Ecdis Handout 251119 Saket

Electronic Chart Display & Information System (ECDIS)
Training Course
Electronic Chart Display &

Information System (ECDIS)
Compiled by ARI Faculty
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Training Course
As a historical comparison the onset of ECDIS could be said to be as significant as
putting steam powered engines and propellers on sailing ships. The comfort blanket of
the much loved and respected paper chart is fast disappearing and being replaced by a
digital equivalent. Some embrace this new technology and others fear it. It is therefore not
surprising that the rapid advance of this new technology means there are large numbers
of ships navigating with paper charts and ECDIS, or in historical parlance, navigating
with sails and engines. This will no doubt continue until adequate training, equipment
efficiencies and trust in ECDIS equipment warrants the removal of „sails‟.
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Training Course
Name of the Course
Electronic Chart Display & Information System
Name of Institute
ARI- SCHOOL OF HIGHER ACADEMIC AND PROFESSIONAL EDUCATION - I
MTI No. 107018
Training Centre
1. K-34, Saidulajab, M.B. Road,

New Delhi – 110030
Tel: 91-11- 43158585/86/87
Fax: 91-11- 43158588
Email: coursebookings@ariworld.com
Head of Institute
Mrs. A. Rewari
011-43158585/86/87
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Training Course
COURSE NAME VERSION
Electronic Chart Display & Information System 2.0
RECORD OF CHANGES DATE

January 2013
Page Nature of Changes / Change

S. No. DATE CHAPTER
No. Amendments Authorised By
1 31.03.15 3 Insertion of Chattarpur Capt. P.K. Mittal

Campus address
2 07.02.18 21 Insertion chart scale thumb Dir. (Modular)

rule
49 Action, in case GPS in DR Dir. (Modular)

mode
54 AIO layer , switch ON Dir. (Modular)
94 Safety depth , solved example Dir. (Modular)
98 Ground stabilize ECDIS Dir. (Modular)
100 Safety depth formula updated Dir. (Modular)
120 PMS, Cyber security inserted Dir. (Modular)
128 ISM/ certificates – inserted Dir. (Modular)
137 Insertion of IMO circular , Dir. (Modular)

ECDIS – good practice
3 26.07.19 3 Name of Institute Changed Dir. (Modular)
4 25.11.19 5-6 Course details added Dir. (Modular)
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Training Course
Electronic Chart Display and Information Systems

(ECDIS) Course – (Operational and Management Level)
PART – A GENERAL
SCOPE
This course intends to provide the knowledge, skill and understanding of ECDIS
and electronic charts to the thorough extent needed to safely navigate vessels whose
primary means of navigation ECDIS. The course emphasize both the application and
learning of ECDIS in a variety of underway contexts .The course is designed to meet
the STCW requirements in the use of ECDIS ,as revised by the 2010 Manila
Amendments specifically as these apply to Tables
A –II/1, A-II/2 and A -II/3 of the STCW Convention 1978 as amended, and also to
revise guidelines pertaining to training and assessment in the operational use of
ECDIS in Table B-1a, assessment in the navigational watch keeping and evaluation
of competence both in Table
B -II. This course is also designed to meet the requirements of IMO Model course
1.27 as revised (2012Edition).
It should be understood that this is a generic course which requires a structured and
complementary on –board ship specific ECDIS familiarization for each shipboard
ECDIS system on which the navigating officer serves.
OBJECTIVES
Those who successfully complete this course shall be able to demonstrates sufficient
knowledge' skill and understanding of ECDIS navigation and electronic charts to
undertake the duties of a navigational watch officer defined by STCW Code as
amended'
ENTRY STANDARDS
The trainees undertaking this courses hall have undergone pre-sea training for deck
cadets and sea service of not less than six months as Deck Cadet, OR
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Other trainees such as deck rating who has completed sea service for certificate of
competency as second Mates FG or NWKO-N CV and has attended the relevant
competency course for the respective grade.
All trainees shall be in possession of certificate of proficiency for ROSC and ARPA
and have at least three months sea service associated with bridge watch keeping
duties under supervision of a qualified officer.
All trainees should also have considerable familiarization with personal computing
operating systems keyboards and mice or trackballs.
CERTIFICATE
Documentary evidence shall be issued by the DGS approved maritime training

institute to all trainees who have successfully completed the DGS approved modular
course.
COURSE DURATION
Course: 5 Days
REQUIRED ATTENDENCE
100% attendance is compulsory.
ASSESSMENT
As per requirements of IMO Model course 1.27 as revised ( 2012 Edition).
All the independent navigation exercises conducted during the course shall be
capable of being recorded and replayed during debriefing. Provisions shall be for
unsuccessful trainees for providing additional hands-on training and records shall
be maintained.
Unsuccessful trainees shall be re-assessed on the subsequent batch assessments.

Every candidate shall be permitted to a maximum of three attempts at the
assessment. If any trainee is unsuccessful after three assessment attempts. He shall
repeat the entire course.
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Contents
Chapter 1................................................................................................................................................. 8
ELEMENTS OF ECDIS............................................................................................................................ 8
Chapter 2............................................................................................................................................... 91
WATCH-KEEPING WITH ECDIS........................................................................................................... 91
Chapter 3............................................................................................................................................... 98
ECDIS ROUTE PLANING AND MONITORING ...................................................................................... 98
Chapter 4............................................................................................................................................. 106
ECDIS TARGETS, CHARTS AND SYSTEM ........................................................................................... 106
Chapter 5............................................................................................................................................. 121
ECDIS RESPONSIBILITY AND ASSESSMENT ...................................................................................... 121
Chapter 6............................................................................................................................................. 132
SIMULATION EXERCISES .................................................................................................................. 132
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Chapter 1
ELEMENTS OF ECDIS
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Training Course
“...Successful transition to electronic chart navigation will require staff and crew training.
Most Flag States will require ships' officers, at least, to have received approved generic
ECDIS operator training, based on a standard IMO model 1.27 on which this ECDIS
Training Course is based upon. The ISM Code also requires ships' officers to have
training, which familiarises them with all the safety equipment on board...”
Introduction
Much of the fear stemming from the introduction of mandatory ECDIS has actually been
the fear of watch-keepers and masters navigating via an ECDIS without the proper
training1. Most bridge officers would readily agree that ECDIS seems like a beneficial and
helpful tool that increases safety. They would also agree that the prospect of navigating in
close quarters with other ships led by officers using an ECDIS that they are not sufficiently
trained on is unsettling.
Though the idea of an “ECDIS-assisted grounding” has led to some worries, the ECDIS in
many cases is not at fault. In fact, it is an “ECDIS Training-assisted grounding”. Maritime
authorities have been addressing the issue of ECDIS training for as long as they have been
addressing ECDIS. Training requirements, both in the use of ECDIS, in general, and the
specific makes and models onboard are increasing. Basically every school training bridge
officers will offer ECDIS training, with simulators. Further, almost every producer of ECDIS
offers training in the use of its equipment, or a list of schools that offer ECDIS training with
this equipment.
1
In 2008, the United Kingdom‟s Marine Accident Investigation Branch revealed that an accident earlier that year (CFL
Performer) resulted from inadequate ECDIS training. In this instance, one bridge team had received general ECDIS training,
and ECDIS training specific to the make on board; sadly, another bridge team was navigating that day. The master had no
previous experience or training on ECDIS or any other form of electronic navigation system. None of the officers were
aware of the significance of the safety contour, the safety depth, and the shallow and deep contours, and did not know how to
establish a watch vector ahead of the vessel, or its significance. All of these fundamentals are part of any ECDIS training
course.
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Training Course
When it is the primary means of navigation onboard, ECDIS training is required by two
specific sets of shipping regulations. For as long as the primary means of navigation onboard
is paper charts, however, training in the use of ECDIS is purely optional (as is obviously the
case on ships not yet equipped with ECDIS). The IMO‟s STCW 2010 Convention requires
ECDIS training, by equating electronic and paper charts, per definition. STCW 2010 Table
A-I I-1 stipulates that “...ECDIS systems are considered to be included under the term
„charts‟...” Thus, the RENC guide to ECDIS concludes that:
 If ECDIS is used as “chart”, the user must demonstrate the same degree of knowledge
and competency concerning the use of ECDIS as a user of a conventional chart must
demonstrate chart work competency.
 ECDIS training is as “mandatory” as chart training.
The ISM Code has stricter wording on ECDIS training, as the ship owner or operator must
ensure that personnel are given proper familiarisation with their duties. This applies to
proficiency in ECDIS, if this is the main means of navigation onboard. Thus, in the event of
an accident, ECDIS training may affect liability and insurance. Further, national authorities
may require ECDIS training for vessels in their flag registries, or visiting their ports2. It is up
to each flag state to define who on board the vessel must have ECDIS training. In general,
however, the master, watch-keeping officer, the route planner and any other bridge personnel
who use the ECDIS should have completed a training course.
All bridge officers who will keep watch on a vessel equipped with an ECDIS should have
general ECDIS training, as well as specific familiarisation with the ECDIS model on board.
Even when the ship‟s primary form of navigation is paper charts, the officers will often rely
on the ECDIS anyway; for this reason, they should be well trained in its use. The IMO
Committee on Standards for Training and Watch-Keeping (STW) has approved a
standardised IMO “Model Training Course on the Operational Use of ECDIS” (Model
2
Port state controllers in the Paris MoU region are admonished to discover: “Are officers able to produce appropriate
documentation that generic and type-specific ECDIS familiarisation has been undertaken?”
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Course 1.27). This course consists of a set number of topics and skills that provide minimum
requirements for a candidate to receive an ECDIS certificate. ECDIS training courses are
generally developed according to flag state requirements, which give the ECDIS certificates
their authority. Government approved courses generally need to meet the IMO Model Course
demands, as is the case with this course provided by ARI.
The Master, first officer and any watch-keeping bridge personnel should as a minimum take a
general and type-specific ECDIS course, as well as yearly refresher courses. They should
renew the type-specific ECDIS course each time the ship is refitted.
Introduction to ECDIS – Its Safety and Efficiency

With the advancement of electronic technology many navigational aid systems have been
computerized, and hybrid and automated ships have been realized in advanced countries on
shipping in the world. It is also anticipated to go forward the enlargement of size, increase of
speed and also reduction of labour for ships more hereafter, and it becomes important to
secure the safety of navigation of ships. As for the nautical charts, which are indispensable
for the operation of ships, it becomes necessary for an electronic chart system. This kind of
electronic chart display system contributes immensely to the safety and convenience of
navigation.
The purpose of ECDIS, as part of the SOLAS Convention is to improve safety. But there are
also very strong commercial and financial benefits. The technology has been around for some
time and its application discussed at length.
But now with the timetables laid down, by the IMO, it is time to implement.
"...Amendments to the International Convention for SOLAS (Safety of Life at Sea) were
approved by the IMO in June 2009, at the 86th session of the MSC (Maritime Safety
Committee), for the mandating of ECDIS (Electronic Chart Display Information System).
These amendments result in the obligation for cargo vessels, tankers and large passenger
ships to install and apply ECDIS to meet a timetable, which starts July 2012..."
Purpose of the ECDIS Training Course
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Training Course
The overall objective of an ECDIS training course is to enhance navigational safety. The
skills gained with this course include the safe operation of ECDIS equipment, proper use of
various types of ECDIS-related information, and knowledge of the capability and limitations
of ECDIS. To achieve these objectives, the mariner is required to:
 Acquire a thorough knowledge and functional understanding of the basic principles

governing ENC data and its proper display in ECDIS.
 Demonstrate proper use of the ECDIS equipment, including the use of navigational
functions associated with route planning and monitoring; the ability to select, display,
and interpret relevant information, and knowing what proper action to take in case of
malfunction.
 Be aware of ECDIS-related limitations, particularly those associated with errors of
interpretation, over-reliance, and complacency.
The purpose of the ECDIS training course therefore is:
 To enhance the safety of navigation.

 To train the Officer in ECDIS onboard and to create awareness about the system
limitations.
 To encourage the safe use of ECDIS in aggravated and in dangerous situations.
At the end of the course the participant will be able to:
 Describe the contents of the IMO Performance Standard.

 Explain the difference between an ECS system and an ECDIS system.
 Explain minimum requirement of ECDIS interfaces.
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Course content
Theoretically the course content will include:
 Definitions, rules and regulations.

 Initial settings and safety parameters.
 Faults and alarms.
 Route planning.
 Working with electronic charts.
 Sensor inputs.
 Playback system.
 Maintenance and update.
 Utility programmes.
Practically the course content will include:
 Explanation of minimum requirement of ECDIS backup system.

 Explanation of ECDIS limitations.
 Maintenance of ECDIS equipment according to the manufacturer‟s description.
 Doing a correct start-up and set-up of safety parameters.
 Updating chart by use of chart manager.
 Making a route plan and validate the route for anti-grounding and special areas
alarms.
 Ability to analyze and act on given alarms during route planning and under normal
sailing conditions.
 Differentiate between electronic charts and explain strengths and weaknesses of the
different charts.
 Sort out and display relevant information with regards to the specific chart and area.
 Use the ECDIS system together with other integrated navigational instruments as
backup and control.
 Simulator exercises.
Insight Gained
Train on One ECDIS System
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Training Course
It is important that training is provided on just one system. During the course, trainees are
often inclined to share their discoveries and solutions when trying to perform a new task. This
exchange would be limited if some trainees had one type of ECDIS and others in the same
class had another. That prospect would likely be overly taxing to the trainer, as well. Another
point here is that it is really not possible to teach “ECDIS in general”. Proficiency with
complex equipment is task specific. What is emphasized to trainees who expect to find a
different brand of ECDIS on board ship is that, thanks to the type-approval process, basic
functions will be available even if the user interface or menu structure from one manufacturer
to another varies.
Walk before Running
ECDIS is a “system” that is meant to help the user make informed decisions. It is vital to
convey that ECDIS is not infallible, nor a replacement for sound judgment. In the ECDIS
training like in any other supervised learning process, instructor‟s guidance is the key. The
challenge here is to allow the progress of lesson plans and task sheets to meet the particular
interests of the trainees. Since a trainee‟s interest may unfold in unexpected ways, exposure
to a topic does not necessarily mean overall proficiency. To preserve that interest while
adhering to the course structure, the instructor should be clear about the purpose at all times
and focus of the topics being discussed.
Knowledge vs. Proficiency
For a person to be granted a certificate of approved training all required proficiencies must be
met and all-important concepts grasped. In this regard, there is a big difference in telling a
person what is important or what to do, and actually allowing trainees to do it. During this
ECDIS course trainees will become familiar with the following:
 Selection of display layers,

 Complexity of safety values and alarm settings,
 Importance of keeping the display uncluttered,
 Switching between automatic and manual selection of charts,
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 Creating and managing user files,

 Creating and managing routes and schedules,
 The unusual appearance of S-57 data (compared to paper charts),
 Configuring sensors, and
 Correctly setting own ship values.
Functions and Scenarios

Trainees seem to get the most out of training time when several specific functions can be
applied to the simulation exercises. Topics mastered using a simulator can include:
developing routes, selecting what chart data to use, and editing route plan schedules and some
others.
Situational Awareness
Trainees, for the most part, want to practice situational awareness in bridge simulation. In the
past, simulation has meant contending with traffic while position keeping and handling the
vessel in real-life scenarios. The addition of ECDIS into this activity effectively shifts
position keeping away from ARPA, position plotting from the paper chart, and offers primary
detection of set and drift. ECDIS further makes easy work of revising ETA‟s to check points
and waypoints, not to mention heightened awareness of the safe water around the vessel and
weather conditions at all times. Therefore the simulator-based situational awareness training
is the natural and correct direction for ECDIS training.
ECDIS Learning Environment
ECDIS has some functions which indicate not only chart's information but also other
information and has functions that give to ship's navigator an alarm when a ship is
approaching or entering into potentially dangerous areas. Major function of ECDIS is as
follows:
Information other than paper charts:
 Plots of ship positions.
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 Warning to dangers.
 Superimposing with Radar and other images, etc.
Elements of chart display:
 Adjustable displaying brightness to the bridge environment.

 Auto scrolling of chart area on the course.
 Auto loading of necessary charts, etc.
Characteristics of digital information:
 Selectable of display contents.

 Enlargement / reduction of display contents.
 Storing up and re-accessing to log books, etc.
Staff and Crew Training
Successful transition to electronic chart navigation will require staff and crew training.
Most Flag States will require ships' officers, at least, to have received approved generic
ECDIS operator training, based on a standard IMO model 1.27 on which this ECDIS Training
Course is based upon. The ISM Code also requires ships' officers to have training, which
familiarises them with all the safety equipment on board.
Flag State Certification
Existing regulations require Flag State certification. You will need to acquire a Certificate of
Equivalency, allowing the use ECDIS for SOLAS chart requirements.
This proves the vessel as having a type approved ECDIS installed to meet IMO requirements
and as having an approved back-up system. As part of ensuring compliance the equipment
will need to be recorded and attached to the ship's safety equipment certificate and give
details of the back-up system. Other requirements may be applied by the classification society
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and insurers / P&I and one should check with them to see if they have any additional, specific
requirements. It is important to remain informed on the Flag State requirements as these may
change following the adoption carriage requirements for ECDIS.
Port State Inspections
Port State controls will check on ECDIS compliance. Such inspections may require
demonstration of crew competence and evidence of the system being incorporated into the
operational procedures related to ECDIS. This would be in addition to the Flag Sate
certification.
The application of vetting schemes by some commercial operators, with similar requirements,
may put the ship off-hire if the system does not comply.
Purpose of ECDIS
The ECDIS concept is a total change from using paper charts, and the transition from paper
charts to electronic charts poses a challenge for the industry, particularly for those who have
no current experience of electronic charts.
All of this new technology will be of very little benefit in enhancing navigational safety if the
watch-keeping officer is not fully trained and properly qualified in its use. Undertaking an
appropriate generic training course that follows IMO Model course 1.27 is fundamental to
understanding the functionality of the ECDIS environment. After all, the objective of ECDIS
training cannot be limited to only teach the „knobology‟ of the equipment, how to access
menus, display charts, etc. The ISM code also puts the onus firmly on the owners / managers
to ensure that mariners on their vessels are competent to carry out the duties they are
expected to perform
This has been taken to mean that users of safety-related equipment, such as ECDIS, must be
given appropriate familiarisation with the specific equipment used on a particular vessel prior
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to use at sea. This includes the layout, menus and functions of the particular system in use on
board ship.
The safe operation of ECDIS necessitates the development of a new user mindset, which
in many ways is quite different to that needed when using paper charts. The makings of a
good mindset have to be instilled in users as a major component of basic ECDIS training and
must not be obscured by an overemphasis on rote learning the specific operation of any
one particular ECDIS. A firm grip of the fundamentals is essential; it not only helps instil the
correct mindset but allows much easier familiarisation when transferring between ships with
different ECDIS on board.
Carriage requirements for ECDIS
The International Maritime Organization (IMO), at the 86th session of the Maritime Safety
Committee (MSC) in June 2009, approved amendments to the International Convention for
the Safety of Life at Sea (SOLAS) requiring ships to be fitted with an Electronic Chart
Display and Information System (ECDIS). The amendment to SOLAS means that all large
passengers, tanker and cargo ships will be required to be fitted with ECDIS on a rolling
timetable that begins in July 2012.
PERFORMANCE STANDARDS FOR ECDIS
Performance Standard under SOLAS

The overall standard is called 'IMO performance standard for ECDIS and is a framework for
the concept ECDIS. This was ratified in November 1995, and states that ECDIS can replace
the paper charts. Other standards are:
 Specifications for Chart Content and Display Aspects of ECDIS (IHO S-52).
 IHO Transfer Standard for Digital Hydro-graphic Data (IHO S-57, VER. 3.1).
 Electronic Chart Display and Information System - Operational and Performance
Requirements Methods of Testing and Required Test Results (IEC 1174).
The IMO Performance Standards further stipulate that chart information to be used in ECDIS
conform to IHO S-57, VER. 3.1 data standards, and that IHO colours and symbols used to
represent the System ENC information. While the current edition of IHO S-57, VER. 3.1
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(Edition 3) contains an ENC Product Specification, it however, does not specify the content
or format for supplemental information.
Chart Content and Display Standard (S-52)
This standard defines the content of the charts and also how the charts should be displayed on
the screen. Among other things it consists of a presentation library. This standard will assure
that the charts will look the same in all systems.
Extraction from test database shown according to S-52
Transfer Standard (S-57, VER. 3.1)
This standard consists mainly of the following parts:
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 Theoretical background, definitions and conceptual model.

 Object Catalogue, which describes all allowed objects; who they are, their
definitions and which attributes that are allowed for the objects.
 Attribute Catalogue, which describes all allowed attributes; who they are, their
definitions and in some cases also what values that are allowed.
 Description of the transfer format.
 Product specifications, describes what objects and attributes that are allowed for
the different products. ENC (Electronic Navigational Chart, data to the
ECDIS - systems) is one product. S-57, VER. 3.1 also deals with exchange of
paper charts as well as survey information.
The standard is out in its third edition (the first one was ratified in 1992). This standard
assures that all countries (that adapts this standard) will deliver data in one and the same
format. One does not want to have a situation where every country has its own format!
Performance Requirements (IEC 1174)
This standard defines the technical demands on the system. It also defines what tests should
be done when certifying a system as an ECDIS (as well as the expected results of the tests).
IHO Standard, Format and Specifications
In conjunction with the development of IMO Performance Standards for ECDIS, the
International Hydro-graphic Organization (IHO) has developed technical standards and
specifications related to the digital data format, and specifications for the ECDIS content and
display.
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International Electro-technical Commission (IEC) Testing Standards
At the request of IMO, the IEC worked to identify and describe the necessary performance
tests and checks for an IMO-compliant ECDIS.
ECDIS, with adequate back-up arrangements, may be accepted as complying with the up-to-
date charts required by regulation V/20 of the 1974 SOLAS Convention.
In addition to the general requirements for ship-borne radio equipment forming part of the
global maritime distress and safety system (GMDSS) and the requirements for electronic
navigational aids contained in IMO Resolution A.694 (17), ECDIS should meet the
requirements of this performance standard as per IMO Resolution MSC 232 (82). This
resolution was adopted on 5 December 2006 and was implemented on 1.1.2009. The Annex
24 of the resolution – The Revised Performance Standards for Electronic Chart Display and
Information Systems (ECDIS) which the Raster Chart Display System (RCDS or ECD) using
Raster Navigational Charts (RNC) is incorporated in the Standards to meet the real situation,
which in a nutshell includes:
 ECDIS should be capable of displaying all chart information necessary for safe and
efficient navigation originated by, and distributed on the authority of, government-
authorized hydro-graphic offices.
 ECDIS should facilitate simple and reliable updating of the electronic navigational
chart.
 Use of ECDIS should reduce the navigational workload as compared to use of a paper
chart. It should enable the mariner to execute in a convenient and timely manner all
route planning, route monitoring and positioning currently performed on paper charts.
It should be capable of continuously plotting the ship's position.
 ECDIS should have at least the same reliability and availability of presentation as the
paper chart published by government-authorized hydro-graphic offices.
 ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment.
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Display of SENC Information
 ECDIS should be capable of displaying all SENC information.

 SENC information available for display during route planning and route monitoring
should be subdivided into three categories, display base, standard display, and all
other information.
 ECDIS should present the standard display at any time by a single operator action.
 When a chart is first displayed on ECDIS, it should provide the standard display at the
largest scale available in the SENC for the displayed area.
 It should be easy to add or remove information from the ECDIS display. It should not
be possible to remove information contained in the display base.
 It should be possible for the mariner to select a safety contour from the depth contours
provided by the SENC. ECDIS should give the safety contour more emphasis than
other contours on the display.
 It should be possible for the mariner to select a safety depth. ECDIS should
emphasize soundings equal to or less than the safety depth whenever spot soundings
are selected for display.
 The ENC and all updates to it should be displayed without any degradation of their
information content.
 ECDIS should provide a means of ensuring that the ENC and all updates to it have
been correctly loaded into the SENC.
 The ENC data and updates to it should be clearly distinguishable from other displayed
information, such as, for example, which listed in appendix 3.
Provision and Updating of Chart Information
 The chart information to be used in ECDIS should be the latest edition of information
originated by a government-authorized hydro-graphic office, and conform to IHO
standards.
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 The contents of the SENC should be adequate and up-to-date for the intended voyage,
as required by regulation V/20 of the 1974 SOLAS Convention.
 It should not be possible to alter the contents of the ENC.
 Updates should be stored separately from the ENC.
 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. By whatever means updates are received, the implementation procedure
should not interfere with the display in use.
 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.
 ECDIS should keep a record of updates, including time of application to the SENC.
 ECDIS should allow the mariner to display updates so that the mariner may review
their contents and ascertain that they have been included in the SENC.
Scale
ECDIS should provide an indication of whether:
 The information is displayed at a larger scale than that contained in the ENC; or
 Own ship's position is covered by an ENC at a larger scale than that provided by the
display.
 ( Thumb rule : monitor anything between from twice to half of compilation scale of
chart)
Display of other Navigational Information
Radar information or other navigational information may be added to the ECDIS display.
However, it should not degrade the SENC information, and should be clearly distinguishable
from the SENC information. ECDIS and added navigational information should use a
common reference system. If this is not the case, an indication should be provided.
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Radar
 Transferred radar information may contain both the radar image and ARPA
information.
 If the radar image is added to the ECDIS display, the chart and the radar image should
match in scale and in orientation.
 The radar image and the position from the position sensor should both be adjusted
automatically for antenna offset from the conning position.
 It should be possible to adjust the displayed position of the ship manually so that the
radar image matches the SENC display.
 It should be possible to remove the radar information by single operator action.
Display Mode and Generation of the Neighbouring Area
 It should always be possible to display the SENC in a "north-up" orientation. Other

orientations are permitted.
 ECDIS should provide for true motion mode. Other modes are permitted.
 When true motion mode is in use, reset and generation of the neighbouring area
should take place automatically at a distance from the border of the display
determined by the mariner.
 It should be possible manually to change the chart area and the position of own ship
relative to the edge of the display.
Colours and Symbols
 IHO recommended colours and symbols should be used to represent SENC

information.
 The colours and symbols should be those used to describe the navigational elements
and parameters and published as by IEC3.
3
International Electro-technical Commission (Geneva)
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 SENC information, when displayed at the scale specified in the ENC, should use the
specified size of symbols, figures and letters.
 ECDIS should allow the mariner to select whether own ship is displayed in true scale
or as a symbol.
Display Requirements
 ECDIS should be capable of displaying information for:
a) Route planning and supplementary navigation tasks;

b) Route monitoring.
 The effective size of the chart presentation for route monitoring should be at least 270
mm x 270 mm.
 The display should be capable of complying with the colour and resolution
recommendations of IHO.
 The method of presentation should ensure that the displayed information is clearly
visible to more than one observer in the conditions of light normally experienced on
the bridge of the ship by day and by night.
The Timeline for Implementation of ECDIS Onboard Ships
The implementation dates, on a rolling timetable, offer plenty of time for preparation and
training, as well as for staged installation and application across fleets. Installing ECDIS
becomes mandatory, starting July 2012. The rolling timetable provides a phased programme
across vessel types:
 New passenger vessels of 500 GT and upwards constructed on or after 1st July 2012.
 New tankers of 3,000 GT and upwards constructed on or after 1st July 2012.
 New cargo ships, other than tankers, of 10,000 GT and upwards constructed on or
after 1st July 2013.
 New cargo ships, other than tankers, of 3,000 GT and upwards but less than 10,000
GRT constructed on or after 1st July 2014.
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 Existing passenger ships of 500 GT and upwards constructed before 1st July 2012 and
no later than the first survey on or after 1st July 2014.
 Existing tankers of 3,000 GT and upwards constructed before 1st July 2012 and no
later than the first survey on or after 1st July 2015.
 Existing cargo ships other than tankers of 50,000 GT and upwards constructed before
1st July 2013 and no later than the first survey on or after 1st July 2016.
Note: The new builds timetable is based on the date the keel is laid. Fitting ECDIS aboard
existing ships is mandated in advance of the first survey, following the implementation date.
Existing vessels less than 10,000 GT are not required to install and operate ECDIS under the
current proposals and Flag States may provide exemptions for vessels, which will be taken
out of service within the two years prior to the implementation date.
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Chart carriage requirement under SOLAS

The requirement for the ships to carry adequate & up to date nautical charts for the intended
voyage and to plot and monitor positions throughout the voyage is contained in the existing
SOLAS.
For a ship to depend totally on ECDIS for navigation (as opposed to relying on paper charts)
under SOLAS Chapter V Regulation 18, SOLAS further states that the system shall conform
to the relevant performance standards of the IMO presently specified in Resolution A.
817(19).
However, the revised SOLAS, Chapter V Regulation 19.2.1.4, states that all ships
irrespective of size shall have the nautical publications to plan and display the ships route for
the intended voyage and to plot and monitor positions throughout the voyage. Since the
coming into force of the revised Chapter V in July 2002, it is now contained in Regulation
V19, supported by Regulations V2, V9 and V27.
 Regulation V2 specifies that the charts, whether paper or electronic, must be “issued
by or on the authority of a Government, authorized hydro-graphic office or other
relevant government institution”. These are often referred to in the literature as
“official charts”
 Regulation V9 states that contracting governments must provide hydro-graphic

services, one component of which is the provision of notices to mariners to keep their
charts up-to-date
 Regulation V19 defines a vessel‟s chart carriage requirements. It also states that these
may be met by the use of an Electronic Chart Display and Information System
(ECDIS) supported by back-up arrangements. It is only ECDIS that is capable of
meeting the minimum performance standards set by the IMO and referenced in
Regulation V19
 Regulation V27 states that the charts used by the mariner must be “up-to-date”; that
is, they must be kept corrected for notices to mariners
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Three key components
Derived from above, there are three key components for a vessel to satisfy the chart carriage
requirement in SOLAS V. These are:
1. ECDIS equipment is to be as per specification laid out in the IMO ECDIS

Performance Standards (IMO Resolutions A.817 (19), MSC.64 (67) and MSC.86
(70)). To meet the carriage requirements, the ECDIS thus must be “type approved”.
2. A back-up arrangement for the ECDIS. The ECDIS Performance Standards specify
the requirements, which the back-up must meet but does not specify which solutions
meet those requirements. However, Regulation V19 states that an “appropriate folio
of paper charts” may be used. The suitability of other, by implication non-paper,
back-up solutions must be decided by the relevant maritime administration.
3. Charts, to be used by the ECDIS. These are Electronic Navigational Charts (ENC),
which conform to standards defined by the International Hydro-graphic Organization
(IHO). These are often referred to as “official” ENC.
Chart carriage requirements as in force before 1 January 2011
Regulations 19.2.1.4 and 19.2.1.5, read as follows:

“...All ships irrespective of size shall have nautical charts and nautical publications to plan
and display the ship‟s route for the intended voyage and to plot and monitor positions
throughout the voyage; an electronic chart display and information system (ECDIS) may be
accepted as meeting the chart carriage requirements of this subparagraph...”
“...Back-up arrangements to meet the functional requirements of subparagraph .4, if this

function is partly or fully fulfilled by electronic means...”
Chart carriage requirements as in force after 1 January 2011
The new regulation 19.2.1.4 reads as follows:

“...Nautical charts and nautical publications to plan and display the ship‟s route for the
intended voyage and to plot and monitor positions throughout the voyage. An electronic chart
display and information system (ECDIS) is also accepted as meeting the chart carriage
requirements...”
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Legal requirement under STCW 2010 / ISM Code
The onus is firmly put on the ship-owner, or operator, to ensure that the mariners on their
ships are competent to carry out the duties they are expected to perform and this is
categorically specified under STCW 2010, as well as ISM code.
The above stipulation means that if a ship is equipped with ECDIS, the ship-owner, or
operator, should ensure that the users of such a system are properly trained in its operation,
the use of electronic charts, and are familiar with the shipboard equipment before given the
responsibility to navigate using ECDIS at sea.
An Example of 'Paperless navigation' Onboard Vessels Flying the Dutch Flag
Dutch equivalent arrangement SLS.14/Circ.191 of 17 September 2002 elaborates on the

back-up arrangements which are required in the event that ECDIS is used as primary means
of navigation. It should be noted that the equivalency lies in the fact that the Netherlands
Shipping Inspectorate is of the opinion that if a ship is equipped with a second ECDIS, as
back-up for the primary ECDIS, this second ECDIS can be accepted as an alternative for the
appropriate portfolio of paper charts when sailing in the RCDS-mode in waters for which
only RNC‟s are available.
ECDIS Training Requirements
In order to satisfy the requirements of the STCW 2010 Convention and the ISM Code,
Shipping Company is obliged to ensure that bridge officers undergo effective ECDIS
training. Currently a concrete legal base for formal approval of an ECDIS course by the Flag
State does not exist. In view of the forthcoming Manila Amendments and the new ECDIS
carriage requirements in Chapter V of SOLAS, ECDIS training will be incorporated in the
curriculum of the nautical colleges. It is up to the Flag State to decide whether 'existing'
officers in charge of a navigational watch will be obliged to still undergo an approved ECDIS
course.
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Although not specified in the STCW Code, as amended, ship owners are urged to distinguish
between 'ECDIS generic training' and 'ECDIS type specific training.' In this respect particular
attention is drawn to paragraph 1.4 of Regulation I/14 of the STCW Convention which
obliges ship owners to ensure that seafarers on being assigned to any of its ships are
familiarised with all specific ship installations and arrangements. Typically a type-specific
ECDIS training could be provided by the manufacturer and would not require a Flag State
approval.
ECDIS – Value to Navigation
Some ECDIS Terminology
Electronic chart display and information system (ECDIS) means a navigation information
system which, with adequate back-up arrangements, can be accepted as complying with the
up-to-date chart required by regulation V/20 of the 1974 SOLAS Convention, by displaying
selected information from a system electronic navigational chart (SENC) with positional
information from navigation sensors to assist the mariner in route planning and route
monitoring, and by displaying additional navigation-related information if required.
Electronic navigational chart (ENC) means the database, standardized as to content,

structure and format, issued for use with ECDIS on the authority of government-authorized
hydro-graphic offices. 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 safe navigation.
System electronic navigational chart (SENC) means a database resulting from the
transformation of ENC to that of display on the system. The ENC by ECDIS for appropriate
use updates to the ENC by appropriate means, and other data added by the mariner. It is this
database that is actually accessed by ECDIS for the display generation and other navigational
functions, and is the equivalent to an up-to-date paper chart. The SENC may also contain
information from other sources.
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Standard display means the SENC information that should be shown when a chart is first
displayed on ECDIS. The level of the information it provides for route planning or route
monitoring may be modified by the mariner according to the mariner's needs.
Display base means the level of SENC information which cannot be removed from the
display, consisting of information which is required at all times in all geographical areas and
all circumstances. It is not intended to be sufficient for safe navigation.
Correct and Incorrect Use - Risk of Over-Reliance
Over reliance of any equipment leads to the un-sustainability of the operation in the long run.
The same principle, and subsequent precaution, applies to the use of ECDIS as well. ECDIS
is an effective navigational tool, provided used judiciously, which helps to perform the
navigational functions and that its limitation, including those of the sensors, makes over
reliance on it dangerous.
Emphasis must be placed on the need to keep a proper lookout and to perform periodical
checking, especially of the ship‟s position, by ECDIS independent methods with or without
the use of ECDIS, all navigational activities have to comply with the basic principles and
operational guidance for officers in charge of and navigational watch. Below are few items to
consider:
 Automatic positioning is usually accomplished by GPS. GPS is accurate to 10m (SPS)

95% of the time. That means 5% of the time; its accuracy is less than 10m. There is
no way of knowing when your accuracy is degraded.
 DGPS improves the accuracy of GPS. The use and/or lack of use may cause large
discrepancies in the positioning of the ship.
 During war or hostile waters, GPS may be jammed. An understanding of traditional
navigation techniques is therefore extremely important.
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 Like any other piece of equipment, ECDIS may malfunction. To be certified, any
ECDIS system must have adequate back up. A means to check the operation of
ECDIS must be in place (including positioning info).
 Electronic charts may have embedded errors. Most Hydro-graphic services are
compiling the first generation of electronic charts from current charts. Raster and
vector pictures of nautical charts retain the inaccuracies and incongruities of the
source from which they are derived. These charts may be based on old survey data,
i.e. not a true “digital chart” (from original sounding and source data). Surveys are
expensive and time consuming. Some estimation says it would take over 50 years
with the current technology to update the world‟s charts with original data. This
limitation is unavoidable until some affordable, broad area means of surveying comes
to the technical forefront. It is still an important limitation to understand.
Additionally, numerous commercial companies are producing their own electronic
charts, which lack official (legal) certification.
 Finally, as with any system, there must be trained human operators. Human error,
primarily a lack of understanding of the system, can have serious consequences.
Captain S K Joshi, Marine Superintendent of Teekay Shipping (Canada) Ltd, provided a

summary of ship-owners responsibilities:
“The ISM code is all about changing the safety culture present at sea and ashore.
Historically the ships were blamed for everything that went wrong at sea. Today this is
changing and there is a realisation that owners, managers or operators have to take some, if
not all, of the blame for what goes wrong on the ships.
There is a long list of items where management is responsible for taking care of ships
activities in a safe manner. A major responsibility is to supply the ship with up-to-date
navigational equipment, including approved navigational charts for the area where the vessel
is planning to navigate and adequately qualified and trained staff.
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The ISM code expressly requires the management to provide the vessel with resources and
personnel for safety and environmental protection. SOLAS Chapter V Regulation 20 requires
that “all ships shall carry up-to-date charts ... necessary for the intended voyage”.
This brings us to two fundamental issues: firstly, the ship must have the charts onboard for
the intended voyage and secondly there must be a reliable system for keeping the charts
corrected at all times with the latest corrections available.
The major problem on ships trading world-wide is the sheer number of charts which must be
corrected up-to-date from the latest Admiralty Notices to Mariners. It is an extensive task for
any average second officer. In addition to his other duties (watch keeping, cargo watches and
provision of medical attention) he has to correct all charts and publications. In practice, this
job is quite likely done in his own time. With on average over 3000 charts on a world-wide
trading vessel, this job is not the most exciting or entertaining task in the world. Fatigue,
boredom and the repetitive nature of the work take their toll on chart correction.
The reliability of chart correction is vital to the safe navigation of the ship. Yet the Master is
unable to verify that the second officer has made appropriate corrections and maintained a
proper log due to the sheer size of the task. There are three basic reasons for the unreliability
of chart corrections. Firstly, due to work overload on the second officer, the job is done at the
end of the day when he is tired so the corrections may not be applied accurately. Secondly,
on a number of ships the second officer may be ignorant of the importance of chart
corrections and is not trained in chart correcting. Chart correcting is not a subject in any
syllabus for examinations nor is it taught in schools. It is learned on board by observing the
senior officer doing the job. Thirdly, and most regrettably, the officer may be too lazy to
correct the charts, instead making false entries in the log and in the left bottom corner of the
chart without actually correcting the chart itself. Occasionally one comes across a second
mate who does this at sea. The Master cannot physically check all the charts for correction.
He has to delegate and rely on his officers.
Under Rule 7 of the ISM Code, development of plans for shipboard operations is an essential
part of the Safety Management System. This includes identifying all operations affecting
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safety. These can be classified in four categories namely: normal, special, critical and
emergency operations. Chart corrections fall under the critical category. The totality of
corrections, accuracy of corrections and record keeping of corrections are all critical to the
safe navigation of the ship. If one has to look into the functional requirements of Safety
Management Systems (SMS) related to safe navigation of the vessel as a pro-active measure,
there has to be a check list to ensure availability of an up-to-date corrected chart for
navigation.
The foregoing discussion establishes the necessity for corrected charts under the ISM code.
This can only be achieved with current reduced manning on ships by an automatic electronic
process. This in turn is only possible with electronic charts (whether they are raster or vector
is not of the greatest importance). The human element is avoided in electronic chart
correction thereby increasing safety and saving a considerable amount of time to devote to
other safety measures.
If there is an accident and the root cause is traced to inadequately corrected charts, the ship
will be held to be un-seaworthy. This alone in my view should prove the case for compulsory
use of electronic charts onboard in the near future.”
For those that distrust these systems, much of the distrust can be put down to the lack of proper training that
would give the operator the ability and confidence to use the equipment efficiently and effectively. The need
for training is justified by the large numbers of ECDIS related incidents at sea. We all read about these
incidents and with the benefit of hindsight pass judgement, but this could be you joining a ship with ECDIS,
without adequate training. Ask yourself whether you would you be able to utilise the system safely and
effectively? Are you willing to take the risk of not conducting adequate training? One thing is certain, when
used by properly trained operators ECDIS provides enormous benefit for the mariner over existing paper
charts. Such benefits include:
 Increase in spatial awareness and efficiency – This ultimately means the operator has more time to
look out of the window.
 Fusion of NAVAID information – Pools information feeds to assist in compiling your picture (e.g.
Radar Image Overlay (RIO), AIS and NAVTEX).
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 Increased safety in dangerous conditions – If you can prove the ECDIS derived position correct
you can judge yourself to the nearest point of danger very accurately.
 Fast, accurate passage planning and re-planning.
 Automated, fast, accurate chart updates.
The concept of ECDIS systems can be likened to that of radar sets. Radar sets are subtly different in the way
they look and the software they use, but on the whole they all contain much the same functionality. The
challenge is to know where to find that functionality on the system you are using. The existence of multiple
systems in Fleets makes this challenge greater, although for those that are waiting for the day all ECDIS menus
look the same do not get too excited. One only needs to look at radar which has been around for decades to see
that it is highly unlikely. Furthermore, it is essential that adequate training is available so the operator is able to
get the most out of their ECDIS and understand both capabilities and limitations of the equipment. Playing
around with an ECDIS for a couple of hours is not enough to warrant navigating with it. There is no substitute
for proper training.
Some advantages of ECDIS over paper charts have been listed, but what does ECDIS offer the operator in
terms of functionality and time saving during the Route Planning process (Appraisal, Planning, Execution and
Monitoring), and what are the shortfalls of using such systems for this purpose?
The last few years have seen a steady increase in the use of electronic chart systems and the
associated electronic chart data at sea. Unfortunately, this increased use has also given rise to
the confusion regarding the “electronic chart” solution and their legitimacy subject to the
requirements of SOLAS Chapter V.
Electronic Chart Display and Information System (ECDIS) is a computerized navigation

system, consisting mainly of a computer processor and display, a standardized database, and
navigation sensors. ECDIS is not only capable of displaying the navigation related
information in real-time but also supporting other advanced functions, such as route planning,
route monitoring and automatic alarms.
The real requirement for a navigation system could not be put, by a Master Mariner, more
clearly than in the following statement:
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… (I want) “...a reliable, accurate and continuously updated position related to

charted features, with a simple method of ascertaining from the display the
distance from perceived hazards without involving too much distraction from the
task of conning the vessel. Plus a simple means of checking the accuracy of GPS
position against other fixing methods”…
And
…“A reliable and simple to use passage planning tool”…
Limitation of ECDIS
There are some limitations of the ECDIS as followings:
1. Chart Accuracy
ECDIS provides the navigator with a tactical tool which incorporates a high accuracy
positioning device. The navigator can "zoom" in on an ECDIS chart to a scale beyond
the intended accuracy of the charted information.
2. Technical limitation of other devices

The accuracy is also depends on the technical limitation of other devices linked to the
ECDIS, such as GPS, radar, etc. The mariner must be attentive to the source and
accuracy of the position fixing device utilized by the ECDIS.
3. Information Overload
The mariner is cautioned to be wary of information overload and a much cluttered display
screen. Information overload and a cluttered screen seriously degrade navigation safety
for the mariner and could result in a "technology-assisted incident".
4. Familiarization of ECDIS
A mariner must invest time and effort to mastering the device prior to his first
navigational watch. This will be crucial to the navigation safety of the vessel in the event
paper charts are not required or available on the vessel.
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What does ENC stand for?
Although an ECDIS is a remarkable instrument, there cannot be any operational ECDIS

installations onboard without proper digital chart data to be displayed. In order to allow
ECDIS become a real substitute for a paper chart under the SOLAS Convention set by the
IMO, it is necessary to establish:
 Production of official Electronic Navigational Chart (ENC) data

 Infrastructure to deliver ENC
 Updating service
The use of electronic charts as “safe for navigation” depends not only on building these
digital data bases, but ensuring that they are kept up-to-date. Both equivalent coverage and
accuracy of data are required for legal standing.
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How do I recognise an ENC?
What makes ENC so special?
An ENC is a presentation of hydro-graphic and navigational information in digital form. ENC

is vector data, which is composed of points, lines and area features with detailed attributes.
From the relationships between these (points, lines and areas) and ship's features (speed,
draft, course) it is possible for an ECDIS system to intelligently detect and alarm the
navigator of possibly dangerous situations.
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The main technical characteristics of the S-57, VER. 3.1e3 compliant ENC are:
 ENC data must be encoded using chain-node topology, duplication of coincident

linear geometry is prohibited
 The horizontal datum must be WGS 84 and no projection is used
 Only binary implementation must be used for ENC. The use of compression
algorithms is prohibited, but ENC data may be protected from unauthorised access
by the use of encryption algorithms
 S-57, VER. 3.1e3 allows for feature-based incremental updating of ENC. Since
each object and attribute as well as each geometric element are assigned with
unique identifiers, update files containing commands to insert, delete or alter
specific features can be incorporated to the existing ENC in the ECDIS systems
without need for changing the whole ENC cell. This provides a great saving in
data volume involved in an updating process.
A rough example of an incremental updating of ENC
ENC Running the Gauntlet
The main constraint affecting the exploitation of ECDIS is still the lack of official data
conforming to the S-57, VER. 3.1e3. Private sector is moving ahead with non-official raster
and vector data (which do not meet the criteria for paper-chart-equivalency) and Hydrograph
Offices (HO) around the world may have difficulty later winning the battle of navigators'
souls.
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Reasons for this state of affairs are:
 S-57, VER. 3.1e3 standard was officially accepted very late, November 1996.
 Since both applicable data structure and product specifications state very complex
rules for ENC, requirements for the ENC production system development are
extremely high.
 It has become evident that HO only seldom has needed resources and knowledge in
terms of in-house ENC production system development. Therefore many HO are in
hands of software suppliers.
Non-SOLAS V Electronic Charting Options
The development of the relevant IMO and IHO standards took place over the last 15 years.
During this time some equipment manufacturers started to produce display systems able to
superimpose vessel position on an “electronic chart”. These systems were referred to
generically as Electronic Chart Systems (ECS) and normally used “electronic charts”
produced by commercial companies. This use continues even today.
Electronic Chart Systems are defined in IHO publication S-52 Appendix 3 as a “Generic term
for equipment which displays chart data but which is not intended to comply with the IMO
Performance Standard for ECDIS, and is not intended to satisfy the SOLAS Chapter V
requirement to carry a navigational chart”. Because ECS do not meet SOLAS requirements,
there is no IMO ECS standard. However, the International Organization for Standardization
(ISO) is currently developing a standard for ECS charts (ISO 19379). Although both
standards are extremely useful, it should be stressed that they relate to a solution that is not
SOLAS compliant. An ECS cannot meet a vessel‟s SOLAS chart carriage requirements, even
if the charts used in an ECS are ENC or RNC. Similarly, commercial “electronic charts”
whether used in an ECS or an ECDIS do not meet a vessel‟s chart carriage requirements. In
all these circumstances, a vessel‟s SOLAS V chart carriage requirements can only be met by
the use of a normal folio of paper charts.
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The lengthy time required to develop standards provided opportunities for private companies
to develop like-systems using proprietary file formats and data presentation, usually operating
on a PC environment. These systems, whilst providing much of the navigational functionality
of ECDIS, they did not generally use official data or provide the necessary backup facility.
These systems are called Electronic Chart Systems (ECS). Hence, ECS do not meet the legal
requirements of the IMO for safe navigation. When using ECS, the user should have a copy
of the official paper chart as a backup.
Feature ECDIS ECS Comment

Uses official ENC Yes Maybe Many ECS now support S-57, VER.
data 3.1 ENC but originally used
propriety formats
Uses official RNC Yes Maybe Some ECS don‟t support raster
data formats
Uses unofficial chart Maybe Yes An ECDIS system can support chart
data data in other formats. However, the
ECDIS will log the use of such data
(non-ECDIS mode) and the user
should also navigate with a paper
chart
Hardware Yes No An ECDIS requires large format,
configuration calibrated high resolution monitors
requirements and must include the necessary back-
up features
Type approval Yes No For a system to be recognised as an
required ECDIS, it must pass certification by
an independent Type Approval
authority
User market Large Pleasure crafts,
commercial Professional
shipping & fishing& small
military commercial
operations
Cost Usually more Usually less than ECDIS is an integrated product of
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than USD USD 2,000 software and hardware

50,000
Number of systems in About 36 40+
the world market
S-57, VER. 3.1 ENC: This is the official Electronic Navigation Chart (ENC) format
supported by the international hydro-graphic charting authorities. The format is vector-based
in accordance to the S-57, VER. 3.1 ENC Specification. Raster images and text files are also
supported for pictorial and text descriptions of certain charted features. The content of the
ENC is comparable to the published paper chart. Some hydro-graphic charting authorities are
also providing ENC data sourced from hydro-graphic surveys, thus providing more detailed
hydro-graphic detail than is shown on the paper chart. ENC have a formal updating
mechanism. This data can be used in ECDIS and ECS. S-57, VER. 3.1 ENC data will usually
be distributed by the national hydro-graphic authority.
RNC: The Raster Navigation Chart (RNC) is a digital raster representation of the published
paper chart. Since the mid-1990‟s, two official RNC formats are used within the hydro-
graphic charting community: The Hydro-graphic Chart Raster Format (HCRF) was
developed by the UKHO and is the format used for the UK (ARCS), Australia (Seafarer) and
New Zealand (NZMariner) RNC products. The BSB format was developed within the USA
and is the format used for the NOAA (USA) and Canadian RNC products. Official RNC
products are maintained by regular Updates from the various hydro-graphic chart authorities.
RNC provide a faithful representation of the paper chart and when used in an ECDIS, are
considered by some hydro-graphic authorities to be “paper chart equivalent”. The drawback
with the RNC product is that it doesn‟t provide the detailed data like an ENC that is used by
the ECDIS to warn the user of shoal areas, dangers, bridge heights, etc.
They appeal to mariners because:

 They look just like a paper chart.
 They are inexpensive and easy to produce.
 They run easily on a PC.
 They currently have world-wide availability.
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Work Station Start, Stop and Layout
Since ECDIS systems and used ENC (Electronic Navigational Chart) data are quite complex,
a number of standards have been produced. There are technical specifications and display
standards for ECDIS, and also ENC product specifications and standard for the exchange
format of the data. The last ones are known as S-57, VER. 3.1, and for the moment it is out in
its third edition.
Chart datum and offsets
The RNC product specification requires that the RNC provides a quality-checked shift from
WGS84 to the RNC local datum. This enables GPS positions to be accurately plotted on non-
WGS84 charts. (This is not a concern for ECDIS since all ENC data should be referenced to
WGS84). This capability is a great benefit of RCDS which will have geodetic datum
management built in because:
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– “It eliminates the need for the navigator to check each chart for datum
corrections, and to apply the manual updates to the GPS receiver”
– “It simplifies watch handover procedures in that less time is spent by the
incoming OOW in checking his predecessor‟s actions”
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– “It eliminates the risk of erroneous positions if the foregoing precautions have
been forgotten or misapplied”
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– “It is very beneficial when changing charts in busy waters where safety
considerations dictate that the time could be better spent monitoring the ship‟s
planned passage and traffic situation”
The legality of ECDIS
Consistency and legal liability is a major issue for international navigational charts. For this
reason, the IHO developed two standards.
The first standard, S-57, Ver. 3.1, describes the data model, object and attribute definitions
for charted objects, encoding guidelines, product specifications and data structure of the
Electronic Navigation Chart (ENC).
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The second standard, S-52,Ed. 6.1 describes the presentation of the colours as well as chart
and navigation symbols for ECDIS. The IHO also works closely with the International
Maritime
Organisation (IMO), to develop operational performance specifications and a rigorous type

approval test regime for ECDIS manufacturers. For a system to be certified as being ECDIS
compliant, it must be type approved by an independent authority. The type approval process
ensures that the ECDIS functions in accordance to the specified tests developed by the IMO,
the IHO and other international bodies. For large commercial shipping, the IMO and its
national member countries have mandated that vessels must carry ECDIS for primary
navigation in certain national waters. A contributing factor to the slow emergence of ECDIS
has been the lack of S-57, VER. 3.1 ENC data produced by the national Hydro-graphic
Offices (HO). The availability of ENC data is gradually increasing, but most HO‟s still lack
adequate coverage of their waters.
What exactly is "S63 extended"?
S63 extended (S63x) is an industry led initiative looking at ways to improve the delivery of
ENC to customers. Its goal is to introduce greater flexibility in the handling and packaging
of ENC to make the services containing S-57, VER. 3.1 data, protected using S-63, more
customer friendly. S63 extended is therefore an auxiliary standard to the existing S-57, VER.
3.1 and S-63 standards, adding additional layers to these standards without changing or
interfering with them in any way.
S63x shall also make the life less difficult for those parties who build the infrastructure for
ECDIS, i.e. the Value-Added-Resellers (VARs) appointed by the IC-ENC, and the Original-
ECDIS-Manufacturers (OEMs). To achieve this, S63x introduces additional Meta data files
that enhance communication between the VAR and the ECDIS system, and it specifies
additional transport modes for S-57, VER. 3.1 Exchange Sets. The following diagram shall
explain the role of S63x and the relationship of its working group to the IHO working groups
that maintain S-63 and S-57:
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Data Formats of ECDIS
The way ECDIS operates depends on what type of chart data is used.
In vector charts, hydro-graphic data is comprised of a series of files in which different types
of information are stored or displayed. This form of intelligent spatial data is obtained by
digitising information from existing paper charts or by storing a list of instructions that define
various position reference features or objects (e.g. buoys, light houses, etc.). In displaying
vector chart data on ECDIS, the user has considerable flexibility and discretion regarding the
amount of reference that is displayed. An ENC is vector data conforming to the IHO S-57,
VER. 3.1 in terms of content, structure and format.
The data is comprised of a series of points, lines, areas, features and objects.
Raster Chart data is stored as picture elements (pixels). Each pixel is a minute component of
the chart image with a defined colour and lightness level. Raster-scanned image are derived
by scanning paper charts.
There is a physical benefit to electronic chart management. Electronic chart data requires
virtually no storage space and any of the charts, once installed into the system, can be viewed
after a few key presses. The following benefits are reported:
 “ARCS do not require bulky storage space on the bridge and the display can be
located with the needs of the navigator as a prime consideration rather than
where there is sufficient space for a chart table”.
 “Automatic chart correction, organisation of electronic charts without physical
effort / distraction, calling up charts for examination without physical effort /
distraction”.
 “The changeover from chart to chart is less time consuming and there is no risk
of error in transferring position”.
 “The ease of … chart management”.
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Some Important Insights into ECDIS Data Presentation
– The „SENC` should always be possible in a north up orientation; however ECDIS

should provide for true motion (TM) mode. When TM mode is in use, reset and
generation of the neighbouring area should take place automatically at a distance from
the border of the display determined by the mariner. It should be possible to manually
to change the chart area and the position of own ship‟s relative to the edge of the
display.
– IHO recommended colours and symbols are used to represent SENC information.
ECDIS should allow the mariner to select whether own ship is displayed in true scale
or as a symbol.
– SENC information available for display during route planning and route monitoring is
divided into 3 categories namely display base, standard display and all other
information
– When the chart is first displayed on the ECDIS it shows the standard display at the
largest scale available in the SENC for the displayed area.
Consistency and legal liability is a major issue for international navigational charts. For this
reason, the IHO developed two standards. The first standard, S-57, VER. 3.1, describes the
data model, object and attribute definitions for charted objects, encoding guidelines, product
specifications and data structure of the Electronic Navigation Chart (ENC). The second
standard, S-52, describes the presentation of the colours as well as chart and navigation
symbols for ECDIS.
Position Sources for ECDIS
Nowadays ECDIS is becoming a standard on board modern ships, requirements for the
compulsory carriage have been set by IMO and these will come into force during the next
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decade. Apart from the technical issues in the system itself, another aspect is the preparedness
of ship‟s personnel to face these changes and to show adequate competence while operating
ECDIS.
There are lots of assumptions and misinterpretations among system operators, so a few
general considerations have been put down on equipment use, partly in form of questions and
answers.
Why should one know which DGPS receiver is primary position source and which is
secondary? On board there were two DGPS receivers, named as No1 and No2. In ECDIS the
primary position source was given as POS 1 and secondary as POS 2. Despite assumption
POS 1 could be DGPS receiver No 1 and POS 2 – receiver No2 respectively, that wasn‟t the
case. In reality the primary position was fed by receiver No2.
What do these primary or secondary position sources stand for?
Primary position source is the first source for position displayed on ECDIS, high-accurate
and reliable, normally its differential GPS receiver. If for any reason this position source fails
or becomes unreliable, ECDIS will change over to use secondary position source4.
4
A sailing master has put his experience – “...One vessel I can recall had quite sensitive vibrations due to her design and
tight schedule pattern requiring continuous full-speed-run. That led to regular problems with wiring and connections not only
for ECDIS. For the last year there were reports on poor alarm presentation within some ECDIS models. I could confirm that
having lost connection to primary DGPS, system turned to dead reckoning mode without any audible alarm or specific
warning message. The only thing could tell you the real situation was almost invisible status topic, it changed from DGPS to
DR! This wasn‟t the newest model; it gives only DR-status enclosed in tiny Warning Square in the right top of the screen. It
must be seen at once and have audible alarm. Fortunately I haven‟t met anything similar on the new buildings. Finally let me
to encourage ECDIS operators to become entirely conversant with this really unique and helpful equipment. Users should be
familiar with operation of main functions and also should seek answer to unknown, understand principles, know connections
of equipment they use daily and know what to expect when this equipment fails, be familiar with alarms and warnings given
by system in case of such failure, do utmost to gain knowledge about nowadays electronic aids to navigation.
Even sister ships may have significant differences in equipment fitted on the modern bridge, even being exactly the same
manufacturer the components may differ in connections – thus diligent familiarization yourself is what we always do on
joining vessel...”
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Here is the obvious solution. When we are dealing with approved ECDIS – the secondary
source must be another DGPS receiver.
If there is only one DGPS receiver available, don‟t set secondary position source as DR
mode, just de-activate it. Except for poor alarm signalling in older models we can‟t neglect
the human factor – lack of training may stick bridge team to “ECDIS navigation” while it‟s
switched over to DR-mode. So that‟s the safety precaution.
Another case concerned another manufacturer, there two position sources from two separate
DGPS receivers were available, but the secondary was deactivated. The system provided
good interface and would give warning to the operator if the primary DGPS fails (for
instance) but the fact ship‟s position becomes ”frozen” on the screen during critical parts of
the voyage may disappoint you greatly.
ACTION- If GPS switches to DR mode due weak signal or any other problem, then put
ECDIS on DR mode, plot ships position by radar ( observed fixes) , and offset ships position
to the observed fix.
(If the position becomes frozen then there is something wrong with the equipment).
However there will be no surprises if both position sources are properly activated within
ECDIS settings, then the secondary position source will give immediate back-up if the
primary fails.
What about the alarms for position sources?
Both position sources activated normally do not require setting for alarms in case signal of
either of them is lost, that will sound automatically. But for the primary and secondary
position divergence the setting is needed. If the limit of discrepancy between positions from
primary and secondary position sources is set, there will be still certain delay in alarm output.
But there is no requirement in IMO for divergence between primary and secondary.
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Are there any legal consequences of improper setting and use of the system?
Actually the proper setting should be done for all aspects of system operation. This is the
legal issue as the crew is supposed to be trained and competent in use of the ECDIS (or ECS,
if the system doesn‟t meet IMO performance standard). Otherwise improper using of the
system proved will cause liability to owner of the vessel, even more when any navigation
accident investigation is in progress.
Which items should the system operator pay extra attention?
Small list of common mistakes that can be encountered which must be rectified:
 Dead Reckoning Mode chosen as the secondary position source

 Secondary position source not activated
 Alarms not activated (e.g. divergence between primary and secondary positions)
 Display set only to basic layer – wrecks and shoals not shown.
Basic Navigational Functions and Settings
As with the operation of any other navigational equipment, even on the ECDIS, the first step
is to set up the equipment. Below is a basic outline of setting the ECDIS prior to its use, it
should however be noted that the list is not exhaustive.
1. Own ship set up - (length overall, beam overall, exact position of the conning status,
exact position of the antenna units, exact position of ARPA antenna- for targets,
height of navigation bridge for ranges, vector display on/off, type of ship‟s symbol for
display whether contour or symbol, to set the centreline planes orientation w. r. t COG
or HDG)
2. Display adjustment and setting physical dimensions on the monitor area. (loading of
chart, brightness/colour parameters, set the display scale, ERBL usage)
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3. Alarm settings (check alarm/sound is on, warning for end of watch, least depth alarm,
off chart alarm if automatic loading is off)
4. Ship time (set time, change of ship‟s time, GMT)
5. Selecting the type of positioning system - set the primary positioning system and
secondary positioning system, alarms for DGPS loss where differential mode is used,
alarm to set the maximum distance value between primary and secondary vessel
position
6. ER (echo reference) - referencing the vessel position to the radar display of a fixed
target ER
7. DR - this mode the value vessel position is calculated using gyro and log, use of
manual input of course and speed
8. The ability of switching automatically to DR mode: This mode is designed for

switching automatically between positioning systems:
a) When there is a less of signals from the position system.

b) When there is information that the received data is unreliable.
c) When there is a less of echo from the target selected for reference point in the
echo reference mode.
9. Correcting the vessel‟s position using ARPA information
a) On the electronic chart select an object intended to be used for correcting

vessel‟s position, acquire its counterpart with the ARPA, and correct it by
offset.
b) Manual where determined by other position fixing source.
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Points to remember while working with electronic charts
 Perform automatic chart loading / unloading;

 Perform automatic chart auto scale and off;
 Manually loading charts- displayed in Menus;
 Charts unloading;
 Turning on / off the display of various information layers for ENC‟S;
 Selecting the deserved scale;
 Obtaining information from an electronic chart;
 Work with S57 Format electronic charts;
 Work with ARCS Format Raster charts;
 Work with targets;
 Setting the alarm for targets (CPA, TCPA);
 Display of targets and their parameters (primary ARPA, secondary ARPA, AIS);
 Display of ARPA cursor, ERBL and screen.
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Example of raster chart
Specific Points for Route Planning
Parameters for monitoring safety at sea:
1. Set the electronic chart scale so that charts larger than set one are taken for the voyage
monitoring mode, set the safety depth value, set a value for automatic selection of the
safety contour
2. Alarms – Set guard zone, danger alarms (e.g. isolated layer), safety contour approach
alarm, time alarms
3. Check whether route editor on - for checking w. r. t dangers
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4. Check the position of cursor in order to fix the route start point
5. Moving the cursor to the next WP to assess any danger, if none continue planning
6. Finally, exit from the route after saving it

7. Display and functions of other navigation information:
8. Put ON the AIO layer , when planning any route , thereafter you may switch same of
whenever user finds clutter too high.
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Other important points to bear in mind
ECDIS will be used in combination with other equipment or that ECDIS may be a part of an
integrated navigation system, particularly radar superimposition and automatic track control
using ECDIS. This should be clearly distinguishable from the SENC information.
E.g.: radar – transferred radar information may contain both the radar image and ARPA
information. The radar image and chart image should match in scale and in orientation. The
radar image and the position from the position sensor should be adjusted automatically for
antenna offset position of the ship annually so that the radar image matches the SENC
display. The radar information should be possible to be removed by single operator action.
However following items might occur:
 A difference in the matching of the two displays as a whole which may be due to error
in primary position fixing system.
 Displacement of individual object (e.g. buoy may be displaced from position).
 A mismatch of vectors (Own ground versus own water).
Specific Functions for Route Monitoring
 During route monitoring, ECDIS must show own ship‟s position whenever the
display covers the area. Although the navigator may choose to look ahead while in
route monitoring, it must be possible to return to own ship‟s position with a single
operator action.
 Key information provided during route monitoring includes a continuous indication of

vessel‟s position, course and speed. Additional information that ECDIS or ECS can
provide includes distance right/left of intended track, time to turn, distance to turn,
position and time of w/o and past track history.
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 An alarm must be provided if there is a condition that requires immediate attention.

An indication can be visual, while an alarm must be audible, or both audible and
visual. An alarm should be given when the specified limit for deviation from the
planned route is exceeded. The ship‟s position should be derived from a continuous
positioning system of accuracy constant with the requirements of safe navigation.
 Whenever possible, a second independent positioning method of a different type

should be provided such that, the monitoring of ECDIS is continued even when input
from position-fixing system is lost. The positioning system and the SENC should be
on the same geodetic datum. ECDIS should give an alarm if this is not the case.
 Display of an alternative route should be possible and carried out in addition to the
selected route and it should be distinguishable from other routes. Modifying the
selected sailing route should also be possible.
 Display ship‟s track manually on demand and automatically at intervals selected

between 1 and 120m.
 Display adequate number of points, electronic bearing lines, variable and fixed range
markers and other symbols regained for navigational.
 Scope should exist to adjust ship‟s geographic position manually.
Monitoring of voyage recording
ECDIS to store and able to produce certain minimum elements required to reconstruct the
navigation and verify the official database used during the previous 12 hours. The data
recorded at 1 min intervals are:
 Record of own ship‟s past track (time, position, building and speed).
 Record of official data used (ENC source, edition, date, cell and update history).
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ECDIS should record the complete track for the entire voyage, with time marks at intervals
not exceeding 4 hours.
Updating
How is ECDIS data transferred to reach the navigator on a ship?
National hydro-graphic offices are explicitly responsible for production and authorisation of
ENC data in their waters. For example, in Finland and Sweden this task has been tackled by a
joint development project for Hydro-graphic Information System (HIS). Hydro-graphic
offices are also responsible for delivery of ENC data and updates to customers (i.e. ECDIS
operators) in a reliable and cost-effective way. The United Kingdom and Norway have
established Northern Europe Electronic Navigational Chart Coordinating Centre (RENC/NE)
for commercially-based service for the storage and distribution of ENC data. These services
will be made available on CD ROM, ISDN, INMARSAT B High Speed and GSM mobile
telephones.
The IHO-committee for ENC Database has developed a model for a distribution network for
ENC services. This World ENC Database (WEND) model proposes a number of Regional
ENC Co-ordinating Centres (RENC) that are responsible of storing and distributing chart data
and updates to on-ship-users.
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WEND model and the ECHO partners
The example of European Chart Hub Operations (ECHO) - Project
ECHO is an international project started in April 1996 and scheduled to last for two years.
The aim is to demonstrate the provision of a complete distribution and update service for
ENC. The activities are partly funded by the European Commission, and the service is
intended to be fully compliant with the IHO WEND-model.
ECHO will establish a tele-matics infrastructure to link Hydro-graphic Offices (HO), a

Regional ENC Centre (RENC) and the end-users (ECDIS) to disseminate electronic chart and
related information. An ENC Service Specifications will be developed defining the basic
transactions that can take place between the data distributor and end user. They cover:
 Requests and deliveries of ENC cells and updates.

 Services related to product availability, status and coverage.
 Services to receive decryption permits to access ENC information.
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These services will be made available on ISDN, INMARSAT B High Speed, GSM mobile
telephone network and CD-ROM. ECHO architecture incorporates the possibility of
encrypting the data during transmission and will implement the necessary key handling,
digital signature and distribution mechanisms to support this. The project includes sea-trials
in the North Sea and Baltic Sea using two multi-purpose ice-breakers and an arctic oil tanker
provided by the Finnish Maritime Administration and a Finnish oil company NESTE to test
the infrastructure and services.
Another Method for RASTER Charts and an Example
The corrected raster files are too large to be distributed as updates (about 100 megabytes per
chart). Instead, NOAA and Maptech developed a special "patch" technology. In this method,
a pixel-by-pixel comparison is made between the old raster chart file and the updated one. A
difference file is made that contains exactly those pixels, which, if overlaid on the old raster
chart, turn it into the new one.
Maptech makes this difference file, adds the geo-referencing, metadata, and information that
allows an update patch to be exactly registered with the old raster file to which it will be
applied. The difference file is then compressed using a special algorithm developed by
NOAA and Maptech to create a small (1 to 100 KB with 99% smaller than 10 KB) patch for
each raster chart.
To update a raster chart, the old raster file is displayed from the CD-ROM and immediately
"wiped-over" with the patch file. Where no pixels were different between the old raster chart
and the new, the patch acts like it has transparent pixels and unchanged pixels from the old
chart show through.
This novel differencing technique can be used to create sequential, week-to-week patches, or
to create cumulative patches that include all changes since a new chart edition. It can also be
used to overlay other geo-referenced raster data on top of the chart.
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The technology, production and distribution methods were jointly developed over the last two
years. Maptech invested over 6 staff years in technology development (exclusive of
manufacturing, sales and distribution) and NOAA also invested heavily to produce a reliable
updating infrastructure. Sea trials in 1999 have proven the method and added to its
robustness.
The Raster Chart Updating Service
The updating service became available in January 2000 as a subscription. A weekly e-mail is
transmitted to subscribers. In the e-mail is a hot link to the update computer server. When a
mariner clicks on the hot link, it starts the transmission of the update patches to his computer.
The transmission contains cumulative updates for all the charts on a CD-ROM. It takes 15
seconds to more than 5 minutes to download the file depending on one‟s modem speed.
When file reception is complete, a program on the mariner‟s computer unpacks the updates
for immediate use, or copies charts from the CD-ROM, applies the patches, and then stores
the updated charts on the hard drive.
At first, mariners will update the charts and store them on their hard drive. Then, as software
developers modify their navigation packages, dynamic updating should be available. With
dynamic updating, the charts and patches remain separate and the patch is "wiped over" the
chart in real-time. This allows mariners to see that the patch is applied and to see what has
changed – an important capability for mariners who transit a waterway frequently. Dynamic
patching is also the preferred method under the international standards for ECDIS where
mariners are required to not change the original data files. Either patching method will let the
mariner toggle between the old chart and the new chart, or to view the patch by itself.
The Generic Principle of Updating
The chart manufacturers supply the correction on floppy or CD to update the charts on the
ECDIS. These would be available to the Navigator only in ports and is similar to the present
system of notices to mariners for paper charts. Research and trials are in progress to facilitate
online chart correction by directly interfacing the ECDIS equipment with satellite
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communication system so that charts can be corrected even when the ship is on the voyage.
The latest correction for paper charts \ ECDIS are being sent via e- mail so that the charts can
be corrected manually even when the ship is sailing.
The navigational warnings, which are received by the NAVTEX receiver, can be directly
displayed on the ECDIS. Dedicated software is used which processes this messages, arrange
them in accordance with the area and present this information along with the relevant charts.
For maintaining the up to date status of the chart collection, a facility for making manual
updates from the official corrections, documents and other sources of correction information
is available.
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Updating is made by means of a special graphic editor capable of creating and editing objects
on the active user charts whose display is superimposed on the electronic chart without
clearing the latter.
Procedure for updating electronic charts manually from a published correction document:
 Load the electronic chart.

 Add information / user chart list. (To display a list of user chart).
 Position cursor on the requested chart.
 Add information / colour (To allow the colour only for plotting the correction
objects).
 Select the required updating option and turn on the graphic editor mode.
 Plot navigation symbols, soundings, lights, buoys, RACONS, lines, etc. on the chart.
 After making the correction save the user chart.
Physical Chart Availability
An obvious limitation of the paper chart is that it has to be physically delivered to its
destination. In practice this means that vessels may have to navigate without the charts
required for a new destination if they do not stop en route.
This safety issue is resolved by RNC; ARCS and Seafarer raster charts allow chart permits to
be sent by voice, fax or e-mail, so that charts already resident on the library CDs held on
board can be unlocked for use5.
Chart Corrections, Electronic Charts and the ISM code
5
This benefit is recognised by people conducting trials, who have commented:
“...Due to the ease with which new charts can be obtained via a chart permit one is less dependent on chart suppliers if one
receives a sudden change of Voyage Orders to areas for which charts are not carried...”
“...Since one can obtain permits and user entry codes for additional charts whilst at sea, the ship-owner does not need to
carry such an extensive chart folio to cover all eventualities - he can add to them at sea if unexpected voyage orders are
received...”
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All commentators highlight the automation of electronic chart corrections as a very

substantial improvement in vessel safety management which alone should impel the adoption
of the RCDS performance standard at the earliest opportunity6.
Display and Function of Other Navigational Information
Components of ECDIS
6
This benefit is recognised by people conducting trials, who have commented - “...The most noteworthy advantage of an
RCDS displaying ARCS charts is the ability to efficiently and accurately correct charts in a timely manner with little effort
on the part of the operator...”
(RCDS provides) “...a much more reliable and consistent method of chart correction compared to manual methods...”
“...There is a considerable time-saving with regard to chart correcting, the Update CD taking at the most minutes...”
“...This chart update method saves many hours' work for the navigator, reducing fatigue, and probably enhancing the
quality of visual lookout since it is inevitable that a lot of manual chart correction is done during watch-keeping time...”
(There is) “...no risk of human error, inefficiency or ignorance of proper chart correcting procedures. This ought to be a
very important plus-point for Ship-owners since it fulfils their legal responsibility for having adequate chart management
systems in place with minimum training costs...”
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Vessel Traffic Service (VTS), Automatic Identification System (AIS) and ECDIS are all
systems designed to allow the mariner to navigate more safely, especially in congested
waters. Normally these systems are thought of as independent entities making their
contribution to the mariner devoid of other impact. The reality is, however, that like all
“Bridge Resources,” these function much better when made part of the “Team”. The product
of all inputs brought together in a coherent and relevant fashion is greater than the sum of the
individual parts.
An ECDIS system does not only consist of a computer with software for displaying the chart,
it involves a lot of other components. Examples of these components are positioning system
and function to log information about course, speed, position and imported data. Examples on
other components that can be incorporated are radar, echo sounder and compass.
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Components in an ECDIS system

The Elements
Vessel Traffic Services: Various countries operate vessel traffic service (VTS) in busy ports,
through their Coast Guards, and port and marine pilot associations. VTS systems track
vessels‟ movements and provide for two-way communication.
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The primary VTS function is to inform ship‟s captains and pilots about weather, vessel
movements, and hazards in the harbour and local waterways. A fully functional VTS
normally requires the use of a VHF-FM communication network and radar, some use low-
light television cameras and incorporate a traffic separation scheme (TSS) as part of their
operation. The goal of the system is to facilitate the safe and efficient transit of vessel traffic
and to assist in the prevention of collisions and/or groundings that could cost lives, damage
property, or subject the waters of the area and their contiguous land mass to environmental
harm.
Automatic Identification System: This system provides in its most basic mode an automatic
visually displayed “security call”. The AIS provides a visual display of position by a symbol
or “mark” which can be scalable to indicate ship size. The position, course and speed data is
derived from the global positioning system (GPS) or from the differential global position
system (DGPS). The basic “who you are”, “where you are”, and “where you are going”
questions are clearly and accurately answered by the visually displayed data. The data is
relayed via the VHF maritime band by a shipboard transponder system. Each AIS system
consists of a VHF transmitter, several VHF receivers and electronic links to display and
sensor systems. The system is capable of handling 2000 reports per minute and updates as
often as every 2 seconds. It uses a Self-Organizing Time Division Multiple Access
(SOTDMA) technology to meet this high broadcast rate and ensure reliable ship to ship
operations.
So far in this discussion only the capabilities of the systems have been explored. Actually,
the strengths and the weaknesses of VTS, AIS and ECDIS are quite different. A Vessel
Traffic Service requires considerable infrastructure. Equipment must be positioned over a
considerable distance and people, both VTS operators and shipboard personnel, must be
trained. The key to the proper performance of the system is timely and accurate reports by
both system operators and users. Reliance on VHF reporting to relay information from and to
customers in the service often results in a communications overload. Thus, instead of
information contributing to the improvement of situational awareness, it becomes a
distraction. As an aside, the absolute explosion of the ability of external entities (the office,)
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to communicate with ships has become a problem that must be managed. The cell phone
hardly ever rings at a convenient time.
Integration the Way Ahead!
AIS, VTS and ECDIS; working together and properly integrated into the team, become a
formidable triad. While each contributes in its own right, each also complements or
minimizes weaknesses in the other systems. For instance, The IBS (Integrated Bridge
System) plays a vital role as a navigational aid. The electronic sea chart performs a central
function within this system and is attracting a lot of attention.
Maintaining a constant watch of the ship's surroundings is essential to insuring safety.

However, the duties on the bridge include supervising such matters as navigational lookout,
planning navigational routes, and handling communications as well as managing the ship's
engines, hull, and load while at the same time being on constant alert to avoid collisions or
running aground. This is extremely stressful work. This situation has created an urgent need
for developing a new bridge system that can rationally concentrate this necessary information
for supervision. The concept of the IBS sprang from this need.
The IBS is composed of navigational equipment required for operating the ship, such as the
GPS, gyrocompass, autopilot, radar, and electronic sea charts. The IBS integrates and
processes information from throughout the bridge, and as such, interfacing with the various
instruments and information processing technology is critical in IBS.
An Integrated Bridge System (IBS) is designed to reduce the amount of time a Bridge Watch
Officer spends gathering information, and increasing the time processing the data in order to
make a decision. It encompasses the areas of navigation, collision avoidance and ship
management. It is a revolutionary system that, when its capabilities and limitations are
understood, should significantly increase navigational safety. An Integrated Bridge System
consists of the following components:
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1. ECDIS - Electronic navigation and displays are not evolutionary – they are revolutionary.
The emphasis is on “information” – for the first time, they offer the ability to display a real-
time, 4 dimensional (i.e. moving through time) depiction of the navigating environment! In a
naval application, this information will be integrated throughout the Navigation LAN and is
the foundation of providing data to the combat systems displays and weapon systems. Some
benefits include:
 The display indicates real time position. It shows you where you are, not where you
were.
 The plotting is done automatically, removing plotting inaccuracies.
 Fewer people are required to navigate.
 Human error in navigation is minimized.
 Provides an alert to navigation dangers.
 The system dramatically increases awareness in low visibility.
2. System Display: A unit that displays an electronic chart with the ship‟s position on it. It
also provides information on sensor status, navigation information, collision avoidance
information as well as own ship control systems information.
3. Planning Station: A computer station that interfaces with the user. This is where all
navigation information is input
4. Control Systems: A system that is capable of maintaining a track automatically. It

drastically reduces manning, requiring only system monitoring
5. Sensor Inputs: Inputs from the navigation and collision avoidance Radar, Fathometer,
GPS, DGPS, LORAN, Gyrocompass, manual (visual) fixes and other sensors can be interface
to provide position data and overlays. Provides a capability of producing an integrated
display, showing all contacts and navigation hazards on one screen
6. Computer Processors and Networks: The hardware needed to process the sensor
information as well as the flow of information to each subsystem component
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Reading and Drift Vectors
Two Classes of Navigational Electronic Chart Systems
1. The first is an Electronic Chart Display and Information System (ECDIS), which
meets IMO / SOLAS chart carriage requirements.
2. The second is an Electronic Chart System (ECS), which can be used to assist
navigation, but does not meet IMO / SOLAS chart carriage requirements.
ECS is specified in ISO 19379 as follows:
“...ECS is a navigation information system that electronically displays vessel position and
relevant nautical chart data and information from an ECS Database on a display screen, but
does not meet all the IMO requirements for ECDIS and is not intended to satisfy the SOLAS
Chapter V requirements to carry a navigational chart...”
The relevant regulations set by IMO requirements for the carriage of nautical charts (SOLAS
V) are:
 Regulation 2 defines the nautical chart.

 Regulation 19 specifies the equipment to be carried on different types of ships.
 Regulation 27 specifies the requirement to keep charts and publications up-to-date.
There are two kinds of official digital charts commonly available:
- Electronic Navigational Charts (ENC)

- Raster Navigational Charts (RNC)
What is an Official ENC?
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“...ENC means the database, standardized as to content, structure and format, issued for use
with ECDIS on the authority of government-authorized Hydrographical Offices...The ENC
contains all the chart information useful for safe navigation, and may contain supplementary
information in addition to that contained in the paper, which may be considered necessary
for safe navigation...”
Official ENCs have the following attributes:
 ENC content is based on source data or official charts of the responsible

Hydrographical Office;
 ENCs are compiled and coded according to international standards;
 ENCs are referred to World Geodetic System 1984 Datum (WGS84);
 ENC content is the responsibility of the issuing Hydrographical Office;
 ENCs are issued only by the responsible Hydrographical Office; and
 ENCs are regularly updated with official update information distributed digitally.
 Official ENCs are vector charts compiled from a database of individual geo-
referenced objects from Hydrographical Office‟s archives including existing paper
charts. The IHO Special Publication S-57 “IHO Transfer Standard for Digital
Hydrographical Data” describes the standards to be used for the exchange of digital
hydrographical data between national Hydrographical Office‟s and for the
distribution.
 The presentation of official ENCs on the screen is specified in another IHO standard,
the “Colours and Symbols Specifications for ECDIS IHO S-52.”
What to do in areas without official ENC coverage?
 In 1998 the IMO recognised that it would take some years to complete the world‟s
coverage of ENCs.
 Introduced a new optional mode of operation of ECDIS, the Raster Chart Display
System (RCDS)
 Official ENCs where they were available and official RNCs to fill in the gaps.
 IMO took note of the limitations of RNCs as compared to ENCs, and the revised.
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 ECDIS Performance Standards require that the ECDIS must be used together with “an
appropriate folio of up-to-date paper charts” for the areas where RCDS mode is
employed.
International Standards
There are a number of International Standards which ECDIS shall meet:
 International Hydrographical Organization (IHO) transfer Standard for Digital

Hydrographical Data S- 57,
 IHO Specifications for Chart Content and Display aspects of ECDIS S- 52,
 IMO Resolution A.817 (19) Performance Standards for ECDIS, and
 International Electro-technical Commission (IEC) 61174: ECDIS - Operational and
performance requirements, methods of testing and required test results.
IMO Resolution A.817 (19) - Performance Standards for ECDIS
Some of the requirements stated in the Performance Standards for ECDIS are as following: -
 ECDIS should have adequate back-up arrangements (Duplication of the system or

carriage of appropriate paper charts for the intended voyage);
 ECDIS should be capable of displaying all chart information necessary for safe and
efficient navigation;
 ECDIS should facilitate simple and reliable updating of the electronic navigational
chart;
 ECDIS should reduce the navigational workload compared to using the paper chart;
 ECDIS should have at least the same reliability and availability of presentation as the
paper chart;
 ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment.
The ECDIS enables the user to call up information on the items displayed in addition to the
graphics presentation. For example, a lighthouse is marked on the chart by a tower symbol or
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a traditional chart symbol if the user prefers. The system can give further information on this
subject about the characteristic and detail of the lighthouse similar to the information printed
in the List of Lights.
The ECDIS uses the Electronic Navigation Chart (ENC) which is the ship‟s electronic chart
database. The ENC contains all the chart information necessary for safe navigation and may
contain nautical information in addition to that contained in the paper chart (e.g. Sailing
Directions).
System Electronic Navigational Chart (SENC)
The SENC is the database that is actually accessed by the ECDIS for display generation and
other navigational functions. The database is resulting from the transformation of the ENC
by the ECDIS for appropriate use. Update to the ENC by appropriate means, and other data
added by the mariners. The SENC contains the equivalent to an up-to-date paper chart. The
SENC may also contain information from other sources.
Data Software Display
ENC ENC SENC
+
Updates
#1
#1 SENC1
+
#2
#2
SENC2
+
IHO S-57 Performed in ECDIS IHO S-52 Colours & Symbols
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Training Course
Characteristic of ECDIS
The ENC data is the only data of IHO S-57 standards transformed into the ECDIS for display
and use. The standardized colour and symbol is required in accordance with IHO S-52
standards. The updating of the ENC promulgated through NTM is easy and can be done
automatically onboard ship reducing the time consuming workload manual correction of
paper charts. The scale in display the ENC can be changed by the user freely by means of the
display scale. Additional navigational-related information depends on the layer of display
can be manipulated by the user. These are: Base, Standard and All. The ECDIS is a
sophisticated navigational system that provides alarms or indications with regard to preset
safety parameters, e.g. safe depth, safe contour etc. Other navigational sources such as
Global Navigational Satellite System (GNSS / GPS), Automatic Identification System (AIS)
and Radar and ARPA picture, etc. can be overlaid on the ECDIS screen for navigation
purpose.
Types of Electronic Charts
Not all electronic charts are in same format; many different formats exist for electronic charts.
However, two major types are now in use on merchant ships, they are vector chart and raster
charts. Raster charts (RNC), in fact, are scanned paper charts into the pictures with
adjustment made suitable for display on the RCDS. This RNC is also known as Admiralty
Raster Chart System (ARCS Charts) which produced by the British Admiralty.
Vector charts are digitized charts. Countries are producing unique digital charts based on
their interpretation of IHO standards (i.e. S-57 standards)
Raster Chart (RNC) Vector Chart (ENC)
Chart data is a digitized “picture” of a chart. Chart data is organised into many separate
All data in one layer and one format. files. It contains layer information to
produce certain symbols, lines, area, colours,
With raster data, it is difficult to change
and other elements.
individual element of the chart since they are
not separated in the data file. With vector data, it can change individual
elements with additional data.
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Training Course
The differences between RNC and ARCS (RCDS) or (ECS) and ENC (ECDIS)
RNC (RCDS or ECS) ENC (ECDIS)

• Chart based system similar to paper charts. • No chart boundaries.
• Will not trigger automatic alarms. Some • Will trigger automatic alarms.
alarm can be generated from user-inserted
information.
• Chart projection may differ between RNCs.
• Chart horizontal datum relates to the datum
of the position fixing system, may appear as
a shift in position.
• Feature cannot be simplified or removed to
suit a particular navigational circumstance.
This affects the superimposed of
radar/ARPA picture.
• Cannot select different scale charts.
• May affect the readability of chart text and
symbols.
• Not possible to gain additional information.
• Not possible to display a ship‟s safety
contour or safety depth.
• Different colours may be used to show
similar chart information.
• Displayed at the scale of the paper chart.
Excessive zooming in or out can seriously
de-grades RCDS capability.
• In confined waters, the accuracy of chart
data may be less than that of the position
fixing system in use.
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Alarms / Warnings
ECDIS provide Warnings and Alarms. It combines several different functions into one
computerized system which is possible to provide alarms or display warnings (indication)
when certain parameters are met or exceeded as determine by the navigator.
Types of Warning
1. Deviating from a planned route;
2. Approach to waypoints;
3. Failure of the positioning system;
4. Vessel crossing safety contour and;
5. System malfunction or failure etc.
When to use ECDIS or RCDS?

As the ENC is developed and produced by countries, it is not distributed by one stop shops
like the distribution of paper charts; hence ships using ENC and RNC are common nowadays.
Therefore ECDIS can operate in two modes:
 The ECDIS mode when ENC data is used,

 The RCDS mode when ENC data is not available.
NOTE: When RCDS mode is in use, the back-up system is the portfolio of appropriate paper
charts for the intended voyage.
Components of ECDIS
ECDIS represents an item of equipment consisting of hardware, software and data. Whilst a
high performance PC or workstation installed in a console linked with other items of ship‟s
equipment, such as:
 Course to steer linked with Gyro compass.

 Rate of turn linked with a turn indicator.
 Speed and distance linked with log.
 Ship position is fed from the GNSS/GPS.
 Radar data overlaid from source of radar.
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GNSS/GPS Computer Gyrocompass
AIS ENC Radar/ARPA
Water level Updates

Echo Sounder
Current
Advantages over Paper Chart

ECDIS is not only an adequate replacement for the paper navigational chart but also a system
containing all information important for navigation. It reduces the time-consuming manual
correction of paper charts.
The ECDIS display can be superimposed with radar images and with the radar targets of
ARPA; and the vessel‟s positions is continuously shown on the chart display and stored at
regular intervals. Hence manual chart exchange is no longer required.
The elements of route planning in ECDIS are waypoints and leg-lines to ensuring safe track
keeping. The cross distance along the leg-lines can be set for activation of the alarm if the
vessel deviates from the scope of leg-lines. ECDIS "knows" whether a vessel can pass safely
through an area, on the basis of the vessel's information fed in.
There are a few finer points that the user of ECDIS be aware of regarding the sensing
technology used for the operation of ECDIS.
ECDIS should not degrade the performance of any equipment providing sensor inputs nor
should the connection of optional equipment degrade the performance of ECDIS below this
standard. ECDIS should be connected to systems providing continuous position-finding,
heading and speed information. A potential source of error is related to the system
configuration. It is entirely important that the crew is properly trained and has profound
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knowledge of the performance and limits of all sensors involved in ECDIS (position, depth,
course and speed even radar). Safe navigation is only possible if the navigator is conscious of
the quality of sensor input. The quality of sensor inputs is therefore a function of:
 The position accuracy that can be expressed in probability terms only “the accuracy
is10m (95%)” means that in 5% cases the accuracy is worse than 10m.
 The quality when the primary sensor fails, e.g. after an automatic switch over from
DGPS to GPS, the accuracy then is 1m instead of 10m.
 The reliance on pre-set values for `safety depth contours‟ is dangerous if the sensor
depth for input is inaccurate. E.g. while going astern, air bubbles reflect the sound
waves and incorrect echoes will be received. The other possible error could be due to
multiple echoes received.
 In the automatic track control mode, the observed position is always displayed in the
pre-planned track, even if the off track error is large.
 Calculated values, such as ETA at the next way point or w/o point, depends on the
accuracy of sensors.
 The displayed information must be unambiguous e.g. the vector type `over the
ground‟ or `through the water‟ depends on the type of speed and course input.
RADAR/ARPA
GPS/ DGPS
ECHOSOUNDER
Any position
SPEED LOG fixing system
WEATHER FAX
GYRO COMPASS
REALTIME SENC ENC’S

INFORMATION
& Updates
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Training Course
Displayed Data Errors
Since then numerous deficiencies have come to light and it appeared that several features had
been overlooked when the standard was written e.g. areas with minimal bathymetric data,
information areas, IALA special purpose buoys and beacons. Also some features have been
added in recent years, such as Archipelagic Seaways, AIS transmitters on aids to navigation,
Particularly Sensitive Sea Areas (PSSA) etc.
A number of these features have been mandated by the IMO for inclusion on charts and are
already on paper charts but, unfortunately, cannot yet be displayed on ECDIS because of the
present rigid, inflexible standard. The idea is that the new standard should no longer be
considered a standard just for “Hydrography”, but should have manageable flexibility that
can accommodate change and facilitate interoperability with other GIS standards. It should
also allow HO‟s to use other sources of geospatial data.
An ECDIS is only a navigational tool. It aids the navigator by providing automatic

positioning and consolidating all information. One of the biggest risks of using an ECDIS is
over reliance in the information provided. Below are some things to consider:
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 Automatic positioning is usually accomplished by GPS. GPS is accurate to 100 m( 95

% of the time) .That means 5 % of the time , its accuracy is less than 10m .There is
no way of knowing when your accuracy is degraded. The only means of determining
system accuracy, with military receivers, is with the Figure of merit. This, however, is
only an estimation of accuracy of GPS.
 DGPS improves the accuracy of GPS. The use and / or lack of use may cause large
discrepancies in the positioning of the ship.
 Approaching a hostile shore GPS may be jammed. An understanding of traditional

navigational techniques as well as the introduction of emerging inertial navigation
technology is necessary.
 Inaccuracies due to the different reference system used.(e.g. WGS84 , European

datum, north American datum).in cases where an adjustment cannot be determined
because of the lack of knowledge about the relationship between wgs84 datum and
the datum of the chart , the error in position has been reported as large as 7 miles.
 Inaccuracies due to the hydrographical surveying like very old surveyed areas when
the positioning fixing technology was not as good as present days.
 Most paper charts and the derived digital version are assembled from a variety of
sources such as maps, surveys etc. the intention is to provide the mariner with the best
available information for all parts of that chart but is often impossible to complete the
whole chart without resource to older less accurate sources.
 Electronic charts may have embedded errors .Most hydro-graphic services are
compiling the first generation of electronic charts from current charts. Raster and
vector pictures of nautical charts retain the inaccuracies of the source from which they
are derived. These charts may be based on old survey data, i.e. not a true “digital
chart” .Surveys are expensive and time consuming. Some estimations it would take lot
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of time to update world charts with original data. Additionally numerous commercial
companies are producing their own electronic chart which lack official certification.
Errors in Interpretation of ECDIS Data
A navigator who is a user of ECDIS should be aware that errors can be classified as inherent
errors that are caused by the system, as well as errors that result from misunderstanding,
inexperience or careless observation by the operator (Human error or interpretation errors).
Some errors of interpretation results from:
 Ignoring over scale of the display - use the proper scale and check the ECDIS is not
showing any error w. r. t the scale by mentioning terms like i.e. not recommended
scale.
 Uncritical acceptance of own ships position (GPS) by neglecting the 95 % probability
of the accuracy. The accuracy can change from 100 metres to more than 300 meters
during the 5% possibilities. Also the changeover from the DGPS to GPS could result
in accuracy from 10 meters to 100 meters especially in confined waters. Check the
changeover of DGPS stations for proper monitoring.
 Ignoring the fact that, in automatic track control mode the observed position is
controlled, not the real ship.
 A difference between true north and gyro north - Any errors of the gyro to be allowed
for when adjusting courses special to transit bearings etc.
 Confusion of display mode, scale, reference systems etc.
 Confusion of different types of vector stabilisation.
 Sensors best suited e.g. use of echo sounder when in depth less than 100 meters.
Allow for the draft and tide when counterchecking with the chart datum. Use of
Doppler log when anchoring etc because even when the ship swings the GPS shows
some speed which is not correct.
 Use of safety features on the ECDIS such as safety depths and counters when
comparing with the echo sounder allowing for the errors of the echo sounder unit.
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The navigator should understand that the list of errors mentioned above is not exhaustive.
S/he should use his / her professional judgment to apply caution at every step.
Status Indications – Indicators and Alarms
Because of the high degree of automation in an ECDIS display, the awareness needed to
realise, assess and react properly to indicators and particularly to alarms is vital. The different
kinds of alarms and indicators of ECDIS are divided into three groups:
 Nautical alarms which may appear during route planning or monitoring.

 Sensor alarms and indicators in the case of a failure or breakdown of a sensor.
 Data and chart alarms resulting from a changed geodetic datum over scale setting.
The performance standards list out the alarms and indicators, they are as follows:
Method of raising attention Purpose

Alarm / indication Largest scale
Alarm Exceeding of track limits
Alarm Crossing safety contour
Alarm / indication Area with special conditions
Alarm Deviation from route
Alarm Approach to critical point
Alarm Different geodetic datum
Alarm / indication Malfunction of ECDIS
Indication Information over scale
Indication Larger scale ENC available
Indication Different reference system
Indication Route planning across safety contours
Indication Route planning across specified area
Indication Positioning system failure
Indication System test failure
Please note that when ECDIS is used in RCDS mode the above alarms will not be given.
Voyage Recording Feature of ECDIS

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The performance standard for ECDIS require a “voyage recording”, i.e. a feature to store and
reproduce certain element to reconstruct the navigation (own ship‟s past track) and to verify
the official database used (ENC source, edition, date, cell and update history). It is important
however to note that the recorded information cannot be manipulated.
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 interval:
 To ensure a record of own ship‟s past track - time, position, heading and speed.
 To ensure a record of official date 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.
 It should not be possible to manipulate or change the recorded information.
 ECDIS should have the capability to preserve the record of the previous 12 hours and
of the voyage track.
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Integrity Monitoring
Safety benefits7 and the removal of risk of human error:
1. Verify after starting up for the update status whether the last update is present before
proceeding for the route monitoring
2. There are different methods of testing an ECDIS set for malfunctions. To monitor for
correct working, the system may incorporate:
3. Self diagnostic test routine to monitor for correct operation of hardware, operating
system and ECDIS kernel during booting and normal operation
4. Diagnostic routines which may be executed at the request of the operator, manual test
of hardware, MMI and sensor data as well as visual test of chart data
7
Several commentators highlighted direct safety benefits as follows:
“...Because most of the inputting of courses etc is automatic there is much less risk of human error whilst inputting the
route...”
“...The speed at which routes can be planned and modified, and then downloaded to printer and GPS receiver (as back-up in
monitoring cross track error)...”
“...It is easier to check the planned route for hazards by just scrolling along the track without having to physically pull out
the next chart...”
“...Courses are automatically calculated so there is much reduced risk of human error compared to the transfer of
conventional passage plans to paper charts...”
“...Data concerning speed and course made good is available at the chart without having to consult different equipment for
the information, thereby reducing workload on the navigator who is conning the vessel...”
“...(Improved) ... position fixing capability of a navigational watch manned by ill-trained, inefficient, fatigued, or poorly
motivated navigators - unfortunately a very real and important consideration nowadays...”
“...The automatic application of known datum errors to WGS84 means that the risk (with paper charts) of the user forgetting
to apply these corrections is eliminated...”
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5. Integrity can be checked for data accuracy and integrity by the following methods
 By comparing radar and ECDIS objects.

 Comparing different sensors.
 Checking all status indications.
Understanding Chart Data
1. Display base to be permanently shown on the ECDIS display, consisting of:
 Coastline (high water);

 Own ship's safety contour;
 Isolated underwater dangers of depths less than the safety contour which lie
 Within the safe waters defined by the safety contour;
 Isolated dangers which lie within the safe water defined by the safety contour,
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Training Course
 Such as fixed structures, overhead wires, etc.;

 Scale, range and north arrow;
 Units of depth and height; and
 Display mode.
2. Standard display consisting of:
 Display base.
 Drying line.
 Buoys, beacons, other aids to navigation and fixed structures.
 Boundaries of fairways, channels, etc.
 Visual and radar conspicuous features.
 Prohibited and restricted areas.
 Chart scale boundaries.
 Indication of cautionary notes.
 Ships‟ routing systems and ferry routes.
 Archipelagic sea lanes.
3. All other information, to be displayed individually on demand, for example:
 Spot soundings.
 Submarine cables and pipelines.
 Details of all isolated dangers.
 Details of aids to navigation.
 Contents of cautionary notes.
 ENC edition date.
 Most recent chart updates number.
 Magnetic variation.
 Graticule.
 Place names.
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Training Course
Navigational Elements and Parameters
Own Ship
 Past track with time marks for primary track.

 Past track with time marks for secondary track.
 Vector for course and speed made good.
 Variable range marker and/or electronic bearing line.
 Cursor.
 Event – (1) Dead reckoning position and time (DR); (2) Estimated position and time
(EP).
 Fix and time.
 Position line and time.
 Transferred position line and time.
.1 Predicted tidal stream or current vector with effective time and strength.
.2 Measured tidal stream or current vector with effective time and strength.
 Danger highlight.
 Clearing line.
 Planned course and speed to make good.
 Waypoint.
 Distance to run.
 Planned position with date and time.
 Visual limits of lights arc to show rising/dipping range.
 Position and time of “wheel over”.
Areas for which Special Conditions Exist
The following are the areas which ECDIS should detect and provide an alarm or indication:
 Traffic separation zone.

 Inshore traffic zone.
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 Restricted area.
 Caution area.
 Offshore production area.
 Areas to be avoided.
 User defined areas to be avoided.
 Military practice area.
 Seaplane landing area.
 Submarine transit lane.
 Anchorage area.
 Marine farm / aquaculture.
 PSSA (Particularly Sensitive Sea Area).
Chart organization
The IHO developed the WEND (World-wide ENC Database) concept to meet these
requirements. WEND consists of two components:
 A charter that describes the principles governing cooperation between the worlds‟s
Hydrographical Offices producing ENCs. Principles include:
1. The organization responsible for the primary charting of an area is responsible for
ENC production in that area;
2. A conceptual schema describing a network of Regional Electronic Chart Co-
ordinating Centre‟s (RENCs), where:
a) Each RENC takes responsibility in its area for the collation of ENCs and updates for
the region;
b) Each RENC can offer an identical global dataset for ECDIS through the exchange of
the regional datasets and their updates between all the RENCs, and
c) To date, three RENCs – Primar, based in Norway and IC-ENC, based in the United
Kingdom and Australia, are in operation. The RENC model has yet to be fully
adopted by all ENC producing nations. A number of nations still distribute their ENCs
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Training Course
individually either through individually appointed chart data suppliers or directly

rather than through RENCs.
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. It should not be possible to
manipulate or change the recorded information.
 ECDIS should have a capability to preserve the record of the previous 12 hours and of
the voyage track.
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Training Course
Chapter 2
WATCH-KEEPING WITH ECDIS
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Training Course
Watch-keeping with ECDIS
There are a few finer points that the user of ECDIS be aware of regarding the sensing
technology used for the operation of ECDIS. ECDIS should not degrade the performance of
any equipment providing sensor inputs nor should the connection of optional equipment
degrade the performance of ECDIS below this standard. ECDIS should be connected to
systems providing continuous position-finding, heading and speed information. A potential
source of error is related to the system configuration. It is entirely important that the crew is
properly trained and has profound knowledge of the performance and limits of all sensors
involved in ECDIS (position, depth, course and speed even radar). Safe navigation is only
possible if the navigator is conscious of the quality of sensor input. The quality of sensor
inputs is therefore a function of:
 The position accuracy that can be expressed in probability terms only “the accuracy
is10m (95%)” means that in 5% cases the accuracy is worse than 10m.
 The quality when the primary sensor fails, e.g. after an automatic switch over from
DGPS to GPS, the accuracy then is 1m instead of 10m.
 The reliance on pre-set values for `safety depth contours‟ is dangerous if the sensor
depth for input is inaccurate. E.g. while going astern, air bubbles reflect the sound
waves and incorrect echoes will be received. The other possible error could be due to
multiple echoes received.
 In the automatic track control mode, the observed position is always displayed in the
pre-planned track, even if the off track error is large.
 Calculated values, such as ETA at the next way point or w/o point, depends on the
accuracy of sensors.
 The displayed information must be unambiguous e.g. the vector type `over the
ground‟ or `through the water‟ depends on the type of speed and course input.
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Ports and Data Feed
With two GPS receivers on board, one of them will be sensor input to ECDIS, and anytime
the second GPS may be input, in case first GPS has problem, just by click of button. WGS
848 is uniform datum for all ENC‟s, only to ensure GPS too is tuned to WGS 849.
COG will need GPS speed input to RADAR, whereas for collision avoidance sea speed is
required. Gyro heading input may go to head-up mode if gyro fails, depth input shows real
time UKC10. RADAR may be superimposed anytime to check ranges to enable plot observed
fixes on ENC‟s. AIS input for AIS targets, faster target data. Audio-visual alarms provided
for Gyro failure, GPS going to DR mode and others. To restart the sensor monitor through
computer programme and to check various inputs networking and configuration.
To acknowledge any alarms being generated after correct understanding and appropriate
action taken , indications , like of yellow flashing display also to be analysed , like that of
under / over-scale.
In coastal seas observed fixes like radar range(s), gyro bearings, may be primary positioning
methods, secondary being GNSS like GPS. For open seas, where land is far away from radar
ranges, the GPS may be primary method with celestial fixes being secondary. Also how
second GPS may be sensor input instead of first GPS, whenever need may arise. The sensor
input values will be as accurate the equipment itself, along with the limitations and errors
associated with respective equipments which have been input to ECDIS through sensor input.
9
The World Geodetic System is a standard for use in cartography, geodesy, and navigation. It comprises a standard
coordinate frame for the Earth, a standard spheroid reference surface (the datum or reference ellipsoid) for raw altitude data,
and a gravitational equi-potential surface (the geoid) that defines the nominal sea level.
The latest revision is WGS 84 (dating from 1984 and last revised in 2004), which was valid up to about 2010. Earlier
schemes included WGS 72, WGS 66, and WGS 60. WGS 84 is the reference coordinate system used by the Global
Positioning System.
10
Under Keel Clearance
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Chart Selection
User friendly windows operating system, right click on the charts, drop down options,
secondly in chart properties, tab available for seamless loading for connecting charts, thirdly
hot keys function.
Only officially issued charts ( ENC‟s ) to be used on ECDIS compliant vessels, raster may be
used if no vector chart issued with a paper chart backup, charts (ECS) from private
companies NOT TO BE USED as primary method of route monitoring .
The entire update history, including individual updates available to see in the memory, and
also in chart properties, the latest update may be seen. Yellow flashing indication is provided
for over scale. The mariner is required to zoom out to appropriate scale so that important
navigation chart information is on display.
All ENC‟s are at WGS 84 DATUM. In case GPS in not tuned to WGS 84 datum, alarms will
be seen on ENC display.
Chart Information
Tool bar will have a single click button for standard layer display, enhanced and full layer
may be selected from chart properties, and user specified chart information may be selected
or deselected as per importance of the information anytime. This way chart may be de-
cluttered or clutter may be controlled. Everything is possible for route plotting and
monitoring, like waypoints may be inserted, deleted, edited, appended, cross track limits may
be defined, both individual or by default, leg speeds, radius of curvature may be defined, both
RL or GC or composite routes may be planned. Prediction tool is useful to see how a
situation may develop by dragging tool.
Ships observed fixes may be plotted on ENC by ranges and bearings, compared with that of
GPS position, which any prudent mariner must do. Characteristics of any charted object may
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be readily confirmed by curser enquiry. Navigation marks may be vied in either simplified or
traditional formats. A navigator who is a user of ECDIS should be aware that errors can be
classified as inherent errors that are caused by the system, as well as errors that result from
misunderstanding, inexperience or careless observation by the operator (Human error or
interpretation errors).
scale.
 Uncritical acceptance of own ships position (GPS).
S/he should use his/her professional judgment to apply caution at every step.
Changing the Settings
Like any prudent computer literate operator , at the time of power ON of the system , the
operating system installs itself, the keyboard, mouse / trackball is checked for being
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operational , if not then networking , wiring may be checked. The sensor monitor should be
working, with all the necessary sensors being input.
The safety settings to be determined and set using chart settings function, depending on UKS
requirements and safe navigational practice. Thereafter the alarms may be set from ship
properties, the "look-ahead" time and the angle of THETA may be adjusted depending upon
the area of navigation and watch-keeper. Like for open seas look ahead may be 30 to 45
minutes, where as for coasting or congested waters may be reduced to 15 to even 5 or 3
minutes. CPA / TCPA alarms and XTE alarms may also be set as per watch-keeper. Alarms
panel must be usually displayed in the consol. whenever before sailing, remember to start
track recording, 60 second interval is good. Log table, the recording interval may be selected
as 5 or 10 minutes depending on frequency.
Chart Scaling
Chart scale may be changed by various methods , by zoom in – out, roller on the mouse , or
manually from chart properties, even hot keys may be used , usually F1 and F2, (see hot keys
list in the manual) . The default scale may be found in chart properties, yellow colour flashing
scale display on the consol will indicate under / over scale, which may activate SCAMIN;
that is the scale at which some or certain character information may disappear, putting the
safety of navigation in jeopardy.
Information Layers
The beauty of ENC‟s / Vector charts lies in the fact that they may layered, which means that
information on the chart may be increased or decreased, as required. It starts with the base
layer, and then moves to the standard layer. Finally the enhanced or full layer comes into
play. Hot keys, or chart settings may be used for brightness, day or night settings.
Simulator (Coastal waters)
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Identification, responses and settings of alarms would be shown HANDS-ON, on the

simulator.
Depth and Contour Alarms
This is the basis on which ECDIS is going to give advance warning of grounding, hence
setting of depth and contour alarms to be done with utmost care. If the safety zone (anti
grounding tool) id de-selected, still the anti grounding alarm will come, but when the ship has
actually reached that position, which may be too late. Other alarms for route monitoring, like
arrival to waypoint, or to a critical waypoint, deviation from planned track beyond cross
track, approaching any special areas may be set by the navigator. The shallow waters / safety
contour or deep waters may be shown in different shades of blue for ready reference.
It is important to note that the depth labels would be on display only on enhanced or, all chart
settings for the layers. The base or standard layers will not show depth labels.
In route monitoring, the safety alarms for depth / contour / height may be set as per safe
navigation procedures like UKC requirements.( Company‟s policy).
Solved example
Ships draft = 12 M
UKC ( company’s policy) = 2 M( e.g. high seas)
Squat = 1M ( depends on speed)
Total = 15 M
Hence now 15 M is the safety depth = safety contour.
Shallow on the shallower side , deep on the deeper side of safety contour (20M) , in
this case can be 10 M and 30 M , respectively are only for color scheme .
In addition add ACC. ZONE accuracy , e.g. 1.2 M for zone A ( 5 *) ,
Height of tide , e.g. 2.4 M may be subtracted ( but not for tidal ports , where ship can
go only in high waters) .
Hence in above example safety depth will become 15M+ 1.2 M – 2.4 M = 13.8 M .
For narrow / dredged channels , safety depth / contour should be equal the depth of
the dredged channel .
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Chapter 3
ECDIS ROUTE PLANING AND MONITORING
Route Planning and Monitoring
ECDIS must always be ground stabilized , because ecdis is anti grounding tool.
Put GPS speed input to ground stabilize same.
The ships vector will point to the direction of course over ground , away from ships gyro
heading line, and just by looking at display , the navigator will know ship is being set by
cross currents , and accordingly courses must be adjusted to make good true course as
planned.
NOTICE to this effect must be put next to ECDIS on ship.
Everything that was being done with conventional paper charts for this function, is possible
to be done on ENCs, and much more. At the time of installation vessels manoeuvring
characteristics, like advance/ transfer in different conditions are fed in the system, which
would automatically draw Wheel Over (W/O) line before the forthcoming waypoint. Only the
navigator has to feed in the leg speeds and radius of curvature, which may be done by default
or individually for different legs. The default route alarms me be set , like that for arrival to a
waypoint, arrival to a critical waypoint , both by distance and time, and any more alarms like
user defined , e.g. for entering in any zone, areas.
Another important thing is to cross check vessels position regularly, as per Position plotting
interval in your passage plan, by an independent source, like ranges and/ or bearings, taken
from RADAR (superimposed or without). If the vessel is on autopilot, then autopilot is going
to get feed from GYRO, and true course being made good may be totally different, hence all
the more critical to monitor vessels progress on intended track, and the only method for this
is to keep checking vessels position whether from GPS, or observed fixes.
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Route Planning by Table
Previously followed routes / voyages are all saved in the computer drive, which may be
clicked open through memory tool bar, localized applied as required, reused after checking
for safety. Same may be exported or imported as required.
Any route planned which needs to be navigated must be first checked for safety, if no alarm
sounds on the way, it means that it is safe for navigation. The route should also to be checked
visually, the entire stretch / legs, for additional safety, and only then to be finalized and
activated.
Forthcoming passages may be planned anytime in advance on the secondary computer or

third one if provided, which also may be used for training and familiarization. For this
purpose Admiralty Chart Catalogue (ADC) may be used, which like the paper chart
catalogue, can be used to see which chart permits are there on board, and which ones are
more to be ordered . Even the Digital Publications (DPs) can be managed this way.
Apart from route planning by clicking / dragging of mouse, route may also be planned by
inputting waypoints co-ordinates manually.
Any waypoint can be deleted / edited / moved / inserted etc, just by clicking the appropriate
waypoint in the route table.
Curved tracks may be adjusted by changing leg speeds or radius of curvature. From the
memory tool bar, we may select any route, rename it, delete as per the company‟s policy, or
export to any drive for archiving the same at a later stage.
Route Planning by Chart
Vector charts are seamless, hence may be zoomed in-out, any sea area may be selected, any
route lines may be drawn, that‟s the benefit of user friendly Windows operation system, on
which this application is running . These waypoints once drawn can be easily edited/ moved/
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deleted/ inserted etc. Once done before the route is finally activated, must be checked for
safety, both electronically and visually. Only when no alarms on checking route, should be
same activated. The important point here is that the route is possible to be activated even if
there any alarms, like grounding alerts on the way, hence utmost care is necessary. Once
found safe, may be activated. The ranges and bearings may be marked through properties. If
now any amendments to route are required, the reverse must be done, that is first de-activated
and then the route unlocked.
Certification and Documentation with ECDIS
It is important to note that the following documentation will be necessary with an ECDIS on
board:
1) FORM E of SEQ certificate will be stating the fact that on such ship electronic charts
are being used as primary source of navigation, and the backup thereof, which may be
paper charts or second, standalone ECDIS computer.
2) Company‟s SMS manuals must also be stating the above fact.
3) ECDIS must be included in list of critical equipment, in Company‟s safety manuals.
4) Simple operating procedures of ECDIS must be posted on bridge.
5) Risk assessment must be performed, identifying any risks, like gyro failure, GPS
failure, ECDIS computer crash etc. so that in the event of ECDIS failure, the vessel
continues to navigate safely.
6) Company‟s SMS forms, with respect to ECDIS handing over – taking over must be
completed.
Track Limits
As the vessel is proceeding along a route the mariner should be able to monitor the alarms
and indications and take appropriate actions to keep the vessel safe at all times. There is
usually an alarm panel provided for the OOW to view the alarms and indication at all times.
For example, an indication is provided if the mariner plans a route across the boundary of a
prohibited area or a geographic area for which special conditions exist or an indication is
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triggered if the vessel XTE limits pass through a traffic separation zone or safely contour set
by the mariner.
It should be possible for the mariner to specify a limit of deviation or XTE from the planned
route at which activation of an automatic off track alarm should occur. This provision can
also be activated to change the XTE of previously planned routes if these are recalled by the
mariner. The wider the XTE the more alarms will be generated. However, this should not be t
a reason to reduce it below what is required.
Checking Plan for Safety
Whenever a route is created, the user is provide with a “Check Route” function which
highlights all the dangers of navigation along the route which fall within the limits of the
cross- track limits the user has set. This function can also be performed for previously saved
routes.
The above function definitely assists the mariner in modifying/checking his route plan to
minimise the dangers which he is likely to encounter during the passage e.g. by modifying
the cross-track limits, repositioning of waypoints or redefining safety contour for the vessel.
Additional Navigational Information
For route planning, forecast or predicted data are used. Weather data such as wind, wave
(swell), and current can be used to calculate ship‟s speed loss for each leg of the pre-planned
routes in ECDIS. Mariners can thus select the most efficient route and get more accurate ETA
(estimated time of arrival) or modify the route for a safer voyage. For route monitoring with
ECDIS, predicted weather conditions that might be beyond own ship‟s can be highlighted or
set to generate alarms. ECDIS can then provide mariners with various tools as decision
support for navigation safety. For example, from the tropical cyclone and cyclone track,
navigable and dangerous semicircles can be identified, so that a suitable evasive action can be
taken.
Use of the Safety Depth and the Safety Contour in ECDIS - Terms
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Safety Depth: Value set by the mariner that is used by ECDIS to portray soundings as black if
they are equal to or shallower than the value and gray if they are deeper.
Safety Contour Depth: Value set by the mariner that is used by ECDIS to select a “Safety
Contour” from among the depth contours available in the SENC that is equal to or deeper
than the value.
Safety Contour: A specific depth contour set by ECDIS. It demarks the boundary between
“safe-water” and shallow water with an extra wide iso-line and is used to give an alarm if the
ship, within a time specified by the mariner, is going to cross the safety contour. It is also
used to determine the tints used for depth areas and for other purposes.
 ECDIS allows the mariner to set the Safety Depth and the Safety Contour Depth
independently.
 The mariner sets the Safety Contour Depth equal to the “Vessel Safety Depth,” which
is calculated as: Vessel Safety Depth = Vessel Draft + Dynamic Squat + Safety
Margin – Height of tide + accuracy pattern of chart
 Depths are considered “safe” if they are equal to or deeper than the Safety Contour
Depth.
 Depths shallower than the Safety Contour Depth are considered “unsafe.”
Some systems offer additional databases such as tidal curves (see screenshot below) and
prediction data to aid in calculating HW, LW, tidal heights and predicted TS. Most Flag
States approve data provided by ECDIS manufacturers, with some stating that only
Admiralty Total Tide (ATT) is acceptable. Only the official environmental data with the
approval of the flag state should be accepted. Some systems are able to provide their own
database of worldwide ports and port information to aid the Mariner.
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Route Schedule
The mariner can observe any deviation from the route schedule setting in use while the vessel
is proceeding along a route. During track control or route monitoring, a permissible range
from the deviation from the route appears on both sides of the leg the vessel is proceeding.
These are also known as the cross track limits. The mariner can make sure of the deviation
distance not only by a numerical value but by an indication on t he chart screen.
He can set the different permissible range of it for each leg while monitoring a route as well
as while planning a route. When the vessel exceeds the set permissible range during route
monitoring, an alarm for the cross track error is generated.
Route Calculation
Calculation of the profile of the route - Route calculation for voyage planning includes the
following:
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 Distance between consecutive waypoints.

 Course between waypoints.
 Wheel-over calculation.
 Total distance.
 Estimated time for voyage.
Check of the route
 Check of the dangers of the route
Voyage optimisation
 Time table optimisation.

 Optimisation based on economical factors.
 ECDIS processor calculates optimum speed and course between each waypoint, and
the ETA following specified data.
When a route has been planned, the mariner can view the passage times on activating the
“Route Plan” menu where the ETA to the destination is displayed on the planned or
optimised speed screen. However, if during the voyage the speed differs from the planned
speed (which is usually the case), the changes in the ETA are continuously adjusted and
displayed not only for the entire voyage but also are reflected on each leg of the voyage i.e.
from waypoint to waypoint. With this facility provided to the mariner, he can know his ETA
with the vessel‟s present speed or he is able to alter his speed to determine the changes
reflected in the ETA both for each leg of the voyage or the entire passage.
User Charts in Route Planning
ARCS charts include many notes, that are located either landward or seaward. When they are
landward, they take up more space than seaward – where the mariner can only see their name
and the “(See note)” mention. Each chart is assigned a list of mariner‟s note. So when you
change the current chart, you also change the list.
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Wherever the mariner is using an ENC, it is possible to consult this list by opening another
window which provides the vital notes for the chart in use. This window will display more
generic names such as NAVAIDS, magnetic variation restricted areas, caution area, Traffic
Separation Scheme Depths, View, etc. The mariner then can view in detail the notes under
such titles for his ship to navigate safely.
Mariner using vector charts should know that Vector charts contain only ENC data that meets
SOLAS Carriage Requirements for use within Electronic Chart Display and Information
Systems (ECDIS).
The Vector Chart only contains ENC data that meets Safety of Life at Sea (SOLAS) Carriage
Requirements for use with ECDIS. Electronic Navigational Charts (ENCs) are digital vector
charts produced to the International Hydrographical Organization's (IHO's) standards (S57
Version 3.1 and ENC Product Specification). They are referred to World Geodetic System
1984 Datum (WGS84) and are regularly updated with official update information distributed
digitally.
The mariner is provided with a graphics editor by which he is able to use the user chart in
conventional method. He is able to use and draw parallel index lines, plot visual and radar
fixes, „ No Go Areas‟ , direction of tidal currents, abort point and Master‟s specific
instructions etc.. He is also provided with the facility to show anchor circle guard zone and
Anti grounding tool on the user chart.
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Chapter 4
ECDIS TARGETS, CHARTS AND SYSTEM
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ARPA / Radar Overlay
With the help of the sensors or interface attached to ECDIS it is possible to transfer radar
information which contain both the radar image and ARPA information necessary for
tracking displayed targets on the ECDIS.
On the ECDIS display, the mariner should be able to match the radar image, the chart and the
radar image should match in scale and in orientation.
The mariner can adjust the radar image and the position from the position sensor
automatically for antenna offset from the conning position.
It should be possible to adjust the displayed position of the ship manually so that the radar
image matches the SENC display.
It should be possible to remove the radar information by single operator action. By means of
the sensors, the mariner is provided with speed and heading inputs used in ARPA target data
calculations. In fact the entire information on the tracked target is displayed on the ECDIS
chart simply by placing the cursor on the target on the chart display. Target data is
immediately available without the several minutes delay required by ARPA‟s Tracked targets
on the chart display are normally shown as coloured disks with their vectors protruding from
the centre of the disk in the direction towards which the target is moving. Starts processing
and tracking the target and recording its parameters onto the disk from the moment it appears
within the radar‟s operating range; which is more often than not far beyond the screen display
and regardless of the operator actions.
User interface controls are provided to the mariner on the ECDIS to match the radar overlay
or create an image offset with the chart. This is normally in the „Tools‟ menu provided by the
manufacturer.
CPA & TCPA alarms are generated on the ECDIS as well as on the ARPA display. The
mariner need not shuttle between the radar and ECDIS display to monitor movements of
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targets. However, ECDIS tracked targets have two possible sources for target calculations,
mainly the ARPA and AIS. Each mode of tracking shows its own specific ECDIS symbols
for targets being tracked.
Main source of continuous estimate of ship‟s position is done by Global Positioning System.
However, regular checks on the ship‟s position can be done either by radar or visual
observations. This determines the error in the GPS positions and that error can be shown as a
correction to own ship‟s position by off-setting the position obtained by GPS or by using a
reference point captured on the ARPA.
AIS Functions
Automatic Identification System: This system provides in its most basic mode an automatic
visually displayed “security call”. The AIS provides a visual display of position by a symbol
or “mark” which can be scalable to indicate ship size. The position, course and speed data is
derived from the global positioning system (GPS) or from the differential global position
system (DGPS). The basic “who you are”, “where you are”, and “where you are going”
questions are clearly and accurately answered by the visually displayed data. The data is
relayed via the VHF maritime band by a shipboard transponder system. Each AIS system
consists of a VHF transmitter, several VHF receivers and electronic links to display and
sensor systems. The system is capable of handling 2000 reports per minute and updates as
often as every 2 seconds. It uses a Self-Organizing Time Division Multiple Access
(SOTDMA) technology to meet this high broadcast rate and ensure reliable ship to ship
operations.
All AIS acquired targets are clearly displayed on the chart with their vectors. By enabling the
target predictor, the CPA, TCPA can be quickly and accurately determined and displayed
graphically for all targets within the range.
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An advantage of AIS synced with ECDIS on a vessel can also help the mariner to
communicate with targets by text messages and thus avoid confusion created by speech on
the VHF.
Procuring & Installing Chart Data
RNCs are digital copies of paper charts conforming to IHO publication S-61 – Product
Specifications for Raster Navigational Chart (RNC). RNCs are issued by, or on the authority
of a national Hydrographical Office. When displayed on an ECDIS screen RNCs appear as a
facsimile of the paper chart however, they contain significant metadata to ensure that they
have a certain minimum functionality; such as a geo-referencing mechanism that allows
geographic positions to be applied to and extracted from the chart, automatic updating of the
RNC from digital files (and the ability to show the state of correction) and the display of the
RNC in day or night colours. An RNC is a digital copy of the current paper chart. As such the
chart content cannot be analysed by a computer program to trigger alarms and warnings
automatically as is the case with a vector chart; however, some alarm and warning functions
can be achieved by manual user input to the ECDIS.
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In order to get efficient data structures that facilitate the rapid display of ENC data, most
ECDIS convert each ENC dataset from S-57 into an internal machine-language format called
SENC or System ENC – which is optimised for chart image creating routines. Each ECDIS
software manufacturer has its own SENC format. Consequently the SENC format may differ
between ECDIS manufacturers.
In order to take advantage of the efficiencies of delivering ENC data in a SENC format, the
IHO has authorised an optional distribution mechanism called SENC delivery. This is in
addition to the standard distribution of ENC in S-57 format. In this case, a RENC delivers the
S-57 based ENCs to an authorized chart data distributor who then performs an ENC-to-SENC
conversion (that otherwise would take place inside the ECDIS), and delivers the resultant
SENC to the end user.
However, it is up to individual Hydrographical Offices to decide whether they wish to allow

the ENCs for their waters to be distributed in SENC format in addition to S-57. Not all
Hydrographical Offices allow their ENCs to be delivered by distributors as SENCs.
An ECDIS can determine if data is from either an ENC or a private source by interrogating
the Agency Code (a two character combination which is unique for any data producer)
embedded in the data. Using this code an ECDIS will warn mariners that they must navigate
with an official up to date paper chart if data from a private source is in use. The ECDIS will
show a warning on the ECDIS screen.
During production, ENCs are assigned a compilation scale based on the nature of the source
data upon which they are based. They are also allocated to a navigational purpose band
related to this. This is analogous to a series of paper chart covering the same area, ranging
from “small scale charts” to “large scale plans”. To facilitate the display of a radar overlay on
ENCs, the IHO specifications recommend that hydrographical offices set the compilation
scales of their ENCs to be consistent with the standard radar range scales as shown in the
following table:
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Selectable Range Standard Scale

200 NM 1:300 0000
96 NM 1:1 500 000
48 NM 1:700 000
24 NM 1:350 000
12 NM 1:180 000
6 NM !: 90 000
3 NM !:45 000
1.5 NM 1:22 000
0.75 NM 1:12 000
0.5 NM 1:8 000
0.25 NM 1:4 000
Each ENC is identified by an 8-character identifier e.g. FR501050. The first two characters
Indicate the producer; e.g. FR for France, GB for Great Britain. A complete list of producer
codes is included in the IHO standard S-62). The third character (a number from 1 to 6)
indicates the navigational purpose band. The last five characters are alpha- numeric and
provide a unique identifier.
There are two types of electronic chart – raster charts and vector charts. A raster chart is a
scanned and passive image of a paper chart, whereas a vector chart is a digital database of all
the objects (points, lines, areas, etc.) represented on a chart.
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Only authorized user service providers and their distributors sell ENCs; the delivery of
update information is an essential part of their services. These user service providers are
appointed either directly by the originating Hydrographical Office or by Regional ENC
Coordinating Centre (RENC) acting on behalf of its participating Hydrographical Offices. An
ECDIS distinguishes ENC data from unofficial data. When unofficial data is used, ECDIS
provides mariners with a continuous warning on the screen that they must navigate by means
of an official, up to date, paper chart. If unofficial data is displayed on ECDIS, its boundaries
are identified by a special line style - a “one-sided” RED line with the diagonal stroke on the
side of the line containing the unofficial data.
ENC
UNOFFICIAL DATA
ECDIS provides a means of extracting information on installation history of charts. Most

manufacturers of ECDIS provide an extensive menu for finding out some of the following
properties of the charts which are in the system:
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 Chart or cell number.

 Area coverage.
 Scale of the chart.
 Issuing Authority.
 Edition of the Chart.
 Last update.
Installing Chart Corrections
All charts whether they are ENC‟s or RNC‟s need to be updated to ensure safe passages for
the vessel. This practice and procedure has been followed for many years.
A data base resulting from the transformation of the ENC by ECDIS for appropriate use,
updates to the ENC by appropriate means and other data added by the mariner. It is this data
base that is actually accessed by ECDIS for the display generation and other navigational
functions, and is equivalent to an up-to-date paper chart. ENC data can only be issued by, or
on authority of, govt. authorized hydrographical offices.
Correcting electronic charts: Updating is a fundamental requirement for all chart systems. In
electronic charts updating can be completed in seconds, in many cases automatically. A
useful virtue of electronic updating is that, because official electronic chart databases can
contain information from other sources such as List of Lights and Sailing Directions, systems
can be arranged so that corrections are made to all relevant references at once. Full
designation ECDIS require that system must be type approved, must display official ENCs
issued by national HOs and that they must be kept up-to-date. For full ECDIS compliance the
chart database must be updatable automatically or semi-automatically. IHO guidelines
indicate that the onboard chart system should be capable of being interfaced with an
INMARSAT SATCOM station or an EGC Safety Net-capable receiver for direct transfer of
ENC updates. Such equipment combinations can provide fully automatic updating. For semi-
automatic updating the ECDIS should be capable of receiving chart updates in standard IHO
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format via a telephone network or on 3.5in high density diskettes. This updates must then be
fed into the system‟s computer.
It is possible for the mariner to review the updates applied through displaying the SENC
contents with the updates highlighted. ECDIS keeps a record of updates, including time of
application and identification parameters through a log file. The log file contains, for each
update applied to or rejected by the SENC, the following information:
 Date & time of application / rejection.

 Complete and unique identification of update as described in the S-57.
 Product Specification.
 Any anomalies encountered during application.
Type of Application (Manual / Automatic)
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The ECDIS warns the user when an ENC Update is applied out of sequence terminates the
update operation and restores the SENC as it was before the application of the Update File. If
any errors are detected from the receiving device, the reception procedure is terminated and
the ENC Update flagged invalid in the record of updates. The user is informed of the
corruption. If the updates are not correctly loaded or if an error is detected during the update
procedure, the user is informed and the error message displayed in the message area. ECDIS
rejects updates if the update issuing authority is different from the cell issuing authority.
ECDIS rejects corrupted update files and files with wrong extension. ECDIS checks that
updates are applied in the right sequence. If one update is missing the next updates are
rejected. Updates not relating to a cell within the set of installed cells are discarded. ECDIS
rejects an update related to a new edition of the cell. ECDIS rejects an update related to an
older edition to the cell.
Temporary and Preliminary Correction: The ECDIS enables manual entry of updates for
non-integrated presentation on the display. A capacity exists to enable the mariner to:
 Enter the update so it can be displayed (according to requirements of S-52).

 Ensure all update text information relevant to the new condition and to the source of
the update, as entered by the mariner, is recorded by the system for display on
demand.
The ECDIS is capable of sensing indications and alarms related to non-integrated (manual) &
integrated ENC Updates. It is possible to remove from the display any manual update. The
removed update is retained in the ECDIS for future review until commencement of the next
voyage, but will not be otherwise displayed.
System Reset and Backup
The backup system will have a major impact on the ships safety in the case of ECDIS
blackout. It is very important to achieve a safe and fast takeover of the ECDIS system by the
backup system including:
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 Takeover of all relevant passage planning data from ECDIS

 Takeover of all updates
It should be possible to operate ECDIS and all equipment necessary for its normal
functioning when supplied by an emergency source of electrical power in accordance with
the appropriate requirements of Chapter 11 – 1 of the 1974 SOLAS Convention. Changing
from one source of power supply to another or any interruption of the supply for a period of
up to 45 days should not require the equipment to be reinitialized manually. Familiarization
of takeover procedures and backup device must work properly. Navigation should be
conducted as safely as possible using the backup system and its reduced functional
capabilities.
“...Due to the nature of the equipment (both hardware and software), the possibility of failure
exists, which is not the case with the paper chart. The provision of a back-up system does,
however, overcome these problems...” The draft RCDS performance standard has allowed for
this and requires that “...adequate back-up arrangements shall be provided to ensure safe
navigation in case of RCDS failure...”
Back-up Arrangements
Adequate back-up arrangements should be provided to ensure safe navigation in case of an

ECDIS failure. Facilities enabling a safe take-over of the ECDIS functions should be
provided to avoid that an ECDIS failure develops into a critical situation. A back-up
arrangement should be provided facilitating means for safe navigation of the remaining part
of the voyage in case of an ECDIS failure.
Power Supply
It should be possible to operate ECDIS and all equipment necessary for its normal
functioning when supplied by an emergency source of electrical power in accordance with
the appropriate requirements of chapter II-1 of the 1974 SOLAS Convention. Changing from
one source of power supply to another or any interruption of the supply for a period of up to
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45 seconds should not require the equipment to be manually reinitialized. If a ship equipped
with a second ECDIS as a backup for the primary ECDIS, this secondary ECDIS can be
accepted as an alternative for paper charts.
The following conditions to be complied:

 Both primary and secondary ECDIS to be fully independent and type approved on the
basis of relevant and applicable standards.
 The power supply for both shall be equivalent to the requirements for the other
navigational equipment required by regulation V/19 of SOLAS.
 Both systems have to be connected to the main and emergency source of power.
 Changing of power source shall not require restarting of the ECDIS.
 ECDIS shall also be connected to a reserve power source (UPS mode) with a capacity
for at least 30 minutes.
Minimum Scale Error (SCAMIN)
Each object in an ENC is given a SCAMIN value. The SCAMIN of an object determines the
display scale below which the object must no longer be displayed by an ECDIS and can be a
valuable tool in reducing the clutter on the screen. There is currently no international
agreement on the SCAMIN values to be employed and in some cases, different ENC
producers may have applied differing SCAMIN values to similar objects. The mariner should
exercise caution when operating in reduced display modes.
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Scale filter ON / OFF
Allows to switch on and off the SCAMIN (scale minimum) of objects. The SCAMIN
attribute is used as a method to control the density of chart objects displayed on an ECDIS
screen. The SCAMIN of an object determines the display scale below which the object is no
longer displayed, reducing clutter on the screen of an ECDIS. The SCAMIN value is the
reciprocal of the specified minimum display scale, e.g. an object with SCAMIN set to 50.000
will disappear from the ECDIS display when zooming out and reducing the display scale
below 1:50.000.
A navigator who is a user of ECDIS should be aware that errors can be classified as inherent
errors that are caused by the system, as well as errors that result from misunderstanding,
inexperience or careless observation by the operator (Human error or interpretation errors).
scale.
 Uncritical acceptance of own ships position (GPS) by neglecting the 95 % probability
of the accuracy. The accuracy can change from 100 metres to more than 300 meters
during the 5% possibilities. Also the changeover from the DGPS to GPS could result
in accuracy from 10 meters to 100 meters especially in confined waters. Check the
changeover of DGPS stations for proper monitoring.
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S/he should use his/her professional judgment to apply caution at every step.
The functioning of an ECDIS is through a computer; hence problems and breakdowns

associated with the computer are likely to affect the working of an ECDIS. One of the
greatest fears is the breakdown of the system. Mariners are well advised to keep a backup of
all the data on another system e.g. a spare hard disk, CD‟s or any other storage device to
revive the data if it is lost due to ECDIS or computer failure.
Archiving ECDIS Data and Data Logging
The various data used with the ECDIS can be archived (kept as records) by means of files or
folders. The types of data are storage of raster and vector charts, record of route plans,
passage plans, manual and integrated updates of charts; own ship‟s profiles in various
formats, dynamic data files NAVTEX messages and SENC database.
The navigator has the choice of extracting this archived data for the purpose of navigation.
He has the means (ECDIS management utility) to select and transfer data files to suit his
convenience. However, he is well advised to refer and follow the instructions (operating
manual) provided by the manufacturer of the equipment regarding the above.
ECDIS provides the mariner to log events, such as man overboard, keep a record of all
manual and integrated updates with indications of all activities performed such as addition,
deletion of these updates which can be reproduced as and when required.
Own-ship track can be clearly seen on the chart with time labels showing the interval
between GPS positions. The mariner can visibly notice the track and speed being made good
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thus making a comparison with the route plan fairly simple. He has also the facility to view
AIS and ARPA acquired targets‟ tracks on the screen which definitely helps him to take
preventive actions for avoiding collisions in heavy traffic areas.
For ready reference screen shots, passage plan etc. printouts of which can be taken if the
system is configured with a printer.
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Chapter 5
ECDIS RESPONSIBILITY AND ASSESSMENT
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Responsibility
PMS ( Planned maintenance system)

NP 133C : Nautical publication , Admiralty , for ENC charts maintenance can be easily
integrated with SMS.
Data security : User must ensure ECDIS is kept virus free and safe from hacking by
unscrupulous sources, each company should adopt cyber security policy in its ISM.
Safety Risks
Due to its capability to integrate a wide variety of graphic and textual information, the
electronic chart system is becoming the central navigational instrument on the bridge of a
ship. However, for all its capacity, there are also some limitations. The electronic chart
should not be totally relied upon or lead the Watch Officer into a false sense of safety and
security. Over-confidence must not result from the fact that the ship‟s position is
automatically shown on a chart. The Watch Officer must be always wary as to how the
system is actually performing in regard to accuracy and reliability. This requires an
awareness of the deficiencies and risks of the overall system and its components. It must be
recognized that the quality of the sum of the information is essentially dependent on the
reliability of the each component of data and technology. Similar to any system, an ECDIS is
not infallible. It has the same shortcomings that exist in any technical device.
It is recognized that the widespread reliance on Global Navigation Satellite Systems (GNSS)
as the primary means of position fixing and ECDIS as the primary means of route monitoring
and anti-collision has encouraged some mariners to navigate in areas where, and under
conditions in which, they had not previously ventured - for example, close inshore, at night
and in reduced visibility. More generally, any future strategy needs to take into account the
evolving shipboard practices and training requirements of seafarers. Traditional navigational
skills sometimes appear to be superseded by over-reliance on new technological advances
and automated features, for example, the Electronic Chart Display Information System
(ECDIS) and Integrated Bridge Systems (IBS).
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Risk Assessment Method for ECDIS
The champions of ECDIS correctly claim that, when properly understood, its use increases
the safety of navigation. Its critics point out that it is a complex tool which, used in ignorance,
can actually increase risks. This criticism is partly due to the proliferation of different chart
formats and the fact that each ECDIS type interacts with the charts in a subtly different way.
The application of Risk Assessment has been used for a number of years to assist in safety
procedures in various aspects of the running of a vessel. Until now, it has not been extended
specifically to ECDIS and all its functions. This chapter deals with the key issues associated
with the practical application of risk assessment. Despite the well-known benefits of
electronic charts over paper charts, the maritime community has been rather slow to adopt
ECDIS. There are a number of reasons for this. They fall into three basic categories:
1. Production of approved charts has been extremely slow; even now many vessels
cannot complete their usual trading route using only official electronic data.
2. Shipping companies shy away from the complexities of integrating charts from a
number of different sources - bearing in mind that there is no uniformity in updating
frequency, permit types and so on.
3. There are risks associated with transition from the well-understood and robust area of
paper charts (which are still an approved method of navigation) to the rapidly
evolving environment of electronic charts.
As many mariners are discovering, no computer package is experienced as truly intuitive by

one with little or no prior knowledge of computers.
Risks and Legislation
Maritime Authorities are aware of this reticence on the part of ship-owners to migrate more
quickly to electronic navigation and have attempted to make the prospect more attractive. In
1998, the IMO Maritime Safety committee agreed to allow a „dual fuel‟ approach, whereby
official Raster data could be used to „plug the gaps‟ between areas of ENC (Electronic
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Navigational Charts, specifically in S-57 format) coverage, provided the mariner maintained
„…an appropriate portfolio of up to date paper charts...‟. It was left to the flag states to
define what constitutes „appropriate‟. Certain maritime authorities set up pilot projects to
encourage local ship-owners to start using electronic charts and gave their permission for
those vessels to navigate with a minimum number of paper charts. The Netherlands and the
UK Authorities permit both Raster charts and ENCs to replace paper. Other Authorities,
particularly those in the Baltic, insist that only the use of ENCs with 2 type-approved ECDIS
will result in a reduction of paper charts.
The pilot projects did not lead to greater numbers of ship-owners applying for the same
dispensation and a more formalised approach was set out by the UK MCA (Maritime &
Coastguard Agency) in 2001 in MGN 133. This required all ships seeking permission to
operate using ECDIS or RCDS (Raster Chart Display System) without paper chart backup to
formally assess the risk of electronic navigation and to submit their risk assessment for
approval by the MCA. In early 2002, this was augmented by the release of MGN 194, which
set out in detail the definitions of risk and the preferred method of completing such an
assessment, including a list of suggested hazards to be considered.
Risk Assessment Definitions
For the purposes of this discussion, the following definitions have been used:
 Hazard: Sources of navigational error with potential harm or damage to personnel

own ship, other ship or environment.
 Risk: the likelihood of the hazard occurring combined with the severity of the
hazardous event.
Areas of Risk
The hazards associated with the use of ECDIS fall into three categories:
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1. The equipment itself (both hardware and software) may suffer from potential virus
infection, power outages, loss of input of sensory equipment (depth, gyro, speed),
2. The charts themselves are at risk from permit expiry, out-of-date charts being used,
updates not applied correctly, excessive zooming (in the case of Raster charts),
inability to open the next chart required (Raster charts). Most of these hazards can be
mitigated or even eliminated, if bridge crew are properly trained in the use of ECDIS,
3. The particulars of these risks are unique to each vessel, crew and equipment, and can
only be assessed on a case-by-case basis. Other factors, such as area of operation and
nature of cargo, will also have a bearing on the severity of the hazard and therefore
the risk.
Assessment Process
This has four stages:
1. Establish the Hazards
This should include hazards specifically associated with operation in RCDS, and others
which refer to ECDIS in general. The limitations of RCDS are well-known: it is a chart-based
system (which affects look-ahead capability); it will not trigger alarms; there may be datum
shifts between charts; it cannot be interrogated; it is not possible to select safety contours;
orientation to „course up‟ is often not practical. Hazards associated with ECDIS failure would
comprise: hardware or software failure, power failure, incorrect application of chart
corrections, input failure (e.g. GPS, depth), and virus infection.
2. Determine the Risk
This should be determined by estimating both the potential severity of the hazard occurring,
and then the likelihood of such an occurrence. These should be estimated separately and then
combined to produce the risk factor itself. Risk assessment is a subjective process and
therefore the vessel should provide documentation or other proof to back up any assumptions
made regarding these estimations. Take the case of virus infection. Although a virus designed
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to wipe clean the computer hard drive presents a critical hazard, if the procedure used on a
vessel always virus checks (with up-to-date anti-virus software) all received files, and the
ECDIS is not networked to the PC with Internet / e-mail access, the likelihood of the hazard
occurring is extremely low.
3. Decide if the Risk is Tolerable
Using the combination of factors described above, a risk matrix is applied and the risk is
categorised at one of five levels, from trivial to intolerable. A substantial or intolerable risk
would indicate that better procedures need to be implemented before any reduction in paper
charts should be considered. In our case of virus infection, this represents a moderate risk. It
may be possible to improve procedures in order to further reduce this.
4. Controlling the risk
This is the opportunity to improve onboard procedures and to develop a „best practise‟
method of operation with which all crew involved are familiar with the ECDIS. They will
reduce the likelihood of the identified hazards occurring, and thus the overall risk factor. This
also allows for the provision of emergency procedures, should any unlikely hazard occur, to
further mitigate the severity of its impact on the ship, its crew and the environment.
Once the procedures have been formally assessed and appropriate supporting documentation
gathered, you are now in a position to present your petition for a reduction in the number of
paper charts carried on board.
Effective Navigation with ECDIS
With ECDIS a mariner should be able to obtain chart information necessary for safe and
efficient navigation approved by government authorized hydrographical offices. With ECDIS
a mariner should be able to update navigational chart with ease. It should enable the mariner
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to execute in a convenient and timely manner all route planning, route monitoring and
positioning currently performed on paper charts. It should be capable of continuously plotting
the ship's position.
A mariner while operating ECDIS is provided with appropriate alarms or indications with
respect to the information displayed or malfunction of the equipment.
Display of SENC Information
A mariner on the bridge should be able to obtain and be capable of displaying all SENC
information. Three types of mandatory displays are provided during route planning and route
monitoring to the mariner through ECDIS. These are Display Base, Standard Display and All
Other Information.
A navigator should be able to access the Standard Display at any time by a single operator
action. To facilitate navigation, the OOW is provided with the Standard Display and at the
largest scale available in the SENC for the displayed area on the chart. On an ECDIS it is
easy to hide or display information from the ECDIS display. However this function is not
possible with the base display. The operator is able to select a safety contour from the depth
contours provided by the SENC. The safety contour is clearly emphasised over other contours
on the display. The mariner is able to display soundings equal to or less than the safety depth
whenever spot soundings are selected for display.
Updating of Charts
While updating charts the OOW can ensure that the ENC and all updates to it have been
correctly loaded into the SENC. These updates should be automatically applied to the SENC
by whatever means they are received. The implementation procedure should not interfere
with the display in use.
A mariner is able to manually update the ENC data with simple means for verification prior
to the final acceptance of the data. This data is distinguishable on the display from ENC
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information and its official updates and do not affect display legibility. The mariner is able to
keep a record of updates including time of application to the SENC. The mariner is allowed
to review their contents of the updates and ascertain that they have been included in the
SENC.
Chart Scale in Use
A mariner using ECDIS should get an indication if the information is displayed at a larger
scale than that contained in the ENC; or own ship's position is covered by an ENC at a larger
scale than that provided by the display.
RADAR Information
ECDIS allows Radar information or other navigational information to be linked or shown on

the display. Mariner has to be aware that the radar display should not degrade the SENC
information and it should be clearly distinguishable from the SENC information. ECDIS and
added navigational information should use a common reference system. If this is not the case,
an indication should be provided. Transferred radar information may contain both the radar
image and ARPA information. A mariner should ensure that the radar image matches in
scale and in orientation. The mariner is able to adjust radar image and the position from the
position sensor automatically for antenna offset from the conning position. The navigator is
able to remove the radar information by single operator action.
With an ENC the mariner can display the chart in North UP or Course Up mode the mariner
can also view his own ship in true motion mode. Other modes are also permitted. When true
motion mode is in use, reset and generation of the neighbouring area can take place
automatically at a distance from the border of the display determined by him.
Route Planning, Monitoring and Voyage Recording
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The mariner is able to carry out route planning and route monitoring in a simple and reliable
manner and he should use the largest scale data available in the SENC for the area given. The
ECDIS should provide all alarms or indications of crossing the ship's safety contour and of
entering a prohibited area. The mariner is able to carry out route planning including both
straight and curved segments, to adjust a planned route by, adding waypoints to a route;
deleting waypoints from a route; changing the position of a waypoint; changing the order of
the waypoints in the route; plan an alternate route in addition to the selected route. An
indication is required if the mariner plans a route across an own ship's safety contour.
An indication is required if the mariner plans a route across the boundary of a prohibited area
or a geographic area for which special conditions exist. It should be possible for the mariner
to specify a limit of deviation from the planned route at which activation of an automatic off-
track alarm should occur.
Route monitoring
For route monitoring the selected route and own ship's position should appear whenever the
display covers that area. It should be possible to display a sea area that does not have the ship
on the display (e.g. for look ahead, route planning), while route monitoring. If this is done on
the display used for route monitoring, the automatic route monitoring functions (e.g. updating
ship's position, and providing alarms and indications) should be continuous. It should be
possible to return to the route monitoring display covering own ship's position immediately
by single operator action. ECDIS should give an alarm if, within a specified time set by the
mariner, own ship will cross the safety contour. ECDIS should give an alarm or indication, as
selected by the mariner, if within a specified time set by the mariner, own ship will cross the
boundary of a prohibited area or of a geographical area for which special conditions exist. An
alarm should be given when the specified limit for deviation from the planned route is
exceeded. The ship's position should be derived from a continuous positioning system of
accuracy consistent with the requirements of safe navigation. Whenever possible, a second
independent positioning method of a different type should be provided; ECDIS should be
capable of identifying discrepancies between the two systems. ECDIS should provide an
indication when the input from the position fixing system is lost. ECDIS should also repeat,
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but only as an indication, any alarm or indication passed to it from a position fixing system.
An alarm should be given by ECDIS if the ship, within a specified time or distance set by the
mariner, will reach a critical point on the planned route. The positioning system and the
SENC should be on the same geodetic datum. ECDIS should give an alarm if this is not the
case. It should be possible to display an alternative route in addition to the selected route. The
selected route should be clearly distinguishable from the other routes. During the voyage, it
should be possible for the mariner to modify the selected sailing route or change to an
alternative route
Mariner can ask the ECDIS to give time-labels along ships track manually on demand and
automatically at intervals selected between 1 and 120 minutes; and an adequate number of
points, free movable electronic bearing lines, variable and fixed range markers and other
symbols required for navigation purposes and specified in. It should be possible to enter the
geographical co-ordinates of any position and then display that position on demand. Also, it
should be possible to select any point (features, symbol or position) on the display and read
its geographical co-ordinates on demand. It should be possible to adjust the ship's geographic
position manually. This manual adjustment should be noted alpha-numerically on the screen,
maintained until altered by the mariner and automatically recorded. 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.
ISM , COMPANYS SAFETY POLICY , ECDIS ADOPTION AND CERTIFICATES

1) SEQ certificate, Form E , ECDIS fitted , with backup .
2) Also mentioned if digital publications provided.
3) Type approval certificate , e.g. DNV-GL approves ECDIS 900( NAVICO , old
name MARIS) , FULLFILLING ALL IMO PERFORMANCE STANDARDS.
4) Certificate of installation.
ISM/SMS
1) Type specific ECDIS training.
2) Risk assessment to be done, recognizing action to
take in case of ECDIS failure.

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3) Documents: Mention of ECDIS/ ENC’s in SMS, including in list of critical

equipment.
4) PMS (Planned maintenance system) for ECDIS, usually 2/off. , daily/ weekly/
monthly checks, updates , antivirus.( NP 133C)
5) Handing over / taking over forms , for every new joiner.
6) SOPs ( standing operating procedures) posted on bridge.
7) ECDIS to be ground stabilized( GPS speed) , notice to be posted on ECDIS.
8) Company transition plan from paper charts to ECDIS .
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Chapter 6
SIMULATION EXERCISES
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SIMULATOR ECDIS
EXERCISE -1
EXERCISE STCW CODE TYPE OF TRAINING
Navigating in coastal area with A-II/2 and A-III/3 Approach an anchorage, select suitable
traffic and anchoring area to anchor and anchor the vessel.
ANALYSIS AND ASSESSMENT
Assess trainee‟ s ability to:
1. Plan a safe passage and Select a safe area for anchoring.

2. „Comfort level‟ with basic controls and presentation of date in electronic version.
3. Execute the passage plan accounting for real time problems like wind and currents.
4. Modify the plan and execute the new plan.
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SIMULATOR ECDIS
EXERCISE - 2
Approaches to Felixstowe Table A-II/2 and A-III/3 Navigation in confined waters.
START INFORMATION
BA Chart No: 2052; 2693 Date:
Location: Approaches to Felixstowe Time: Evening twilight
OWN SHIP
Type: Container vessel Starting position: 51052.6‟N0010 37.9‟E Speed: Nil
DWT: Draft: 11.0m EK Heading: 0310
WIND & CURRENT SEA AND SWELL STATE PRECIPITATION &

VISIBILITY
Wind: S‟ly X3 Sea: Slight No precipitation
Current: 2100 X 1.0-1.5 knots Swell :SW X 1.0m Visibility : Good
TRAINING OBJECTIVES
 Ensure safe passage with minimum delay through good teamwork;

 General understanding of various controls and interpretation of displayed information.
 General understanding of ECDIS as part of Integrated Bridge System.
 Trainee‟s ability to react to „disturbances‟ created by the instructor by introducing certain alarms.
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SIMULATOR ECDIS
EXERCISE – 2
(Contd.)
THE TASK
 Select team and allocate duties.

 Discuss passage plan with all team members; emphasize their roles at different stages of the
passage and any special requirements.
 Pick up anchor
 Move into the approach channel
 Manoeuvre through the channel accounting for current
 Manoeuvre the ship when passing target ships and obstructions.
Assess trainee‟ s ability to:
1. Plan and discuss passage plan, briefing of team members on their roles.
2. Use various controls & manoeuvre the vessel.
3. Understanding of basic navigational functions and settings.
4. Understanding of functions provided for route planning and monitoring.
5. Observe & accumulation of various information from the displayed data.
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SIMULATOR ECDIS
EXERCISE - 3
Berthing a vessel and use of A-II/2 and A-III/3 Navigating through approach channel
tugs and manoeuvring vessel to berth, port
side to
START INFORMATION
BA Chart No: 4039, 4041, 4042 Date:
Location: Approaches to Singapore Time: Daytime
OWN SHIP
Type: Oil tanker Starting position: 010 09.5‟N 1030 48.5‟E Speed: 0.0kts
Draft: 13.0m EK Heading: 2700 (T) Stop
WIND & CURRENT SEA AND SWELL PRECIPITATION & VISIBILITY
Wind: Various Sea: Moderate Sea State Direction : Slight
Current: 2hrs after high r, Swell : W‟ly X 2.0m Visibility : Good – Moderate
1.5 – 2.0 knots
TRAINING OBJECTIVES
 Plan passage for approaching the berth after heaving up anchor and transit through the channel
 Make full and effective use of all resources
 Observe & accumulate required information & co-relate data from various NAVAIDS such as
Doppler log, GPS, AIS, ROT indicator etc.
 Trainee‟s ability to respond to „NAVTEX messages‟ created by the instructor.
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 Understanding of status indications, indicators and alarms.

 Overall understanding of integrated, bridge system.
SIMULATOR ECDIS
EXERCISE – 3
(Contd.)
THE TASK
 Plan passage to approach the berth.

 Discuss passage plan with all team members; emphasize their roles at different stages of the passage
and any special requirements.
 Prepare vessel for approaching to berth.
 Navigate ship through approach channel complying with relevant rules.
 Use 3 tugs as required
 Modify passage plan during the passage as required.
 Deal with emergency situations as necessary.
Assess trainee‟s ability to:
1. Plan and discuss passage plan, briefing of team members on their roles.
2. Use ECDIS for position plotting, collision avoidance, passage monitoring & decision making.
3. Use of controls & manoeuvre the vessel.
4. Use of all navigational functions and settings.
5. Use of all specific functions provided for route planning and monitoring.
6. Understanding of various alarms and indicators i.e. Nautical alarms, Sensor alarms, Data and chart
alarms.
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SIMULATOR ECDIS
EXERCISE - 4
Planning and monitoring the A-II/2 and A-III/3 Using the tool panel for marking
route; fixing ship‟s position by observed fixes, PI Lines, NO-GO Areas
observed fixes; emergencies etc. Handling of emergencies during
passage.
START INFORMATION
Chart No: BA 2675, 1123 Date:
Location: Dover Strait Time: Evening
OWN SHIP
Type: Tanker Starting position: 490 20‟ N; 0040 38‟ E Speed: 15 knots
DWT: Draft: 13.0m EK Heading: 2950
WIND & CURRENT SEA STATE AND SWELL PRECIPITATION &

VISIBILITY
Wind: SE X 3 Current Direction : 1160 No precipitation
Current:1160 X1.0 -1.5kts Current Speed: 1.0-1.5kts Visibility : Good
TRAINING OBJECTIVES
 To put chart / safety settings.

 Ensure safe passage with minimum delay;
 Make full and effective use through briefing and positive communication;
 Trainee‟s ability to respond to instructor generated ECDIS updates.
 Risk assessment for gyro failure, GPS DR Mode or computer crash.
 Monitoring of students without any assistance in the use of the equipment.
 Debriefing
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SIMULATOR ECDIS
EXERCISE – 4
(Contd.)
THE TASK
 Develop passage plan; emphasize roles at different stages of the passage and any special
requirements.
 Position fixing.
 Keeping clear of danger area.
 User defined alarms as specified, like anti-grounding alarm.
 Troubleshooting with the given emergency situation.
Assess the trainee‟s ability to:
1. Understand various kinds of updates and importance of updating.

2. Understand errors in displayed data and errors of interpretation.
3. Handling of emergency situation(s) during the passage.
4. „Confidence level‟ in the use of ECDIS for passage planning, position plotting, collision
avoidance, passage monitoring & decision making.
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Electronic Chart Display & Information System (ECDIS)

Electronic Chart Display &

Compiled by ARI Faculty

As a historical comparison the onset of ECDIS could be said to be as significant as

efficiencies and trust in ECDIS equipment warrants the removal of „sails‟.

Name of the Course

Electronic Chart Display & Information System

ARI- SCHOOL OF HIGHER ACADEMIC AND PROFESSIONAL EDUCATION - I

MTI No. 107018

1. K-34, Saidulajab, M.B. Road,

COURSE NAME VERSION

Electronic Chart Display & Information System 2.0

RECORD OF CHANGES DATE

Page Nature of Changes / Change

1 31.03.15 3 Insertion of Chattarpur Capt. P.K. Mittal

2 07.02.18 21 Insertion chart scale thumb Dir. (Modular)

49 Action, in case GPS in DR Dir. (Modular)

54 AIO layer , switch ON Dir. (Modular)

94 Safety depth , solved example Dir. (Modular)

98 Ground stabilize ECDIS Dir. (Modular)

100 Safety depth formula updated Dir. (Modular)

120 PMS, Cyber security inserted Dir. (Modular)

128 ISM/ certificates – inserted Dir. (Modular)

137 Insertion of IMO circular , Dir. (Modular)

3 26.07.19 3 Name of Institute Changed Dir. (Modular)

4 25.11.19 5-6 Course details added Dir. (Modular)

Electronic Chart Display and Information Systems

Documentary evidence shall be issued by the DGS approved maritime training

100% attendance is compulsory.

As per requirements of IMO Model course 1.27 as revised ( 2012 Edition).

Unsuccessful trainees shall be re-assessed on the subsequent batch assessments.

 ECDIS training is as “mandatory” as chart training.

Introduction to ECDIS – Its Safety and Efficiency

Purpose of the ECDIS Training Course

 Acquire a thorough knowledge and functional understanding of the basic principles

The purpose of the ECDIS training course therefore is:

 To enhance the safety of navigation.

At the end of the course the participant will be able to:

 Describe the contents of the IMO Performance Standard.

 Definitions, rules and regulations.

 Explanation of minimum requirement of ECDIS backup system.

Train on One ECDIS System

Walk before Running

Knowledge vs. Proficiency

 Selection of display layers,

 Creating and managing user files,

Functions and Scenarios

ECDIS Learning Environment

Information other than paper charts:

 Plots of ship positions.

Elements of chart display:

 Adjustable displaying brightness to the bridge environment.

Characteristics of digital information:

 Selectable of display contents.

Staff and Crew Training

Flag State Certification

Port State Inspections

Performance Standard under SOLAS

Chart Content and Display Standard (S-52)

Extraction from test database shown according to S-52

Transfer Standard (S-57, VER. 3.1)

This standard consists mainly of the following parts:

 Theoretical background, definitions and conceptual model.