– OPERATIONAL USED OF ECDIS

Midterm:
1. MAJOR ELEMENTS OF ECDIS:
a. COMPUTER
b. DISPLAY
c. SOFTWARE
d. IMO COMPLIANT ELECTRONIC NAVIGATION CHART

ECDIS is an acronym for Electronic Chart Display and Information System. This is a computer system that conforms to
the regulations of the International Maritime Organization and makes it possible to view electronic charts. It can be
used in some cases as a substitute for paper charts on board merchant ships. The requirements for ECDIS are
stipulated in the SOLAS -Convention. Not officially recognized systems are electronic chart systems mentioned. From
June 1, 2012 ECDIS is phased in for all vessels larger than 3000 GT and passenger ships larger than 500 GT. To qualify
as an ECS ECDIS system must:comply with the IMO Performance Standards for ECDIS (IMO Resolutions A817 (19) and
MSC.232 (82));use by the International Hydrographic Organization (IHO) authorized maps;Set up the maps and
present according to the IHO standards S52 and S57.

Types of ECDIS
There are two different types of ECDIS and both are used in different sectors of marine areas, in spite of the
technology involved being the same.
Vector ECDIS: The vector variation of the electronic chart system is used mainly by government naval vessels than
commercial ones. The Vector ECDIS adheres to the norms set up by the International Hydrographic Organization and
is well advanced in the sense that, it can be pre-programmed to indicate any threat to a naval vessel’s position in
case other ships and naval vessels are also in a similar location in the water.
Raster ECDIS: These are a more traditional variant of the ECDIS. In these, navigational charts that are charted out in
paper are scanned and converted into the Electronic Chart System format. Because of such a conversion, it so
happens that if one wants to zoom in or zoom out a particular navigational route, the process is quite easy and
feasible. For the purpose of display the navigational charts in this particular electronic chart system, the technology
of Raster Chart Display System (RCDS) is used in case there is an absence of the Electronic Navigational Charts.

The concept of ECDIS is something that is gaining more and more popularity in today’s times. This is mainly because
the concept has been officially allowed to be incorporated in the naval vessels and ships. By adopting this method of
marking and charting navigational routes, it has become easier to avoid any unwanted accidents as this electronic
chart system uses modern technology rather than human aid.The ECDIS as an electronic Chart System is something
that allows shipping companies and ship owners a lot of mental freedom when it comes to the safety of the vessel in
the water. Because of this technology, it can be said that the aspect of navigation has become faster, simpler and
sleeker.
There are two major types of electronic nautical charts, namely
1. RNCs (Raster Navigational Charts) and 2. ENC ( Electronic Navigational Charts ).
Raster Navigational Chart 
A Raster Navigational Chart is a grid map that is created by scanning the original paper chart and is an exact copy of
that card. The card is made up of thousands of tiny dots that make up a flat, digital pose image. Such a card is similar
to the familiar paper product and, although it is an electronic card are hardly manipulated. The officially published
raster map is called Raster Navigational Chart, abbreviated RNC. English ARCS is the most famous RNC service. The
acronym stands for Admiralty Raster Chart Service and consists of 2800 grid maps or RNC, which enable global
coverage is available from the same quality and accuracy as of the charts.

Benefits of RNCs
Easy so cheaply from existing maps.
They look like paper maps so is also easy to interpret older seafarers information from the card.
Of all the areas in the world are RNCs available.
Disadvantages of RNCs
It is a direct copy of a paper map, at far zoom the individual pixels become visible and decreases reliability.
There is no metadata available about objects in the map such as buoys and lights.
This card takes up more memory space as the RNC resolution increases.

Electronic Navigational Chart 

Are also called vector maps. In fact, ENC officially published vector maps. ENCs are maps in which all data is stored as
individual elements. The built-in intelligence provides the vector map many more options for navigation -support
than an RNC or raster map.
The intelligent vector data stored in 'layers' and contain all the contours that are on nautical charts, such as
coastlines, buoys, lights, and so on. These contours and their characteristic properties, such as position, color and
shape are stored in a database through which the data can be selectively made visible. For this reason seem ENC to a
lesser extent in the traditional cards.
In the various information of ECDIS system enter. A number of things are obliged:
1. ENC data; This is available from official hydrographic institutions.
2. Colors and symbols; these are standard, and can be retrieved and laid down when a user wants.
3. The position of the vessel; ECDIS should always reflect the position of the vessel on the map, by means
of data entry of positioning equipment.
4. Changes of the shell; one must be able to zoom and ECDIS must, even if the user has to be small scale,
can give warnings.
5. Display Mode; This is the north or the own course can be put up. When one takes the ship and the other
card with a rate change.
6. Depth figures; where is the depth.
7. Other navigational warnings; the RADAR or ARPA (Automatic Radar Plotting Aid) must be added.

The sources that may come in are:

a. GNSS (GPS, GALILEO, GLONASS.Etc.) and Loran, to find the right spot on the earth and those in the project card.
b. The price of the gyrocompass , to see what the direction is, what dangers and what direction. The speed of the
ship will be generated through the designation of the log through the NMEA interface is so precise positioning data
(NMEA National Marine Electronics Association; NMEA 0183 Standard for Interfacing Marine Electronic Devices, data
record).
c. The radar can be connected both raw data from a raster scan radar, or a synthetic ARPA, so that other ships in the
card can be put.
This information is recorded by ECDIS and projected on the screen with the right card underneath. It is not just a
program to run in ENCs, but it also provides information. For example, one can accentuate special things, or
dimming, such as buoys or certain depth lines.
Benefits ENC
The card takes up less memory space because the data in the map as vector saved
Objects in the chart (buoys or lights) can metadata be obtained which can be quickly retrieved the light character or
shape.It is possible for certain specific information layers to omit or just adding to clarify the 'picture'.The planned
route can be checked for sufficient depth because the depth map is an information layer.During navigation can be
made use of "looking ahead function posing a risk of grounding and collision with solid objects decreases.
Disadvantages of the ENC 
Not all the regions in the vector map are available as ENC.
The danger is that omitted vital information when used improperly.
What is ECDIS?
An electronic chart display and information system, or ECDIS, is a navigation system that uses digitized information,
specifically electronic navigation charts. It allows navigators to access digital navigation data in an easy and fast
manner to aid them in ship navigation. It can be used instead of paper charts used in traditional navigation, but it
needs to comply to the standards and regulations set by the International Maritime Organization, or IMO.

Here is some more information about the ECDIS and how it is used:
a. Are All Electronic Chart Navigation Systems Considered ECDIS?
Not all navigation systems that use electronic charts can be considered an ECDIS. A navigation system needs more
than just the ability to read digital charts to be considered an ECDIS. It needs to incorporate other information into
electronic navigational charts, or ENCs, like global navigation satellite system , (GNSS) global positioning system data,
or GPS data, fathometer data and radar data in assisting navigators plotting courses and voyage routes. Other
information and data can be used to be layered into the usual digital navigation information as long as they all
comply to standards and regulations of the IMO. This means that only digital navigation systems that use IMO
compliant data are to be considered ECDIS.
b. Components of an ECDIS
The major elements that compose an ECDIS are the computer system (including
all essential hardware to make it work), a display, software and, of course, IMO
compliant electronic navigation charts. For an ECDIS to be considered an ECDIS,
it needs to be installed according to the standards and regulations set by the
IMO. Installation includes the setup of the computer hardware, the display and
the application software.
c. Capabilities of an ECDIS
The functions of an ECDIS include planning, plotting and monitoring routes,
displaying of electronic navigation charts in different modes by accessing a
database of IMO compliant digital charts, warnings and alarms, customization of
display colors and sizes, tracking of ships, recording and playback of navigational
events and logging of preset navigation targets. With this features and
functions, the navigators of a ship can safely plot their course using several
sources of approved data. Other tools for monitoring course and planning of
routes can be utilized but the ECDIS can function as the main navigational tool in
a ship.
d. Using and Maintaining an ECDIS
Using and maintenance of an ECDIS goes beyond just displaying electronic navigation charts. Its display can be
controlled in terms of brightness, color and size, so some training is required to use and interpret the data presented
on the ECDIS display. It needs to be regularly checked for optimal performance. Constant monitoring of its
temperature, vibration and any kind of electromagnetic interference must be observed to make sure that is
functioning properly. Calibration should be administered every once in a while to make sure that it is providing the
correct data to navigators in a safe and accurate manner. Performance standards set by the IMO should be satisfied
first before an ECDIS is approved for official use in a marine navigation.

IMO RESOLUTION A.817 (19) PERFORMANCE STANDARDS FOR ELECTRONIC

CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS) Note: The IMO
Performance Standards for ECDIS are reproduced in this publication for
convenience, with the kind permission of the IMO.
1. The primary function of the ECDIS is to contribute to safe navigation.
2. 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.
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3. In addition to the general requirements for ship borne radio equipment

forming part of the global maritime distress and safety system (GMDSS) and for
electronic navigational aids contained in IMO resolution A.694 (17) *, ECDIS
should meet the requirements of this performance standard.
4. 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 hydrographic offices.
5. ECDIS should facilitate simple and reliable updating of the electronic
navigational chart.
6. ECDIS should reduce the navigational workload compared to using the 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.
7. ECDIS should have at least the same reliability and availability of presentation
as the paper chart published by government authorized hydrographic offices.
8. ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment.
PURPOSE OF ECDIS
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. Should
have at least the same reliability and availability of presentation as the paper
chart published by government authorized hydrographic offices and should
provide appropriate alarms or indications with respect to the information
displayed or malfunction of the equipment.
should reduce the navigational workload compared to using the paper chart.
VALUE TO NAVIGATION
An Electronic Chart Display and Information System ("ECDIS") is a geographic
information system used for nautical navigation that complies with International
Maritime Organization (IMO) regulations as an alternative to paper nautical
charts. IMO refers to similar systems not meeting the regulations as electronic
chart systems (ECSs). An ECDIS system displays the information from electronic
navigational charts (ENC) or Digital Nautical Charts (DNC) and integrates
position information from position, heading and speed through water reference
systems and optionally other navigational sensors. Other sensors which could
interface with an ECDIS are radar, Navtex, Automatic Identification System AIS),
and depth sounders.
CORRECT AND INCORRECT USE OF ECDIS
With the advent of technology, the use of Electronic Chart Display and Information Systems (ECDIS) is becoming
increasingly popular. While the use of an ECDIS does have its advantages, it can have a negative impact if not used
correctly and this is known to be a causative factor in major claims such as collisions and groundings. Due to the
perceived cause of these incidents we would like to draw our Members’ attention to Regulation 19 of chapter V of
the Safety Of Life At Sea (SOLAS) convention which permits an ECDIS to be carried as part of the on board
navigational system, provided it meets the chart carriage requirements as detailed in regulation. The ECDIS must be
type approved and in order to do so and it must meet the required performance standards (MSC.1/Circ.1503, ECDIS
– Guidance for good practice).
It is important to remember that personnel operating the ECDIS must have undergone appropriate ECDIS training. It
is understood that the ECDIS training and certification requirements, as per the 2010 Manila amendments to the
STCW code will not be in force before 1st January 2017. The amendments to the STCW Convention via circular
STCW.7/Circ18 – 22 May 2012 include a limitation on the STCW deck officer endorsement of the Certificate of
Competency (COC). This renders the COC invalid for service onboard ECDIS equipped vessels in the event no
evidence is available to demonstrate that a deck officer has undergone the required ECDIS training. It is therefore
advised in the interim, that Members should ensure navigating officers on board their ships using ECDIS are trained
to existing standards such as the IMO ECDIS model course (1.27).
Notwithstanding the statutory training mentioned above, Members should ensure that navigating officers are
familiar with the specific ECDIS model available on board through a familiarization program. As far as practicable, it is
advantageous that the same make and model of ECDIS is installed on all fleet vessels to assist this familiarization
process.  This would help to reduce the incorrect use of the ECDIS such as not including the correct layers of the
electronic chart and helping to ensure that all the data available on the corresponding paper chart is displayed on
the ECDIS.
If paper charts are the primary means of navigation on board the vessel, then it is imperative that all navigation,
including, but not limited to, chart work, passage planning and position fixing is carried out using the paper charts.
The primary source of navigation, whether paper charts or an ECDIS, should be kept updated at all times in
accordance with SOLAS Chapter V/27.
If a non-type approved ECDIS is discovered fitted on board a vessel, it is strongly recommended that the ECDIS be
decommissioned to stop unauthorized usage. The prohibited use of these systems must further be emphasized by
displaying prominent notices upon the equipment to show it is not to be used for navigation. Such measures should
also be included in the shipboard navigation procedures. Further details on the requirements of ECDIS can be found
on the IMO website following the link:  
ECDIS should be provided with means for either automatically or manually carrying
A Chartplotter is a device used in marine navigation that integrates GPS data with an electronic navigational chart
(ENC). The chartplotter displays the ENC along with the position, heading and speed of the ship, and may display
additional information from radar, automatic information systems (AIS) or other sensors. As appropriate to
particular marine applications, chartplotters may also display data from other sensors, such as echolocators/sonar.

The term ‘global navigation satellite system’ (GNSS) refers to a constellation of satellites providing signals
from space transmitting positioning and timing data. By definition, a GNSS provides global coverage.
GNSS receivers determine location by using the timing and positioning data encoded in the signals from space. The
USA’s NAVSTAR  Global Positioning System (GPS) and Russia’s Global'naya Navigatsionnaya Sputnikovaya Sistema
(GLONASS) are examples of GNSS.
Europe is in the process of launching its own independent GNSS, Galileo. Since 2011, four Galileo satellites have
been launched and used as part of the In-Orbit Validation phase, allowing the first autonomous position fix to be
calculated based on Galileo-only signals in March 2013. The Commission aims to have the full constellation of 30
Galileo satellites (which includes six in-orbit active spares) in operation before the end of this decade." Galileo will be
interoperable with GPS and GLONASS. This interoperability will allow manufacturers to develop terminals that work
with Galileo, GPS and GLONASS.

AIS - Automatic Identification System

ARPA - Automatic Radar Plotting Aid
COG - Course Over Ground.
The GPS system’s calculation of the ship’s heading in relation to the installed chart system
DGPS - Differential Global Positioning System
An enhancement to GPS that uses a network of fixed, ground-based reference stations to
broadcast the difference between the positions indicated by the satellite system and the known
 fixed positions
DNC - Digital Nautical Charts
A vector-based digital product designed to give navigators an up-to-date seamless database of the
world. DNCs are published by the National Geospatial-Intelligence Agency
EBL - Electronic Bearing Line
A feature in a radar that is used to determine the relative bearing of an object from the observing
ship’s bearing
EC - Electronic Chart
ECDIS - Electronic Chart Display and Information System
ENC - Electronic Navigational Chart
GPS - Global Positioning System
HDT - Heading True
Used to send heading information from the gyro-compass to other devices including radar and ECDIS
IBS - Integrated Bridge System
RENC - Regional ENC Coordination Centre
RENC validates and distributes ENCs from producing nations to end-users. Only two currently exist,
PRIMAR in Norway and IC-ENC in the UK
RNC - Raster Nautical Chart
SENC - System Electronic Navigational Chart
SOG - Speed Over Ground
The GPS system’s approximation of the ship’s speed in relation to the installed chart
TCS - Track Control System
Via a connection with the autopilot, TCS in an ECDIS controls that the ship’s GPS position follows a
pre-planned track
TTM - Tracked Target Status
Used to send tracked target information from ARPA to ECDIS
VDR - Voyage Data Recorder
VRM - Variable Range Marker
A feature of radar used to determine relative distance to any target seen on the screen
VTS - Vessel Traffic Services
WEND - Worldwide Electronic Navigational Chart Data Base
source: www.ecdis-info.com/
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Many think that because they use electronic charts on their ship they have an ECDIS. Nothing could be
further from the truth. ECDIS stands for Electronic Charts Display and Information System and ECS stands
for Electronic Chart System.

Whilst the difference is subtle it is very important. The ECDIS specifications have been defined by various
organizations and approved by IMO. The very definition of ECDIS means that to meet the carriage
requirements users MUST use official Electronic Navigation Charts (ENCs). If you have a type approved
ECDIS on your ship, using ENCs produced by a Private Data Provider makes your machine revert to the
status of an ECS.
The IMO regulations stipulate that when carrying a type approved ECDIS with official ENCs, navigators
meet the carriage requirements and thus can reduce their paper chart indices. This is not so for ECS.
Using an ECDIS therefore reduces the expenses associated with the carriage of paper charts: initial
purchase, replacement, freight, correction service, etc. There are other advantages too that are difficult to
quantify including improved safety, navigators training and comfort with the new technology, voyage
recording and playback capabilities and others.
The criteria for official ENCs have been defined (and changed many times) and are listed in the S-57
specifications. Unfortunately these criteria were defined at a time when few hydrographic offices around
the World were in a position to produce ENCs in this format (many still are not). This fact resulted in two
trends of philosophy, one followed by the Hydrographic Offices and the other one followed by Private Data
Providers (PDP).
C-Map, Transas and Navionics and others are “en-block” referred to as “Private Data Providers - PDP”.
These companies realized that they had the know-how to produce Vector charts in what is technically the
same or very close to the description of S-57. However they are not hydrographic offices and therefore
their data cannot be considered as official and should be referred to as “Electronic Chart Database- ECD”.
Whilst some Hydrographic Offices invested in technology and production capability to produce and
distribute S-57, some did nothing (due to lack of resources or interest or other reasons). Others created
technology to produce Raster format, which is a facsimile of the paper charts, and a few years ago IMO
approved that in the absence of official ENCs, the type approved ECDIS could use official Raster charts.
Further information on Electronic Navigation Charts, including ECDIS vs. ECS, the variety of data, Private
Data Providers, the value of ENCs, coverage and AIS, can be found in George Arts’ newsletter in ‘Latitude
Longitude’, issued by Marine Press of Canada. 

NOAA Electronic Navigational Charts (NOAA ENC®) are vector data sets that
represent NOAA's newest and most powerful electronic charting product. NOAA
ENCs conform with the International Hydrographic Office (IHO) S-57 international
exchange format, comply with the IHO ENC Product Specification, and are
provided with incremental updates that supply Notice to Mariners corrections
and other critical changes. NOAA ENCs and updates are available for free
download. NOAA ENC data may be used to fuel Electronic Chart and Display
Information Systems (ECDIS).

The System Electronic Navigation Chart (SENC) is the database created by an ECDIS from the ENC data.

Raster Navigation Chart (RNC) is a Raster-formatted Chart produced by a National Hydrographic Office.

TERMS AND DEFINITIONS:

Electronic Navigational Chart (ENC) – the data base, standardized content, structure
and format, issued for the used with ECDIS.
System Electronic Navigational Chart (SENC) – The data base resulting the
transformation of the ENC by ECDIS for appropriate use.
Standard Display – means the SENC information that should be shown when chart is first
displayed.
Display Base – means the level of SENC information which cannot be removed from the display.
S-52 – the Data (ENC), display aspects, color tolerance which allowed to display.
S-57 – the System (SENC), digital hydrographic data, deals more with different graphical objects and
symbology.
International Hydrographic Organization (IHO) – has the responsibility for standardizing the chart objects
for ECDIS.
National Hydrographic Office (NHO) – the publisher of official data for electronic chart of the maritime
nations.
Nautical Chart – a chart specially designed to meet the requirements of the marine navigation showing
depths of waters, nature of bottom, elevation, configuration and characteristics of coast, danger and aid to
navigation.
Raster Chart Display System (RCDS) – all data is in one layer and one format. Digitized picture of a chart.
Digital Nautical Chart (NC) – used in conjunction with Navy Navigation Version of integrated bridge.
Paper Chart – is a nautical chart that complies with the above requirements and in accordance with
technical resolutions by IHO.
Chart Data – is a data used in paper and electronic charts
Hydrographic Source Data – is a data gathered in many different ways from different sources, used in
compilation and maintenance of nautical chart products.

ECDIS Data may include the following:

a. Geographical info, depths

b. Lighthouse symbols, buoys
c. Own Ship vector, past track
d. Range rings, bearing lines
e. Navigational Warnings
f. Planned work, Chart work
g. Shallow water, Boarder lines
h. Fix accuracy in other system
Errors Affecting the Performance of ECDIS in the open Sea
An elementary understanding should be attained of the principles of ECDIS, together with a
full practical knowledge of:
1. Starting and setting up ECDIS; connecting data sensors: satellite and radio navigation system receivers,
radar, gyrocompass, log, echo-sounder; accuracy and limitations of these sensors, including effect of
measurements errors and ship's position accuracy, manoeuvring on the accuracy of course indicators
performance, compass error on the
accuracy of course indication, shallow water on the accuracy of log performance, log
correction on the accuracy of speed calculation, disturbance (sea state) on the accuracy of
an echo-sounder performance; and
2. The current electronic chart display and information system performance standards
adopted by the Organization*.
Accuracy of Chart Data Dependent Upon
1. Setting up and maintaining display
2. Operational use of electronic charts
3. Route planning
 4. Route monitoring
5. Alarm handling
6. Manual correction of a ship's position and motion parameters
7. Records in the ship's log
8. Chart updating
9. Operational use of ECDIS where radar/ARPA connected
10.Operational use of ECDIS where AIS connected
11.Operational warnings, their benefits and limitations
12. System operational tests

Assess the inaccuracies and ambiguities caused by improper selection of chart for display: When own ship
position is on display, chart data list is sorted by scale, When own ship position is not on display (viewing
elsewhere), chart data list is sorted by name( alpha), ECDIS displays largest scale data (smallest area) on the
topmost layer, but the user may prioritize by format, especially ENC to keep ECDIS in the ECDIS mode,
Automatic chart loading may be switched on or off or held to a user-selected chart (fixed) Display updates
in order to review content and to establish their inclusion in the SENC: Review their contents, Determine
that they have been included in the SENC. Demonstrate and analyze the data and chart alarms resulting
from over scaling (zooming in) and under scaling (zooming out) Demonstrate and analyze the data and
chart alarms resulting from use of a non WGS84 geodetic datum.

Loading of ECDIS Data

Demonstrate the variety of methods that chart data can be loaded and changed: Automatically, Manually
for the presently loaded route, manually from the total portfolio, Manually displayed by the cursor position,
during the activity of the operator using the graphics cursor.

Performance Limits of Devices for Position, Course Over the Ground, Heading, Speed, Depth,
RADAR and AIS
Understanding the performance limits of sensors and assesses their impact on the safe use of ECDIS.
1. Familiarity with the performance limits of devices for position, course over ground, heading, speed,
depth, radar, and AIS, especially concerning:
Availability, Accuracy, Integrity.
2. Understanding the need for selecting sensor data displayed in ECDIS that is appropriate and
unambiguous, and accurate. Demonstrate the impairment of ECDIS when sensor performance
deteriorates.
Various Sensors Alarms and Indications
Analyze Various Sensor Alarms and Indications:
Activated when ECDIS receives no data from the external output device, Displayed in the second line of the
Information Area as they occur, Use Alarm button or free cursor on 2nd-line message to disable the sound
and message from the display, Alarm submenu function remains orange parameter returns to set limits, or
when function is deliberately turned off, Correct response is to check the operation and connection of the
relevant sensor.

CHART SELECTION
Primary and Secondary Position Source
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. Primary position source is the first source for
position displayed on ECDIS, high-accurate and reliable, normally it’s differential GPS receiver. If for any
reason this position source fails or becomes unreliable, ECDIS will change over to use secondary position
source.
Data Port Assigned to its Connected Sensor
Knowledge of selecting data ports, and assesses sensor input values and use of functions that are
integrated with other navigational systems.
1. Select between primary and secondary position source.
2. Observe automatic change over to secondary position source.
3. Familiarity with the data reference system of each connected sensor:
Geodetic system, Antenna position, Transducer position, Clock or time source
4. Knowledge of the data port assigned to each connected sensor
5. Monitor, identify and to a limited extent decode the data stream for each attached sensor:
Select a sensor and monitor the data stream (live or simulated), generally recognize the sentence
syntax associated with the sensor, Where possible, associate data with displayed navigational
information
6. Assess the plausibility of sensor input values to ECDIS.
7. Assess the impact on displayed information when a sensor port is improperly. .

CHANGING SETTINGS
How to Obtain Information on Charted Objects
1. Manually test the major functions of hardware, keyboard, mouse I trackball, sensor data, and chart data.
2. Primary information panel: Primary task panels, Primary information panel, Ship, Alarm, Chart, Logbook,
ARPA, Configuration, Add Info (user layers), Route
3. Demonstrate alarm and function status indications: Alarms, time, position update, heading and speed
log, Route keeping, heading vectors, chart scale, track, logbook functions.

Demonstrate Error of Interpretation by the Incorrect Selection of Safety Values

1. Demonstrate errors of interpretation by the incorrect selection of safety values: Safety depth;
Safety contour; Least depth alarm; anti –grounding alarms, Alarms for sailing along a route.
2. Adjust track length and precision.

Check an or Select Preferred Operation Settings in Primary Information Panel

Check navigational conditions (own ship progress, charts displayed, etc.), Check routing events (including
manual notations), Check system events, Display additional data groups

Familiarity with the range of information recorded in the log table (voyage recording
Familiarity with the range of information recorded in the log table (voyage recording): Check navigational
conditions (own ship progress, charts displayed, etc.), Check routing events (including manual notations),
Check system events, Display additional data groups.

Poor passage planning and unchecked deviation from the plan can lead
to groundings, collisions and oil spills. Passage planning or voyage planning is a procedure to develop a
complete description of a vessel's voyage from start to finish. The plan includes leaving the dock and
harbor area, the en route portion of a voyage, approaching the destination, and mooring, the industry term
for this is 'berth to berth'. According to international law, a vessel's captain is legally responsible for
passage planning,[1] The duty of passage planning is usually delegated to the ship's navigation officer,
typically the second officer on merchant ships.[2]

Studies show that human error is a factor in 80 percent of navigational accidents and that in many cases
the human making the error had access to information that could have prevented the accident.[2] The
practice of voyage planning has evolved from penciling lines on nautical charts to a process of risk
management.

Planning stages
Monitoring progress and comparing it to the plan are key to passage planning. Passage planning consists
of four stages: appraisal, planning, execution, and monitoring.[2] These stages are specified in International
Maritime Organization Resolution A.893(21), Guidelines For Voyage Planning,[3] which are, in turn, reflected
in the local laws of IMO signatory countries.[4] The Guidelines specify fifty elements of passage planning,
some of which are only applicable in certain situations.[5]

The Guidelines specify three key items to consider in the practice of voyage planning:

having and using a voyage plan is "of essential importance for safety of life at sea, safety and efficiency of
navigation and protection of the marine environment,"[3] voyage planning is necessary for all types of
vessels on all types of voyages,[3] and the plan's scope should be based on all information available, should
be "berth to berth," including when under pilotage, and the plan includes the execution and the monitoring
of progress.[3]
Voyage planning starts with the appraisal stage. Before each voyage begins, the navigator should develop a
detailed mental model of how the entire voyage will proceed.[5] The appraisal stage consists of gathering and
contemplating all information relevant to the voyage. Much of this appraisal is done by consulting nautical
charts, nautical publications and performing a number of technical tasks such as weather forecasting, prediction of
tides and currents, and checks of local regulations and warnings.[6]
Nautical publications are a valuable guide to local conditions and regulations, but they must be updated and actually
read to be of any use.[7] These publications could include Sailing Directions and Coast Pilots or similar texts
produced by other authorities.[6]
The next stage of the process is known as the planning stage. Once information is gathered and
considered, the navigator can begin the process of actually laying out the voyage. The process involves
projecting various future events including landfalls, narrow passages, and course changes expected
during the voyage.[5] This mental model becomes the standard by which the navigator measures progress
toward the goal of a safe and efficient voyage, and it is manifested in a passage plan.[5]
A good passage plan will include a track line laid out upon the best-scale charts available.[8] This track is
judged with respect to at least nine separate criteria given in the Guidelines including under-keel
clearance, safe speed, air draft, the use of routing and reporting services (TSS and VTS), and the
availability of contingencies in case of emergency.[9]
Modern navigators often enter passage plans on electronic systems. The navigator will draw and redraw
the track line until it is safe, efficient, and in line with all applicable laws and regulations.[5] When the track is
finished, it is becoming common practice to also enter it into electronic navigation tools such as
an Electronic Chart Display and Information System, a chart plotter, an ARPA system, or a GPS unit.[10]

When working in a team environment, the passage plan should be communicated to the navigation team in
a pre-voyage conference in order to ensure that all members of the team share the same mental model of
the entire trip.[5]
The third stage of passage planning is the execution stage. The IMO was careful to include execution as
part of the process of passage planning. This underscores the fact that the Guidelines list a number of
tasks that are to executed during the course of the voyage. It also reiterates the captain's responsibility to
treat the plan as a "living document" and to review or change it in case of any special circumstances that
should arise.
The fourth and final stage of voyage planning is the monitoring stage. Once the voyage has begun the
progress of the vessel along its planned route must be monitored. This requires that the ship's position be
determined, using standard methods including dead reckoning, celestial navigation, pilotage, and electronic
navigation[
According to the Guidelines, the passage plan should always be available to the officer on watch on the
bridge. The Guidelines also specify that deviations from the plan should be clearly recorded and be
consistent with other provisions of the Guidelines.
Route planning software
Route planning software is a computer software programed designed to plan a (optimal) route between
two geographical locations using a journey planner specialized for road networks for the purposes of
providing automotive navigation. It can typically provide a list of places one will pass by, with crossroads and
directions that must be followed, road numbers, distances, etc. It also usually provides an interactive map with a
suggested route marked on it. Many online mapping websites offer road route planning as an additional feature of
their mapping functions. Applications can sometimes also calculate the journey time and cost, and some also
display points of interest along the route

6. DISPLAY OF OTHER NAVIGATIONAL INFORMATION

6.1 Radar information or other navigational information may be added to the ECDIS display. However, it
should not degrade the SENC information and it should be clearly distinguishable from the SENC
information.
6.2 ECDIS and added navigational information should use a common reference system. If this is not the
case, an indication should be provided. * Appendix 1 to IHO Special Publication S-52 (see Appendix 1).
6.3 Radar
6.3.1 Transferred radar information may contain both the radar image and ARPA information.
6.3.2 If the radar image is added to the ECDIS display, the chart and the radar image should match in scale
and in orientation.
6.3.3 The radar image and the position from the position sensor should both be adjusted automatically for
antenna offset from the conning position.
6.3.4 It should be possible to adjust the displayed position of the ship manually so that the radar image
matches the SENC display.
6.3.5 It should be possible to remove the radar information by single operator action.
7. DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA
For the purpose of these performance standards:
2.1. 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 if required display additional navigation-related
information. * IEC Publication 945 (see Appendix 1).
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 hydrographic 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 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.
Standard Display means the SENC information that should be shown when a chart is first displayed on
ECDIS. Depending upon the needs of the mariner, the level of the information it provides for route
planning or route monitoring may be modified by the mariner.
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 geographic areas and all circumstances. It is not intended to
be sufficient for safe navigation.
DISPLAY OF SENC INFORMATION
ECDIS should be capable of displaying all SENC information.
SENC information available for display during route planning and route monitoring

Voyage recording
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 shall be recorded at one minute intervals:
1. to ensure a record of own ship's past track: time, position, heading, and speed; and
2. 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.
ACCURACY
The accuracy of all calculations performed by ECDIS should be independent of the characteristics of the
output device and should be consistent with the SENC accuracy.
Bearings and distances drawn on the display or those measured between features already drawn on the
display should have an accuracy no less than that afforded by the resolution of the display.

CONNECTIONS WITH OTHER EQUIPMENT *

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 fixing, heading and speed
information.

PERFORMANCE TESTS, MALFUNCTIONS ALARMS AND INDICATIONS

Technology
Electronic chartplotters are by nature processor intensive. They need to retrieve the GPS signal and
overlay that on a map updating every few milliseconds. Some GPS software can run on standard
computers, but most of the higher end is dedicated equipment. Especially when the chartplotter generates
three-dimensional displays, as used for fishing, considerable processing power and video memory may be
required.
As with all marine systems, chart-plotters generally are not used alone. In commercial ships, they are
integrated into a full system of marine instruments that can guide the ship under any conditions. These
other instruments include Sonar transducers, integration with 2 Way Radio communication devices and
emergency locators (EPIRB).
The integration of these devices is very important as it becomes quite distracting to look at several different
screens. Therefore, displays can often overlay charting, radar, sonar into a single system. This gives the
captain unprecedented instrumentation to maneuver the ship. With digital backbones, these devices have
advanced greatly in the last years. For example, the newer ones have 3D displays that allow you to see
above, below and all around the ship, including overlays of satellite imaging.

Electronic Charts
An individual electronic chart, or, more commonly, a database of charts, is the heart of a chartplotter. The
chartplotter system can be no more accurate than its charts. While there are different formats for electronic
charts, there are even more important quality and legal aspects.
Without charts that are accredited by appropriate governmental organizations, a chartplotter is an example
of an Electronic Charting System (ECS). When the charts meet the technical requirements of
the International Maritime Organization (IMO) and national hydrographic bodies, the chartplotter can qualify
as an Electronic Chart Display and Information System (ECDIS). ECDIS legally can be substituted for
paper charts while navigating in active waterways, but vessels are required to maintain paper charts if their
chartplotter does not use ECDIS.
ECDIS will use IMO-standardized formats, but some chartplotters require specific data formats. A charter
may use one or both types of ENC:

 Raster Charts: The chart plotter displays a "picture" of a paper chart or map which is referenced to
geographic coordinates. A GPS position can be displayed upon the raster chart, but accuracy depends
upon many factors including the type of projection (e.g. conic or mercator) used in the original chart,
and the reference system used (e.g. NAD-27 or WGS-84).
 Vector Charts: The chart plotter constructs a facsimile of a chart using raw data from a data base. The
major advantages are a reduction in the amount of data to be stored, and the ability of the chart plotter
to identify certain features (such as water depth) and act upon them (e.g. do not allow the ship to run
aground)
Human Interfaces
A basic navigational display is common to all chartplotters. Depending on intended use and characteristics
of the specific chartplotter, they may have options to present such displays as three-dimensional fish-
finding and bottom characteristics useful in fishing. These optional displays can be presented by
commands to a single screen, causing the main display to be replaced with the one requested.
Alternatively, chartplotters may offer split-screen modes on a single physical screen, or may support
multiple physical displays.
They may be programmable to generate audible and visual alarms for conditions such as a potential
collision, deviating significantly from the planned course, etc.

Related Application
The principal function of a classic chartplotter is assisting a human pilot to plot and follow a course.
Safety-related Automatic identification systems (AIS), required on all passenger vessels and vessels of 300
tons and over, also assist in piloting, and can display on the chartplotter. AIS have collision avoidance, and
avoidance of known hazards such as reefs, as their primary function. AIS depend on cooperative data
communications among ships. Vessel traffic services (VTS) go even farther as safety systems, being
analogous to the proactive function of air traffic control systems. VTS assist vessel traffic control in routing
vessels in busy waters. Other vessel-based safety collision avoidance functions are Automatic Radar
Plotting Aids (ARPA), usually a component of the radar system or an accessory to it, and coupled with the
radar system input to the chartplotter.
The Automatic Identification System (AIS) is an automatic tracking system used on ships and by vessel
traffic services (VTS) for identifying and locating vessels by electronically exchanging data with other
nearby ships, AIS base stations, and satellites. When satellites are used to detect AIS signatures, the
term Satellite-AIS (S-AIS) is used. AIS information supplements marine radar, which continues to be the
primary method of collision avoidance for water transport.

An AIS-equipped system on board a ship presents the bearing and distance of nearby vessels in a radar-
like display format.

A graphical display of AIS data on board a ship.

Information provided by AIS equipment, such as unique identification, position, course, and speed, can be
displayed on a screen or an ECDIS. AIS is intended to assist a vessel's watch standing officers and
allow maritime authorities to track and monitor vessel movements. AIS integrates
a standardized VHF transceiver with a positioning system such as a GPS or LORAN-C receiver, with other
electronic navigation sensors, such as a gyrocompass or rate of turn indicator. Vessels fitted with AIS
transceivers can be tracked by AIS base stations located along coast lines or, when out of range of
terrestrial networks, through a growing number of satellites that are fitted with special AIS receivers which
are capable of deconflicting a large number of signatures.
The International Maritime Organization's International Convention for the Safety of Life at Sea requires AIS
to be fitted aboard international voyaging ships with gross tonnage (GT) of 300 or more, and all passenger
ships regardless of size.[1]
AIS is intended, primarily, to allow ships to view marine traffic in their area and to be seen by that traffic.
This requires a dedicated VHF AIS transceiver that allows local traffic to be viewed on an AIS
enabled chartplotter or computer monitor while transmitting information about the ship itself to other AIS
receivers. Port authorities or other shore-based facilities may be equipped with receivers only, so that they
can view the local traffic without the need to transmit their own location. All AIS transceivers equipped
traffic can be viewed this way very reliably but is limited to the VHF range, about 10–20 nautical miles.
If a suitable chartplotter is not available, local area AIS transceiver signals may be viewed via a computer
using one of several computer applications such as ShipPlotter and Gnuais. These demodulate the signal
from a modified marine VHF radiotelephone tuned to the AIS frequencies and convert into a digital format
that the computer can read and display on a monitor; this data may then be shared via a local or wide area
network via TCP or UDP protocols but will still be limited to the collective range of the radio receivers used
in the network.[2] Because computer AIS monitoring applications and normal VHF radio transceivers do not
possess AIS transceivers, they may be used by shore-based facilities that have no need to transmit or as
an inexpensive alternative to a dedicated AIS device for smaller vessels to view local traffic but, of course,
the user will remain unseen by other traffic on the network.
A secondary, unplanned and emerging use for AIS data is to make it viewable publicly, on the internet,
without the need for an AIS receiver. Global AIS transceiver data collected from both satellite and internet-
connected shore-based stations are aggregated and made available on the internet through a number of
service providers. Data aggregated this way can be viewed on any internet-capable device to provide near
global, real-time position data from anywhere in the world. Typical data includes vessel name, details,
location, speed and heading on a map, is searchable, has potentially unlimited, global range and the history
is archived. Most of this data is free of charge but satellite data and special services such as searching the
archives are usually supplied at a cost. The data is a read-only view and the users will not be seen on the
AIS network itself. Shore-based AIS receivers contributing to the internet are mostly run by a large number
of volunteers.[3] AIS mobile apps are also readily available for use with Android, Windows and iOS devices.
See External links below for a list of internet-based AIS service providers. Ship owners and cargo
dispatchers use these services to find and track vessels and their cargoes while marine enthusiasts may
add to their photograph collections.[4]
Units, Data Layers and Calculations
ECDIS uses the following units of measure:

Position: Latitude and longitude will be shown in degrees, minutes, and decimal minutes, normally based
on WGS-84 datum.

 Depth: Depths will be indicated in meters and decimeters.

 Height: Meters
 Distance: Nautical miles and tenths, or meters
 Speed: Knots and tenths

ECDIS requires data layers to establish a priority of data displayed. The minimum number of information
categories required and their relative priority from highest to lowest are listed below:

 ECDIS warnings and messages

 Hydrographic office data
 Notice to Mariners information
 Hydrographic office cautions
 Hydrographic office color-fill area data
 Hydrographic office on demand data
 Radar information
 User’s data
 Manufacturer’s data
 User’s color-fill area data
 Manufacturer’s color-fill area data
As a minimum, an ECDIS system must be able to perform the following calculations and conversions:

 Geographical coordinates to display coordinates, and display coordinates to geographical coordinates.

 Transformation from local datum to WGS-84.
 True distance and azimuth between two geographical positions.
 Geographic position from a known position given distance and azimuth.
 Projection calculations such as great circle and rhumb line courses and distances.
1408. Warnings and Alarms
Appendix 5 of the IMO Performance Standard specifies that ECDIS must monitor the status of its systems
continuously, and must provide alarms and indications for certain functions if a condition occurs that
requires immediate attention. Indications may be either visual or audible. An alarm must be audible and
may be visual as well.

An alarm is required for the following:

 Exceeding cross-track limits

 Crossing selected safety contour
 Deviation from route
 Position system failure
 Approaching a critical point
 Chart on different geodetic datum from positioning system

An alarm or indication is required for the following:

 Largest scale for alarm (indicates that presently loaded chart is too small a scale to activate anti
grounding feature)
 Area with special conditions (means a special type of chart is within a time or distance setting)
 Malfunction of ECDIS (means the master unit in a master-backup network has failed)

An indication is required for the following:

 Chart over scale (zoomed in too close)

 Larger scale ENC available
 Different reference units (charted depths not in meters)
 Route crosses safety contour
 Route crosses specified area activated for alarms
 System test failure
1409. ECDIS Outputs
During the past 12 hours of the voyage, ECDIS must be able to reconstruct the navigation and verify the
official database used. Recorded at one minute intervals, the information includes:

 Own ship’s past track including time, position, heading, and speed
 A record of official ENC used including source, edition, date, cell and update history
It is important to note that if ECDIS is turned off, such as for chart management or through malfunction,
voyage recording ceases, unless a networked backup system takes over the functions of the master
ECDIS. In that case, the voyage recording will continue, including an entry in the electronic log for all the
alarms that were activated and reset during the switchover. Voyage files consist of logbook files, track files
and target files. The file structure is based on the date and is automatically created at midnight for the time
reference in use. If the computer system time is used for that purpose, the possibility exists for overwriting
voyage files if the system time is manually set back. Allowing GPS time as the system reference avoids this
pitfall.
In addition, ECDIS must be able to record the complete track for the entire voyage with time marks at least
once every four hours. ECDIS should also have the capability to preserve the record of the previous
12 hours of the voyage. It is a requirement that the recorded information be inaccessible to alteration.
Preserving voyage files should follow procedures for archiving data. Unless radar overlay data is being
recorded, voyage files tend to be relatively small, permitting backup onto low-capacity media, and purging
from system memory at regular intervals. (This form of backing up should not be confused with the network
master-slave backup system.)
Adequate backup arrangements must be provided to ensure safe navigation in case of ECDIS failure. This
includes provisions to take over ECDIS functions so that an ECDIS failure does not develop into a critical
situation, and a means of safe navigation for the remaining part of the voyage in case of complete failure.
Voyage Data Recorder (VDR)
The purpose of the voyage data recorder VDR is to provide accurate historical navigational data in the
investigation of maritime incidents. It is additionally useful for system performance monitoring. A certified
VDR configuration records all data points, as per IMO Resolution A.861(20) and EC Directive 1999/35/EC.
Some of the voyage data can be relayed through ECDIS. A fully IEC compliant data capsule passes fire
and immersion tests.
The implementation of a secure “black box” and comprehensive Voyage Data Recorder (VDR) is now a
carriage requirement on passenger and ro-ro vessels over 3000 GT (1600 GRT) engaged in international
passages. Existing vessels must be retrofitted by July 2004, and all vessels built after July 2002 must be
fitted with a VDR. Retrofit regulations for other vessels built before July 2002 are still in development. Non-
ro-ro passenger vessels built before July 2002 may be exempted from carriage where an operator can
show that interfacing a VDR with the existing equipment on the ship is unreasonable and impracticable.
The European Union requires that all ro-ro ferries or high speed craft engaged on a regular service in
European waters (domestic or international) be fitted with a VDR if built before February 2003, and
otherwise retrofitted by July 2004.
VDR features include:

 Radar video capture: Radar video is captured and compressed every 15 seconds to comply with IEC
performance standards.
 I/O subsystem: To collect a wide variety of data types, a sensor interface unit provides signal
conditioning for all analog, digital and serial inputs. All data is converted and transmitted to a data
acquisition unit via an ethernet LAN.
 Audio compression: An audio module collects analog signals from microphone preamplifiers. The data
is digitized and compressed to meet Lloyds of London 24-hour voice storage requirements.
 Integral uninterruptible power supply (UPS) IEC requires a UPS backup for all components of the data
acquisition unit and for the data capsule to provide two hours continuous recording following a blackout.
 Hardened fixed data capsule: IEC 61996 compliant data capsules fitted with ethernet connections
provide fast download as well as fast upload to satellite links.
 Remote data recovery and shore side playback: Options available in several systems.
 Annual system certification: The IMO requires that the VDR system, including all sensors, be subjected
to an annual performance test for certification.
Route Planning and Monitoring
Presumably, route planning takes place before the voyage begins, except in situations where major
changes in the route are called for while the ship is underway. In either case, both ECDIS and ECS will
allow the display of the smallest scale charts of the operating area and the selection of waypoints from
those charts. ECDIS requires a warning that a chosen route crosses a safety contour or prohibited area;
ECS will not necessarily do so. If the data is raster, this function is not possible. Once the waypoints are
chosen, they can be saved as a route in a separate file for later reference and output to the autopilot.
It is a good idea to zoom in on each waypoint if the chart scale from which it is selected is very small, so
that the navigational picture in the area can be seen at a reasonable scale. Also, if a great circle route is
involved, the software may be able to enter the waypoints directly from the great circle route file. If not, they
will have to be entered by hand.
During route monitoring, ECDIS must show own ship’s position whenever the display covers that area.
Although the navigator may chose 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 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
“wheel-over”, and past track history.
As specified in Appendix 5 of the IMO Performance Standard, ECDIS must provide an indication of the
condition of the system and its components. An alarm must be provided if there is a condition that requires
immediate attention. An indication can be visual, while an alarm must either be audible, or both audible and
visual.
The operator can control certain settings and functions, some of the most important of which are the
parameters for certain alarms and indications, including:

 Cross-track error: Set the distance to either side of the track the vessel can stray before an alarm
sounds. This will depend on the phase of navigation, weather, and traffic.
 Safety contour: Set the depth contour line which will alert the navigator that the vessel is approaching
shallow water.
 Course deviation: Set the number of degrees off course the vessel’s heading should be allowed to stray
before an alarm sounds.
 Critical point approach: Set the distance before approaching each waypoint or other critical point that
an alarm will sound.
 Datum: Set the datum of the positioning system to the datum of the chart, if different.
Waypoints and Routes
In the route planning mode, the ECS or ECDIS will allow the entry of waypoints as coordinates of latitude
and longitude, or the selection of waypoints by moving a cursor around on the charts. It will allow the
creation and storage of numerous pre-defined routes, which can be combined in various ways to create
complex voyages.
For example, one might define a route from the inner harbor to the outer harbor of a major port, a route for
each of two or more channels to the sea, and several more for open sea routes to different destinations.
These can then be combined in different ways to create comprehensive routes that will comprise entire
dock-to-dock voyages. They may also be run in reverse for the return trip.
When selecting waypoints, take care to leave any aids to navigation marking the route well to one side of
the course. Many navigational software programs contain databases listing the location of the aids to
navigation in the United States and other countries. This list should NOT be used to create routes, because
the accuracy of today’s navigation systems is good enough that to do so invites a collision with any aid
whose actual position is entered as a waypoint. Always leave a prudent amount of room between the
waypoint and the aid.
Some published routes exist, also a feature of certain software programs. The wise navigator will not use
these until he has verified the exact position of each waypoint using the best scale chart. Using pre-
programmed routes from an unknown source is the same as letting someone else navigate your vessel.
Such a route may pass over shoal water, under a bridge, or through an area that your own vessel might
find hazardous. Always check each waypoint personally.
Many electronic chart systems will also allow the coupling of the navigation system to the autopilot.
Technically, it is possible to turn the navigation of the vessel over to the autopilot almost as soon as the
vessel is underway, allowing the autopilot to make the course changes according to each waypoint. While
this may be possible for small craft in most inland, harbor and harbor approach situations, the larger the
vessel, the less advisable this practice is, because autopilots do not take advance and transfer into
account. The large ship under autopilot control will not anticipate the turn in a channel, and will not begin
the turn until the antenna of the positioning system, presumably GPS and often located in the stern of the
ship, is at the exact waypoint. By this time it is too late, for the turn should likely have been started at least
two ship lengths previous. It is perfectly prudent to allow autopilot control of course changes for vessels in
the open sea if the proper parameters for maximum rudder angle have been set.

Training and Simulation

In 2001, the IMO issued guidelines for training with ECDIS simulation. The guidelines stipulate that ECDIS
training should include simulation of live data streams, as well as ARPA and Automated Information
System (AIS) target information, and a Voyage Data Recorder (VDR) interface. But the IMO has not
specifically required ECDIS training other than as a general substitution in the Standards of Training,
Certification, and Watchkeeping (STCW) 95 code for navigation with paper charts.
Territorial waters or a territorial sea as defined by the 1982 United Nations Convention on the Law of the
Sea,[1] is a belt ofcoastal waters extending at most 12 nautical miles (22.2 km; 13.8 mi) from
the baseline (usually the mean low-water mark) of a coastal state. The territorial sea is regarded as the
sovereign territory of the state, although foreign ships (both military and civilian) are allowed innocent
passage through it, or transit passage for straits; this sovereignty also extends to the airspace over and
seabed below. Adjustment of these boundaries is called, in international law, maritime delimitation.
The term "territorial waters" is also sometimes used informally to refer to any area of water over which a
state has jurisdiction, including internal waters, the contiguous zone, the exclusive economic zone and
potentially the continental shelf.
 Baseline (sea)

Normally, the baseline from which the territorial sea is measured is the low-water line along the coast as
marked on large-scale charts officially recognized by the coastal state. This is either the low-water mark
closest to the shore, or alternatively it may be an unlimited distance from permanently exposed land,
provided that some portion of elevations exposed at low tide but covered at high tide (like mud flats) is
within 12 nautical miles (22 km; 14 mi) of permanently exposed land. Straight baselines can alternatively be
defined connecting fringing islands along a coast, across the mouths of rivers, or with certain restrictions
across the mouths of bays. In this case, a bay is defined as "a well-marked indentation whose penetration
is in such proportion to the width of its mouth as to contain land-locked waters and constitute more than a
mere curvature of the coast. An indentation shall not, however, be regarded as a bay unless its area is as
large as, or larger than, that of the semi-circle whose diameter is a line drawn across the mouth of that
indentation". The baseline across the bay must also be no more than 24 nautical miles (44 km; 28 mi) in
length.

Internal waters
Waters landward of the baseline are defined as internal waters, over which the state has complete
sovereignty: not even innocent passage is allowed. Lakes and rivers are considered internal waters. All
"archipelagic waters" within the outermost islands of an archipelagic state such as Indonesia or
the Philippines are also considered internal waters, and are treated the same with the exception that
innocent passage through them must be allowed. However, archipelagic states may designate certain sea
lanes through these waters.

Territorial sea
A state's territorial sea extends up to 12 nautical miles (22.2 km; 13.8 mi) from its baseline. If this would
overlap with another state's territorial sea, the border is taken as the median point between the states'
baselines, unless the states in question agree otherwise. A state can also choose to claim a smaller
territorial sea.
Topic II - Topic 2 – Information from chart, list of lights and other nautical publications – 19 subject lecture hours/
29 total number of hours = 0.655 X 60 total midterm test items = 39 test items.

L.O. 6.1 – Identify the characteristics and range of lights

A light characteristic is a graphic and text description of a navigational light sequence or colour displayed on
a nautical chart or in a Light List with the chart symbol for a lighthouse, lightvessel, buoy or sea mark with
a light on it. The graphic indicates how the real light may be identified when looking at its actual light output type
or sequence. Different lights use different colours, frequencies and light patterns, so mariners can identify which
light they are seeing.
While light characteristics can be described in prose, e.g. "Flashing white every three seconds", lists of lights
and navigation chart annotations use abbreviations. The abbreviation notation is slightly different from one light
list to another, with dots added or removed, but it usually follows a pattern similar to the following (see the chart
to the right for examples).

 An abbreviation of the type of light, e.g. "Fl." for flashing, "F." for fixed.
 The color of the light, e.g. "W" for white, "G" for green, "R" for red, "Y" for yellow. If no color is given, a white
light is generally implied.
 The cycle period, e.g. "10s" for ten seconds.
 Additional parameters are sometimes added:

 The height of the light above the chart datum for height (usually based on high water). e.g. 15m for
15 metres.
 The range in which the light is visible, e.g. "10M" for 10 nautical miles.
An example of a complete light characteristic is "Gp Oc(3) W 10s 15m 10M". This indicates that the light is
a group occulting light in which a group of three eclipses repeat every 10 seconds; the light is white; the light
is 15 metres above the chart datum and is visible for 10 nautical miles (19 km).

Light patterns
Fixed light
A fixed light, abbreviated "F", is a continuous and steady light.
Flashing light
A flashing light is a rhythmic light in which the total duration of the light in each period is clearly shorter than the
total duration of the darkness and in which the flashes of light are all of equal duration. It is most commonly used for
a single-flashing light which exhibits only single flashes which are repeated at regular intervals, in which case it is
abbreviated simply as "Fl". It can also be used with a group of flashes which are regularly repeated, in which case the
abbreviation is "Fl.(2)" or "Gr Fl.(2)", for a group of two flashes. Another possibility is a composite group, in which
successive groups in the period have different numbers of flashes, e.g. "Fl. (2+1)" indicates a group of two flashes,
followed by one flash.
A specific case sometimes used[1] is when the flashes are longer than two seconds. Such a light is
sometimes denoted "long flashing" with the abbreviation "L.Fl".
If the frequency of flashes is large (more than 30[2] or 50[1] per minute) the light is denoted as a "quick light",
see below.
Occulting light
An occulting light is a rhythmic light in which the duration of light in each period is longer than the total duration of
darkness. In other words, it is the opposite to a flashing light where the total duration of darkness is longer than the
duration of light. It has the appearance of flashing off, rather than flashing on. Like a flashing light, it can be used for
a single occulting light that exhibits only a single period of darkness or the periods of darkness can be grouped and
repeated at regular intervals (abbreviated "Oc"), a group (Oc (3)) or a composite group (Oc (2+1)).
Isophase light
An isophase light, abbreviated "Iso", is a light which has dark and light periods of equal length. The prefix derives
from the Greek iso- meaning "same".
Quick light
A quick light, abbreviated "Q", is a special case of a flashing light with a large frequency (more than 30 or 50 per
minute). If the sequence of flashes is interrupted by regularly repeated eclipses of constant and long duration, the
light is denoted "interrupted quick", abbreviated "I.Q".
Group notation similar to flashing and occulting lights is also sometimes[1] used (e.g. Q.(9)).
Another distinction sometimes[1] made is between quick (more than 50 and less than 80 flashes per minute), very
quick (more than 80 and less than 160 flashes per minutes, abbreviated "V.Q") and ultra quick (no less than 160
flashes per minute, abbreviate "U.Q"). This can be combined with notations for interruptions, e.g. I.U.Q. for
interrupted ultra quick, or grouping, e.g. V.Q.(9) for a very quick group of nine flashes. Quick characteristics can also
be followed by other characteristics, e.g. V.Q.(6)+L.Fl. for a very quick group of six flashes, followed by a long flash.
Morse code
A Morse code light is light in which appearances of light of two clearly different durations (dots and dashes) are
grouped to represent a character or characters in the Morse Code. For example, "Mo. (A)" is a light in which in each
period light is shown for a short period (dot) followed by a long period (dash), the Morse Code for "A".
Fixed and flashing
A fixed and flashing light, abbreviated "F. Fl", is a light in which a fixed low intensity light is combined with a flashing
high intensity light.
Alternating
An alternating light, abbreviated "Al", is a light which shows alternating colors. For example, "Al WG" shows white
and green lights alternately.
The nominal range of a light is the maximum distance at which a light can be seen when the visibility is 10
nautical miles.
The luminous range of a light is the maximum range at which an observer can see a light under existing
visibility conditions.
L.O.6.2 – Calculated the distances of sighting lights and dipping distances.
Raising & Dipping Lights & Landmarks
These are always good skills to have, because lets face it, it is super easy to become reliant on your electronic gear,
but if it breaks down then you could be in trouble if you haven’t got some other skills in the toolbox to dig out of your
brain and help you navigate your way to where you are going. My skills can do with a brush up. Its been a long time
since I did my Coastal Skipper ticket, so here is a bit of revision. Read on and you might learn something new too.
In good weather it is possible to calculate your distance from a certain object as it appears (raises) over the horizon as
you approach, or as it dips below the horizon behind you.
These objects could be lights, mountains, towers or other objects with a height above sea level detailed on the chart.
So how far away is the horizon? Well it all depends on how high up you are. If you are on a small boat, standing just a
couple of metres above sea level, the distance to the horizon is going to be different to what the captain on a big
ship is seeing. Thankfully some clever person has come up with a formula to work that out.

 Distance to sea horizon in miles = √height of eye of the observer x 2.03

 +
 Distance to sea horizon in miles + √elevation of the object x 2.03

Say your height of eye is 2m and the elevation of the object you want to raise is 11m.

On the calculator you go: 2 √ x 2.03 = 2.870 (so this means it is 2.870M from your height of eye to the horizon)

Then take the height of the object and do the same 11 √ x 2.03 = 6.732M

Then you add 2.870 + 6.732 = 9.60M

The Geographical Range is the maximum distance at which an object can theoretically be seen over the horizon.
So you can just grab this table. Work out the height of your eye above sea level – say 2m.
Next thing to do is to work out a landmark (or a light – but read on for more info on that) on your chart. For this
example, lets say it is a large hill on the top of an island, like on the Isle of Pines, which is 260 meters high.
So if you look along the top of the table, and find the 2 meters column – for our height of eye, and then scroll down
the column until we get to the 260 meters elevation row, then we can see that we should be able to see the top of
that hill ‘raise’ above the horizon when we are 35.6 nautical miles away. (So long as it is a nice clear day)

L.O. 6.3 and 6.6 Identified the symbols for chart depths and nature of the bottom and explain the use of sounding.

A fathom is a nautical unit of measurement and is equal to six feet, which is equal to 1.829 meters. One meter is
equal to 3.28 feet. On a chart, water depths may be connected with a line known as a depth contour, similar to the
topographic lines or surface features that you see on a map.

Depth sounding refers to the act of measuring depth. It is often referred to simply as sounding. Data taken from
soundings are used in bathymetry to make maps of the floor of a body of water, and were traditionally shown
on nautical charts in fathoms and feet. The National Oceanic and Atmospheric Administration (NOAA), the agency
responsible for bathymetric data in the United States, still uses fathoms and feet on nautical charts. In other
countries, the International System of Units (meters) has become the standard for measuring depth.

L.O. 6.4 and 6.5 – Recognized coastlines, coast and radar responsive targets.
The radar is one of the most used equipment systems onboard ships. It is designed for detecting and tracking targets
a considerable distance. Needless to say, it’s of great practical value to the navigators.

A radar system uses a radio frequency electromagnetic signal reflected from a target to determine information

about that target. In any radar system, the signal transmitted and received will exhibit many of the
characteristics.
The carrier is an RF signal, typically of microwave frequencies, which is usually (but not always) modulated to
allow the system to capture the required data. In simple ranging radars, the carrier will be pulse modulated and
in continuous wave systems, such as Doppler radar, modulation may not be required. Most systems use pulse
modulation, with or without other supplementary modulating signals. Note that with pulse modulation, the carrier
is simply switched on and off in sync with the pulses; the modulating waveform does not actually exist in the
transmitted signal and the envelope of the pulse waveform is extracted from the demodulated carrier in the
receiver. Although obvious when described, this point is often missed when pulse transmissions are first studied,
leading to misunderstandings about the nature of the signal.
The pulse width (or pulse duration) of the transmitted signal is the time, typically in microseconds, each pulse
lasts. If the pulse is not a perfect square wave, the time is typically measured between the 50% power levels of
the rising and falling edges of the pulse.
 The pulse width must be long enough to ensure that the radar emits sufficient energy so that the reflected pulse
is detectable by its receiver. The amount of energy that can be delivered to a distant target is the product of two
things; the peak output power of the transmitter, and the duration of the transmission. Therefore, pulse width
constrains the maximum detection range of a target.
Pulse width also constrains the range discrimination, that is the capacity of the radar to distinguish between two
targets that are close together. At any range, with similar azimuth and elevation angles and as viewed by a radar
with an unmodulated pulse, the range resolution is approximately equal in distance to half of the pulse duration.
times the speed of light (approximately 300 meters per microsecond).

L.O. 6.6 – The use of symbols and abbreviation on the chart especially lighthouses, buoys, beacons, radio
Beacons and other navigational marks.
Aids to navigation are special structures like lighthouses, lightships, beacons, buoys, etc that are used to enhance
safety by providing more opportunities to obtain Line of Position (LOPs.)

These lights and marks are prescribed across the world by the International Association of Lighthouse Authorities
(IALA). In 1977 this IALA endorsed two maritime buoyage systems putting an end to the 30 odd systems existing at
that time. Region A - IALA A covers all of Europe and most of the rest of the world, whereas region B - IALA B covers
only the Americas, Japan, the Philippines and Korea. Fortunately, the differences between these two systems are
few.

The most striking difference is the direction of buoyage. 

All marks within the IALA system are distinguished by:

 Shape
 Colour
 Topmark
 Light

Light identification

During daytime, the identification of aids to navigation is accomplished by observing: location, shape, colour

scheme, auxiliary features (sound signals, RACON , RC , etc) or markings (name, number, etc).

During the night, we use the features of the aid to navigation's light to both identify it and ascertain its purpose.
There are three features to describe the light:

 Colour: Either white, red, green or yellow. If no colour is stated in the chart, default is white.
 Period: The time in seconds needed for one complete cycle of changes.     The arrow
indicates the 10 second period of this flashing light “Fl(3) 10s”.
 Phase characteristic: The particular pattern of changes within one complete cycle (hence, within one period).

L.O. 6.7 - Demonstrate simple passage planning and execution including use of navigational publication.
Checklist for Passage Planning on ships
A passage plan is a comprehensive, berth to berth guide, developed and used by a vessel’s bridge team to
determine the most favourable route, to identify potential problems or hazards along the route, and to adopt
Bridge Management Practices to ensure the vessel’s safe passage. SOLAS Chapter 5, Annexes 24 &
25 titled “Voyage Planning” and “Guidelines for voyage planning” respectively, give specific regulatory
information with regard to the passage plan.

Passage planning includes a complete description of the ship’s passage which is prepared by an
experienced deck officer of the ship. This is done to ensure that the ship sticks to the required routes for
reaching the port of destination.
While making a passage plan, the officer must keep in mind that the ship must reach the destination safe
by abiding to both local and international rules and regulations.

Ship Passage Planning – Essential Steps

A ship’s passage planning involves 4 major steps/stages. They are as follows:

1.  Appraisal

2. Planning

3. Execution

4. Monitoring

APPRAISAL:

1 All available charts for passage arranged.

2 Requisition sent for charts / pubs , approach charts for bunker/refuge ports enroute

3 Passage charts checked all corrected to date.

4 Sailing directions and supplements and corrections to sailing directions checked.

5 Light lists all corrected to date and onboard for areas of voyage.

6 ALRS’ all onboard and corrected to date.

Tide tables and Tidal Currents for route checked and relevant data collected for ready
7 reference

8 Routing charts checked for guidelines on current and winds for the relevant period

9 Temporary and Preliminary notices checked.

10 Ocean Passages of the World,  checked for passage.

11 Draught calculated for the various stages of the passage.

Dynamic UKC during passage verified ( inside 30 mtrs contour / Canal / narrow passages
12 )

13 Navigation marks and lights checked.Radar conspicuous points and coast lines checked.

14 Navigational warnings on Navtex as well as long range NAVAREA warnings

15 Weather reports taken, fax charts taken and weather routing done.

16 Latest US port advisory for list of countries rasining of Security level checked?

17 High Risk Area- Notification to P&I / MSCHOA/UKMTO  checked?

18 Precaution/Procedure as per Latest Best management practicses checked?

19 LSFO requirement for the passage discussed with the Chief engineer ?

Requirements for the passage advised by Chief Engineer ( Fuel / Lube/Chemicals/ FW /

20 consumables)

21 If ECDIS fitted on board, Additional Checklist for ECDIS to be filled for passage plan

PLANNING :

Passage plan format must contain all the following elements.

1 Largest scale charts being used.  Charts corrected upto latest NM received from digitrace

2 Co’s to be marked on charts in 360 degree notation,  and checked against actual Co.

Distances between WPs marked. DTG and “waypoint co-ordinates” are marked at each
3 waypoint.

4 Passage plan is prepared berth to berth

Waypoints entered into all electronic navigation equipment/ ETA for each way point to be
5 calculated

6 Abort Point are to be marked on Narrow Passage/ Approach charts

Hazards, no-go and dangerous areas to be marked on charts including harbour

7 charts /pilotage waters

8 Cross track error margins to be indicated,  as applicable,  on charts.

9 Bearing and distance from alteration points marked.

10 Radar conspicuous objects, coastline radar objects / shapes, indicated on charts.

Passage plan to have ETA to WP and place to record actual passing of WP ( during
11 execution)

12 Danger clearing bearings and distances indicated on charts.

 13 Parallel indexing distances to be indicated.

14 Safe and practical speeds for each stage of passage to be decided by Master

Areas where restricted visibility may be expected, and additional lookout  required are
15 identified

16 Areas where traffic may be heavy or converging /crossing to be indicated.

Minimum under keel clearance for each stage to be more than 30 CM after allowing
17 Squat.

18 MARPOL regulations incorporated in Passage plan in relation to Annex 1 , V and VI

Contingency Anchorages to  be identified  on approach chart / vicinity of narrow

19 Passages

20 Strength of navigational watch to be decided for the various stages of the plan.

21 Position fixing frequency to be decided for various stages of passage & included in plan.

22 Tides/ currents written on chart for the narrow passage / ports ?

23 Passage Plan to be Signed by Master / Chief Engineer/All Navigating officers/  cadets.

L.O. 6.8 – Use of tidal information given on the chart.

Navigation and Chart work - Tidal Information on

Charts
TIDAL DIAMONDS

Spread around a chart are magenta coloured diamonds, each with a different
identifying letter in the middle.

The letter used has no significance, they are labelled in alphabetical order.

On Training Chart 3, below the title information there is a table which allows us to
calculate the direction and speed of the tidal stream at each of these Tidal Diamonds.

See the extract below:

The data in this table is referred to HW at Victoria! So even though the vessel may be
in a position many miles from Victoria, we can look up the tidal stream information for
this area by knowing the time of high water Victoria.

On Practice Chart 4, you will find the same thing written above the tidal stream table.
So even if you are using a chart which does not cover the area of Victoria, the tidal
streams are calculated relative to high water at Victoria.

We can do this because the tidal streams follow a pattern throughout the whole area
covered by the chart, and the tide in one area is directly influenced by what happens
elsewhere.

To read this table:

The first column on the left is the key to the rest of the data. Information is given for six
hours before and after high water Victoria at hourly intervals.

The centre column tells us that the three figure numbers in the diamond 'A' column are
the direction of the tide in degrees true (measured from north), and the other two sets
of numbers are the rates of tide at springs and neaps (we will cover this in more detail
later, spring tides run at about twice the speed of neap tides).

The right hand column is the tidal stream information at the given latitude and longitude
for each hour before and after high water.

So at Diamond A (South east of Port Fraser in Beaufort Bay), when it is high water at
Victoria the tide is running in a direction of 171°T at a speed of either 1.1 knots or 0.5
knots depending upon whether it is a spring or neap tide.
Tidal levels

Below the tidal diamonds table there is a table which gives the levels of the tide at
certain times at important points on the chart.
HAT H ighest A stronomical T ide

MHWS M ean H igh W ater S prings

MHWN M ean H igh W ater N eaps

MLWN M ean L ow W ater N eaps

MLWS M ean L ow W ater S prings

The Mean is the average tide. It is a word used frequently in navigation.

MHWS is the average of the highest high tides,

MHWN is the average of the lower high tides,

MLWN is the average of the higher low tides,

MLWS is the average of the lowest low tides.

HAT is the highest tide that can be calculated, this height may be exceeded when the
winds are very strong or there are large differences in air pressure.

The range of the tide is amount is rises or falls between high and low tide.

Typically the range of a spring tide is twice that of a neap tide. As the time for the tide to
rise or fall between high and low tide does not very much, the rate of the tidal stream is
about twice as fast on a spring tide than on a neap.