought help for PTSD, finally realising that the experience had never really left him.

 

Grey continued to speak out against hostage diplomacy – especially in regards to China. The imprisonment in 2018 of Canadians Michael Kovrig and Michael Spavor in China in retaliation for Canada’s arrest of senior Huawei executive Meng Wanzhou, as well as the ongoing detention of family members of Chinese dissidents living abroad who have angered Beijing, demonstrates China’s continuing belief in the efficacy of taking hostages for political purposes – to punish, to intimidate, and to use as leverage.


(The author is a novelist and retired investigator with an abiding passion for Chinese history. He is the creator of the Magistrate Zhu mysteries. Views personal.)

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