Arab Ship Management Co.

Safety & Quality Management Manual

Document: QSP 18 Page: 1/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

1. Purpose:
To ensure safe Navigational operation of ECDIS

2. Scope
All vessels managed by ASM.

3. Responsibilities
The vessel Operator and ship’s Master shall ensure the compliance of this procedure in reference to
standard ECDIS procedures as per the Maker’s instruction.

4. Legal requirement
The electronic chart displays and information system (ECDIS) is governed by a number of standards and
regulations. Find out which ones you need to be aware about and how to be compliant.
Your ship type, size and construction date will determine whether you need to have an ECDIS. In
accordance with SOLAS Reg. V/19 certain kinds of ships engaged on international voyages need to be
fitted with an ECDIS:

 passenger ships (500 gross tons or more) built after 30 June 2012
 tankers (3000 gross tons or more) built after 30 June 2012
 cargo ships (10,000 gross tons or more) built after 30 June 2013
 cargo ships (between 3000 and 10,000 gross tons) built after 30 June 2014
 passenger ships (500 gross tons or more) built before 1 July 2012, with a first survey after 30 June 2014
 tankers (3000 gross tons or more) built before 1 July 2012, with a first survey after 30 June 2015
 cargo ships (50,000 gross tons or more) built before 1 July 2013, with a first survey after 30 June 2016
 cargo ships (between 20,000 and 50,000 gross tons) built before 1 July 2013, with a first survey after 30 June 2017
 cargo ships (between 10,000 and 20,000 gross tons) built before 1 July 2013, with a first survey after 30 June 2018.

Where ECDIS is fitted this will be recorded in the Record of Equipment attached to the relevant safety
certificate under SOLAS. This would include: -
› Cargo Ship Safety Equipment Certificate – Form E
› Passenger Ship Safety Certificate – Form P
› Cargo Ship Certificate – Form C
Where this is the case, the Record of Equipment will also show what is the back-up arrangement for
ECDIS.
This will normally be a second ECDIS, another electronic device such as a chart radar, or paper charts.

5. Type approval
A Type Approval certificate for the ECDIS should be available for inspection to confirm that the
vessel’s ECDIS complies with the relevant IMO Performance Standards and IEC test standards.

MSC.1/Circ.1503 states ‘where an ECDIS is being used to meet the chart carriage requirements of
SOLAS, it must:
1. be type-approved
2. use up to date Electronic Nautical Charts (ENC)
3. be maintained so as to be compatible with the latest applicable International Hydrographic
Organization (IHO) standards, and
4. have adequate, independent back-up arrangements in place.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 2/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

5. Training Needs & Familiarization

Under the Standards of Training, Certification and Watchkeeping for Seafarers Convention (STCW), there
has been a long-standing requirement for all officers who carry out navigational tasks to be appropriately
trained. All officers in charge of a navigational watch on ships of 500 gross tonnage or more must have a
thorough knowledge of and ability to use nautical charts and nautical publications (refer to STCW Code
Table A-II/1). The definition of a nautical chart (as provided in SOLAS Chapter V Regulation 2) includes a
special purpose map or book, or a specially compiled database. This clearly includes electronic
navigational charts and raster navigation charts, and hence includes the use of ECDIS.

All Masters shall ensure that related navigational officers is holding proper training upon joining the
vessel and through their first week on board
1. The general course (certificate held by the on signer)
2. The specific training (to be done by vessel approved maker or his representative)

If the generic training includes familiarization with a particular type (ie same make and model) of ECDIS
equipment installed onboard, such training can be considered to fulfil the requirement of both generic
training and familiarization. The master is expected to verify that all officers in charge of a navigational
watch are competent in the safe and effective use of the ship’s ECDIS

In addition to generic and vessel specific ECDIS training, the Master and all watch keeping officers must
be familiar with the specific ECDIS installation on board the vessel they are serving. This familiarization
will include the backup systems, sensor configuration, and level of integration and current operational
status of the ECDIS.

The Master and watch keepers should be able to demonstrate their competency with the operation of
ECDIS. This can be established by requesting use of basic functionality of the ECDIS in the presence of
the auditor. These functions may include:
› Safety Settings
› Setting Voyage Plan
› Checking Voyage Plan
› Interrogating chart updates
› ENC symbol identification
› Manual position fixing

Trickle-down-familiarization (e.g. one crew member training another) is not acceptable. It is

unstructured, leads to incomplete knowledge of the equipment capabilities, especially the lesser
used functions.
6. Operations

6.1 Policy to Promote Situational awareness:

Better situational awareness is a key benefit of ECDIS navigation. The ECDIS must be used in conjunction
with visual and radar watch keeping methods to ensure a full awareness of the vessel’s current situation
is maintained. This includes proximity to navigational hazards and potential collision avoidance
maneuvers.
The Voyage Plan should be comprehensive, providing the OOW with sufficient detail. It should be
reviewed by the Bridge Team to establish a common understanding of the intended vessel track.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 3/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

ECDIS functions should be used to provide advance warnings of the navigational hazards and charted
dangers/cautions. This includes use of the Look-ahead facility and safety settings. The effectiveness of
these settings should be monitored to ensure they remain appropriate for the current conditions.
The Backup ECDIS shall be fully synchronized with the primary ECDIS and installed electronic charts
checked to ensure they are updated correctly.
The Planned route and relevant Marine’s Notes shall be synchronized and displayed on the backup
system including monitoring methods, display settings and track related information.
Routes, permits and other relevant documentation shall be back-up and maintained onboard.
All watch keeping Officers shall familiar with manual methods to plot the vessel’s position using the
backup ECDIS.
The Appropriate Portfolio of Paper Charts will contain full coverage of charts of a “general” scale of the
Planned route or Full coverage at “overview” scale where “general” scale coverage does not exist. Full
coverage at “coastal” scale shall also be carried for sections of the planned route that include waters that
are intricate or congested or where navigation is constrained (for example areas containing Traffic
Separation Schemes)
The paper charts must be kept up-to-date and placed on the chart table for ready for use. These charts
must have the route marked and significant navigational dangers identified. They will form part of the
voyage planning approval and listed in the Voyage Plan Notes. During the voyages, fixes should be
regularly plotted on the charts.
Information displayed on ECDIS and intended for decision support must be cross-referenced with other
navigational information and not relied on as providing the whole basis for situational awareness.

Over-reliance on ECDIS functionality shall be avoided by use of traditional navigation techniques to

monitor the integrity of all sensors. This may include visual bearings, transits, radar ranges, radar parallel
indices and echo sounder monitoring. The radar overlay function should be used for cross-referencing the
position when available and appropriate.

6.2 Master Standing Orders:

Master’s standing orders supplement company procedures with detailed, vessel specific or Master specific
requirements. They should not be confused with the procedures and must operate without conflict with
the SMS. Standing Orders should be read by all Bridge Team Officers upon joining the vessel and signed
and dated accordingly. A copy of the Orders should be available on the bridge for reference.

6.3 Bridge Order Book:

In addition to general standing orders, specific instructions may be needed for special circumstances. At
regular intervals, the Master should record in the Bridge Order Book what is expected of the OOW with
regards to ECDIS. This may reflect current changes in the weather, visibility, the vessel’s stability or
navigation warnings which require a review of ECDIS settings.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 4/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

6.4 Voyage Planning:

Master and Navigating Officers preparing Voyage Plans must use an appraisal checklist as part of the
planning procedure. Information sources that must be consulted include:

• Official Charts (Electronic Navigational Charts-ENC, Admiralty Vector Chart services-AVCS, Raster
Navigational Charts-RNC-ARCS, Paper Charts and routing charts)
• Admiralty Passage Planning software
• Nautical Publications information, such as Sailing Directions, AENPs, Notice to Mariners(NMs), List
of Lights, List of Radio Signals, Port Guides Distance Tables
• Nautical Almanac
• Predicted Tidal and Current data along the route-tide Tables-ADP and Tidal Stream Atlases or
their digital equivalents (for example Admiralty Total Tide)
• Predicted weather, wind, swell, visibility conditions along the route
• Predicted water density/changes
• Waterway characteristics, navigational obstructions, bar crossing and water depths.
• Existing Company knowledge of areas to be transited from previous voyages (may be taken from
previous voyage plans, including those developed by other vessels operated by company)
• Characteristics, conditions (including engineering conditions), and operational limitations of the
vessel
• Applicable local regulations, including Vessel Traffic Services (VTS), tug escort or assist services,
and pilotage requirements etc.
• Vessel traffic patterns and areas of expected high traffic density
• Internal and external communication procedures and requirements
• Vessel operations which require additional sea room, such as ballast exchange or Pilot
embarkation
• International regulations, such as ship reporting and ship routing systems

Masters and Navigating Officers preparing Voyage Plans must conduct a risk assessment for areas where
the vessel will be trading.

This will determine that:

• There is adequate ENC coverage of the appropriate scale

• The data is installed and updated
• Permits held (or ordered) cover the duration of the voyage Plan for the required ENCs

Where ENC coverage is available but not installed, it should be obtained. Where no appropriate coverage
exists, consideration must be given to using RNC or Paper charts. The risk assessment should also
determine what constitutes an APC, needed to support RCDS mode in areas not covered by ENC.
The assessment must be conducted using an update version of the digital chart catalogue, supplied by
Company-approved chart supplier.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 5/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

6.5 Voyage Plan Review:

1- Before a Voyage Plan is executed it must be reviewed, and then authorized for use.
2- The review will be conducted on the approved ECDIS, with the appropriate, updated ENCs
loaded.
3- The review must be made by the Navigator using the properly configured ECDIS auto-check
mode, examining each alarm or warning for safety individually.
4- Following the auto-check a second visual check should be conducted at compilation scale with
viewing groups set to “ALL”, across all legs to confirm the route and XTD are clear of potential
hazards.
5- A list of alarms and warnings and their assessment should be signed-off as part of the Voyage
Plan Review. Where the ECDIS allows, a log file of the alarms and warnings to be kept.
6- The Voyage Plan should, if possible then be independently checked by another suitable qualified
Officer.
7- The Master must then review the Voyage Plan.
8- Once all safety warnings and alarms have been cross-checked and the route reviewed, it must be
sign-off for use, locked and record made of all checks and issues found(Authorization).
9- Repeat Voyages require a new review and Authorization process. A different procedure may be
put in place for repeat voyages to minimize unnecessary duplication of effort.
10- The Authorized Voyage Plan must be loaded and synchronized on all front of bridge ECDIS
terminals.
11- The Voyage Plan must not be altered without formal approval and separate review of the hanged
legs as a minimum.

6.6 Monitoring the Voyage:

The OOW must avoid over-reliance on ECDIS display of position alone to confirm where the vessel is in
relation to the leg Manual checks of position should be applied at prescribed intervals using alternative
methods.

All ECDIS alarms must be investigated immediately and, where necessary, action taken to keep the
vessel in safe water.

The OOW must avoid relying solely on automated monitoring alarms on the ECDIS.

The OOW must undertake a careful visual inspection of the voyage Plan for the period of their watch to
confirm that it remains clear of dangers. This is especially important if changes have been applied since
the OOW last checked the Voyage Plan, and must not assume that a review has been completed.

During inspection and at any other time the OOW considers it necessary to view more data, the ECDIS
display must configured to show all other safety features, but in particular contours and soundings.

The Mariner must be conversant with the steps necessary to return the ECDIS display to that laid down in
the Voyage Plan for execution.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 6/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

6.7 Maintenance of Digital Chart Outfit:

ENC data must be available for use to cover the entirety of the Voyage Plan, including an appropriate
allowance for diversions and weather conditions.
The ENCs loaded on the ECDIS should offer the most appropriate scale ENCs for the planning and
conduct of the Voyage Plan
All ENC holdings must be logged and ENC base data, and updates along with other sources of navigation
information must be valid for the times and regions covered by the Voyage Plan.
A record should be maintained of all ENCs installed and all updates applied to each ECDIS terminal.
Navigational warnings and NMs received onboard should be logged, with the decisions and actions taken
in determining their impact on the Voyage Plan as appropriate.
Navigational warnings or NMs which are not included in the ENCs but which affect the current Voyage
Plan should be inserted as manual updates and set as alarm features if they affect safety.
Admiralty ENC Maintenance Record NP133C is to be maintained as a record of data received and applied
to ECDIS in use.

6.8 Understanding the Limits of ENC accuracy:

The Voyage Plan should consider an accuracy of any ENCs used and determine the safety implications of
navigating across poorly surveyed areas.
For each Leg, the Horizontal and vertical uncertainty associated with chart features must be calculated
and noted. This is particularly important when calculating the safety depth and safety contour since the
Navigator responsible for voyage planning may need to apply additional safety margins to those features
in less accurately surveyed waters.
Where the ECDIS allows, the inaccuracies should be displayed as a positional error around own vessel
position.
The use of Software to aid Planning and appraisal:
The use of Planning software or systems, either onboard or ashore, for voyage planning is managed
through SMS.
The Master should consider what elements of the Voyage Plan can be developed using such a system and
those elements that must be drawn up within ECDIS, once the outline plan is transferred.

The finished Voyage Plan must be reviewed both visually and electronically, and approved on the main
ECDIS after transfer, to avoid over-reliance on planning systems and their features.
Transfer of date by physical means or via internet risks the possibility of virus or malware infection. All
transfer media, therefore, must be screened before use and fully updated anti-virus software/firewalls
must be employed where connection to the internet or email in involved.
Checking and assurance:
The SMS ensures a process for the conduct of regular checks on the ENC permits and updates held for
the voyage. Where paper charts are being used as part of the voyage plan, the policy should note that
there may be differing update cycles in place for paper charts and ENCs.
After weekly updates have been applied, an independent check must verify the status of each ECDIS and
all ENCs installed for the voyage.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 7/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

The checks must include NMs and navigation warnings information and confirm that Manual updates
have been added to the Voyage Plan for information relevant to the voyage.
In addition to checking the status of the individual ENCs during the appraisal procedure, the review stage
should also check the ENC update status as part of the final Voyage Plan approval.
6.9 Vessel draught and Under Keel Clearance:

Company policy on Under Keel Clearance (UKC) is to consider the accuracy of charted depths within the
ENCs required for the voyage (using M_SREL within Pick Report on the ECDIS; source data diagram on
ARCS or paper chart: sailing directions)

As part of the overall risk assessment to be conducted by the Master as part of the appraisal for voyage
planning, the company authorizes the following values of UKC to be used:
• In area of charting CATZOC A1/A2, the UKC should be 10% of the calculated vessel draught.
• In area of charting CATZOC B, the UKC should be 15% of the calculated vessel draught.
• In area of charting CATZOC C/D, the UKC should be 25% of the calculated vessel draught.
• Where charting CATZOC is un-assessed by the ENC producer, reference should be made to other
sources of data accuracy (M_SREL within Pick Report on the ENC; Source data diagram on ARCS or paper
chart; Sailing Directions), before determining the UKC.

A reduction in the UKC may only be approved after a full risk assessment and in consultation with
Company’s Navigation Superintendent.

UKC safety values should be applied to the calculated vessel’s draught to determine the safety contour
and safety depth settings to be used for each leg of the voyage.

The calculations should be confirmed at the Voyage Plan review and recorded in the Voyage Plan.

6.10 Air Draught / Masthead Clearance:

Masthead Clearance (MHC) values should be applied to determine the safety height for the clearance
under charted overhead obstructions.
The calculations should be confirmed at the Review stage and recorded in the Voyage Plan log.
Air draught and MHC values should take into account the datum and not assume that the vertical datum
is that used for the rest of the ENC.

A manual clearance check should be applied to all legs which run beneath charted overhead obstructions
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 8/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

6.11 Procedure for Handover / Assuming the watch

OOW handover must be conducted to ensure that all relevant ECDIS configuration and safety information is
transferred between the outgoing and incoming OOW so as to enable the voyage to continue safely.

Before assuming the watch, the incoming OOW must:

1. Conduct a visual check of the voyage plan on ECDIS (or appropriately configured backup ECDIS) including:
 Leg details including XTD, safety Contours and Safety Depth
 Alarms likely to be encountered (from the Voyage Plan Log)
 Proximity to any Navigational marks and buoyage
 Checking fixing procedures and instructions.

2. Confirm the current revision of the Voyage Plan.

3. If a change has been made, the OOW must confirm that this has been fully reviewed and authorized in
accordance with the Company’s navigation policy.

4. The OOW must review the upcoming leg of the Voyage Plan and consider running an automatic scan for the
portion of the Voyage Plan about to be conducted, particularly if the section to be conducted has been amended.

5. The OOW must the complete an ECDIS setting checklist, which must include verification of at least:
 Display and safety settings and alarm management
 Anti-grounding look-ahead settings
 XTD set for each leg
 Appropriate scale of display for navigation
 Display palette settings correctly applied for watch period

6. The OOW should be fully aware of:

 Action on receipt of navigational warnings
 Which settings the OOW is authorized to change and what needs to be maintained
 Procedures for logging any changes to setting
 Criteria for alerting the Master during the watch period

7. After completing the check on the backup ECDIS display, the OOW shall then confirm the settings in use on
the main ECDIS

8. The OOW should then sign to confirm all checks are correct for both terminals in use for navigation.
The OOW must:

• Use the ECDIS to reconcile all available information sources. The OOW must ensure the ECDIS is correctly
configured using the Voyage Plan as a reference. Cross-checking the display via all available means is
essential.
• Refer to the Voyage Plan to confirm that the correct settings are applied for each leg during the period of
conduct as OOW.
• Be aware of how to return the ECDIS to the approved settings after any change has been made when
investigating features within ENC and the procedure for resolving differences between the ECDIS
configuration and the Voyage Plan specification.
• Check key settings such as Safety Contour, display mode, SCAMIN and feature categories.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 9/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

6.12 Navigational Aspects of Master / Pilot Exchange:

1.The delegated Bridge Team Officer must:

a. Make any necessary amendment to the voyage plan following the Master/Pilot exchange and
agree these with Master and Pilot.

2. A Master-Pilot Exchange must take place prior to Pilotage. The vessel must provide information in the
Pilot card about ECDIS and advise the Pilot on:
a. The ECDIS Type
b. The ENC and updates available and applied to the ECDIS for the Port and approaches.
c. Local warnings held onboard.
d. Backup procedures in use.
e. Any non-standard configuration of the ECDIS.

6.13 Display Scales and SCAMIN (Scale Minimum):

During voyage monitoring, the ECDIS must be operated at the compilation scale when appropriate scale
ENCs are available

When the OOW zooms out to improve situational awareness, the ECDIS may indicate an under scale
warning and may limit this operation to a certain scale factor. The OOW must be conversant with the
procedure for resetting to the ENC compilation scale as soon as wider situational awareness is
established.

During the planning phase, where the Navigator may use smaller scale charts or zoom away from
compilation scale to manipulate waypoints, checks and visual inspections for dangers should be carried
out at compilation scale.

Where the ECDIS allows the selection of SCAMIN off/on:

• The system must be set to operate with SCAMIN OFF for appraisal, planning and review phases
to ensure all information is seen.
• SCAMIN must be selected ON for execution and monitoring of the Voyage Plan in order to reduce
the effects of an over-crowded display.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 10/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

6.14 ECDIS Safety Parameters:

It is Company’s policy that all ECDIS safety settings are appropriately planned and set at all times during voyage
execution. All settings must be assessed and documented for each leg in the Voyage Plan. This includes:
• Safety Contour
• Safety depth
• Cross Track Distance
• Look-ahead settings
The vessel must have a documented procedure for calculating a UKC value that provides an agreed and adequate
safety margin in all circumstances

Deviation from the settings agreed in the Voyage Plan or from tolerances within the SMS procedures must be agreed
by the Master

Methods and input information to all calculations affecting safety settings must be reviewed periodically.
Following should be considered for calculating the safety depth / contour:
The safety depth/contour must be determined by calculating actual draught and a UKC value, which factors in
allowance for :

• Minimum safe clearance

• Plus squat
• Plus pitch / roll
• Correction for water density

Finally, the predicted height of tide is subtracted from the calculated value to give the safety depth/contour for that
predicted height of tide only (see note below)
The safety depth and contour are then entered into the ECDIS
If the exact value is not available in the ENC, the ECDIS will then display the next deeper contour as the safety
contour. This should be confirmed by visual inspection.
Isolated dangers in safe water should now be displayed. Where the ECDIS allows, isolated dangers inside the safety
contour should be selected ON and checked by visual inspection.
The selected values must be confirmed at the review stage of the Plan.

A Look-Ahead range, (usually expressed in time) must be set by the Navigator during the planning phase to control
how far in advance an alert is given before reaching a potential threat to safety, or safety Contour is encountered.
The same look-ahead range will be used for:

• Approaching boundaries of prohibited areas

• Areas where special conditions apply
• Crossing a Safety Contour
• Proximity to danger

The Navigator must ensure the appropriate look-ahead range is set for each leg of the planned route. These will
differ significantly between pilotage, coastal and deep water navigation and will be partly dependent on vessel
dynamics and circumstances

Look-ahead values must be amended to reflect the planned speed of the vessel on a given leg and the proximity to
the Safety Contour or other alarm feature.
Arab Ship Management Co. Safety & Quality Management Manual
Document: QSP 18 Page: 11/11 Date: 25/07/2019
Title: ECDIS Procedure Issue: 1/1

A Look-Ahead range, (usually expressed in time) must be set by the Navigator during the planning phase to control
how far in advance an alert is given before reaching a potential threat to safety, or safety Contour is encountered.
The same look-ahead range will be used for:

• Approaching boundaries of prohibited areas

• Areas where special conditions apply
• Crossing a Safety Contour
• Proximity to danger

The Navigator must ensure the appropriate look-ahead range is set for each leg of the planned route. These will
differ significantly between pilotage, coastal and deep-water navigation and will be partly dependent on vessel
dynamics and circumstances

Look-ahead values must be amended to reflect the planned speed of the vessel on a given leg and the proximity to
the Safety Contour or other alarm feature.

7.0 Related Documents

Familiarization check List ……………………………………………………………………………………………………… ASM 18-1

Officers familiarization record sheet ……………………………………………………………………………………….. ASM 18-2
IHO Standard IHO
Guide To ECDIS Implementation, Policy and procedures ………………………………………………………… NP 232
Admiralty ENC & ECDIS Maintenance record …………………………………………………………………………… NP 133 C
Admiralty Guide to practical use of ENCs NP 231