ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

With reference to navigation using ECDIS as a primary means of position

monitoring, paperless navigation and use of electronic publications; please also be
guided by the requirements of Suntech SMM 05

ECDIS :

- 2 sets of TOTEM PLUS

Electronic Publications :

- ADP - ADMIRALTY Digital List of Lights

- ADP - ADMIRALTY Digital Radio Signals
- ADP - ADMIRALTY Total Tide
- ADMIRALTY e-NP Reader

ECDIS will be our primary means of navigation / position plotting / paperless

navigation.

POSITION FIXING:

Whenever possible and mentioned in the passage plan sheets (A/B), “Manual
Position fixes” shall be obtained by visual / Radar means and shall be checked /
compared with the EPFS (Done automatically by the ECDIS). Difference between
the “Manual Position fixes” and EPFS fix to be monitored and compared. Radar
conspicuous targets to be highlighted using User maps.

ECDIS shall plot positions via EPFS data feed. There are 2 feeds given (No.1 and
No.2 DGPS). These are compared instantly and shall sound an alarm when the
position is off by 100Mtrs. Monitor the difference on a regular basis. Comparison of
signal to noise ratio of the EPFS should be monitored to verify the accuracy of the
vessel’s position.
Whenever potential dangers to navigation exist, frequent “Manual Position fixes”
shall be taken to ensure that the position of the ship is always positively know and
is in conformity with the planned track / EPFS fix. Having regard to the depth of
water, sea room availability & proximity of navigational dangers plot vessel
positions at such intervals that if vessel deviate from intended course (due to error
in any of the EPFS feeds) even in worst situations/condition, it be impossible to run
the vessel over danger. The frequency of position fixing should be such that the
vessel cannot run into danger during the interval between fixes. These plotted
positions shall be compared with the EPFS fix and verified for accuracy. If there is
any difference, I should be immediately notified.
Vessel’s position should be plotted by at least two separate means of position fixing
Nav. Aids and should be logged in respective log book (electronic – ECDIS). When
possible, such “Manual Position fixes” shall be obtained by visual means and shall
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

be checked using whatever other methods are available. When radar / visual fixes
are not feasible, the automatically plotted GPS/DGPS position by ECDIS shall be
verified as per PVI (Position Verification Interval). This shall entail comparing the
position on DGPS/GPS 1 & 2 with that of the automatically plotted position on the
ECDIS. If there is any difference other than the CCRP value, I should be
immediately notified. When navigating out of sight of land, whenever possible and
as far as practicable, the ship’s position will be fixed by morning and evening star
sights, daily sun sight and observe lat. to fix the noon position. Such fixes are to be
checked by whatever electronic aids are available on the small scale charts carried.

INSTRUCTION TO USE OF ECDIS:

ALL OOW to ensure / verify the following:

Prior every watch at Take Over:

- Offset if any (NO offset shall be put unless approved by me)

- Contours are set as per my instructions
- Only approved SENC are used (AVCS as licensed)
- All sensor inputs are present and errors in each of the sensors.
- Navtex warnings are plotted in the ECDIS, if noted missing after comparing
with the list of Navtex warnings received. Plot the missing warning using
“User Maps”
- WWNWS warnings including EGC (missing warnings received by safe
voyages) are plotted on the ECDIS either as Navtex or AIO. If deemed
missing after comparing them with the In force list- Plot the missing warning
using “ User Maps”
- Ensure all T&P corrections are plotted on the ECDIS AIO layer. If deemed
missing after comparing with the “In-force” list – Plot the missing corrections
using User Maps.

On a weekly basis:

- Verify status of each sensor. Settings and conditions

- Test sentences from the system configuration menu to deduce if inputs are in
order.
- Check status of Log Book
- Verify Status as per “Required Settings” mentioned below.
- Reboot ECDIS computers periodically, with different re-boot times for main
ECDIS and back-up units.
- One ECDIS unit must be up and running at all times in order to have a
continuous route / ship’s position monitoring irrespective of vessel’s position
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

and navigational status. If checking playback or updating SENC or rebooting,

at no times shall both ECDIS be switched off from navigation-mode.
- Weekly Backups of the system including and not limited to “Tracks” and “Log
books”

2nd officer/ Navigation officer shall:

- Updates for charts are requested for and downloaded weekly

- Updates for catalogue are requested for and downloaded monthly.
- Large scale cell permits are requested for on a min 3 monthly basis
- World folio is licensed yearly
- Latest AVCS base and AIO DVD are available on board.
- Carry out weekly detailed tests for the sentences received from each sensor
- Carry out accuracy checks for each of the sensor inputs (i.e. checks /
comparisons / verify settings at the source itself for all feeds into the ECDIS
and other bridge equipment)
- Prior starting “ Route Monitoring ” carry out a safety check verify that all
settings are as per “ Required settings” mentioned below
- Verify that the area of navigation is sufficiently covered with AIO and Navtex
messages/ settings are in order. If required commence manual plotting of
the same using the available data.
- Adequate user maps and alarm-able layers are plotted.
- Carry out IHO tests for both the ECDIS systems at the company’s specified
time intervals and prior departure from a port or anchorage, after any
software upgrade, or at least six monthly (at layup etc).
- Safety contour values cross track values and look ahead settings are
adequately calculated.

Accuracy of the ENC data:

Special attention to be given to the CATZOC Reference Guide and optimum use
shall be made of it during passage planning by keeping the “Accuracy” option
“on” in Chart-View settings. Additionally use of “Allowance for CATZOC-
calculation sheet” shall be made to determine the correct controlling depths
and any non-compliance with UKC due to above at planning stage shall be
brought to my notice.
The CATZOC view can be kept unselected during normal navigation to avoid
screen-clutter, however checking the quality of data is essential when navigating
in shallow waters and/or deviating from planned route. In any case, all
navigating officers must be familiar with its use and application as per Allowance
for CATZOC- calculation sheet.
Required Settings for ECDIS
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

- The following settings are my ship specific / ECDIS specific requirements.

- It is imperative that any changes made to the settings be brought to my
attention and handed over to the relieving OOW.
- The following are my Min requirements / Settings that should NOT be changed
without my approval.

CHART
 Charts auto load “ON”
 Chart auto scale “ON”
 Chart priority “ENC”
LAYERS
 Spot sounding
 “Show All” selected
 Display category : At any time “Standard” and above
 Preferably “Custom” with minimum of following selected at all times :
- Isolated dangers
- Navtex
- Cable & pipelines
- Danger in shallow water
- 4 shades
- Full light lines
- Show correction
- Non active objects

Display Option for Points / Areas / Lines to be made: Simplified mode (these can be
seen even in night / dusk mode)

CONFIGURATION
As deemed prudent by the user/ as required by the situation

MAPS
As deemed prudent by the user/ as required by the situation.

SAFETY FRAME AND ALARM SETTINGS: Company guidelines :-

1. Shallow Contour / Safety Contour / Safety Depth / Deep Contour:

Please refer to ECDIS Paperless Navigation Procedures for details. Please find
below extract from procedures:
a. Shallow Contour: Vessel’s Max static Draft – This is a straight forward
NO GO area.
b. Safety Contour: Vessel draft + Dynamic Squat + Safety Margin (as per
UKC Policy after allowing for weather, water density etc) – User
defined NO GO area as per UKC policy.
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

c. Safety Depth: Is same as Safety Contour.

d. Deep Contour: Twice the vessel’s max draft.

2. Look Ahead / Safety Frame (Vector / Sector): Is set by the Navigator in

order to set a safety frame around the vessel such that an alert is given if
any Obstruction or Hazard to navigation enters within this frame setting.
a. Alarm setting: Minimum value shall be set as per following guidelines.

Safety Frame / Look Ahead

Area of Navigation
Look ahead Distance Sector
Ocean Passages 12 minutes 30°
Coastal Passage 06 minutes 20°
Within port limits, Navigating in
06 minutes 20°
Channels, Fairways

b. If any hazard to safe navigation enters within the boundary of the

frame, an alert will be sounded.
c. Action: Immediately take vessel on hand steering, verify the cause of
the alarm and take corrective action.

3. Cross Track: When a route is planned and checked for dangers, the ECDIS
will alert the officer on all the hazards that will be present within the defined
cross track corridor.
a. Alarm Setting: In open waters, minimum setting should be 1.0 NM on
either side. In congested waters, the minimum setting shall be 0.5 NM.
In certain areas like narrow channels, the setting may be further
reduced to 0.2 NM as per Master’s discretion.
b. Description: The cross track limits define the safe waters around the
track in which the vessel can safely navigate.
c. Action: If vessel has to navigate outside the cross track limits, the
OOW shall navigate with extreme caution and take all measures to
proceed within the cross track limits as soon as possible.
i. Switch display to “All display”.
ii. Review the area outside the cross track / safety corridor.
iii. Determine process / procedure to return to the safety corridor.

The cross tracks need to be set for the various legs depending on
various aspects of navigation, not limited to
 Vicinity of dangers/ hazards to navigation
 Traffic density
 Ocean passages shall require larger cross tracks, whereas coastal
passages shall require smaller cross tracks.
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

 Weather conditions
 Vessel’s manoeuvring characteristics
 Availability of tugs
 Width and depth of the navigable waters
 Recommended lanes and ship’s routeing
 Expected possible deviations
 Lateral separation from route and collision avoidance
The cross tracks should be set as wide as practicable.

Collision Avoidance: Modern ECDIS can provide collision avoidance alerts by

using AIS target or Radar targets. Please note that ECDIS shall never be used for
collision avoidance, but the alert system may be used as an additional layer of
protection.
d. Alarm Setting: In open waters CPA>=1.0 NM / TCPA>=15 min. In
congested waters or restricted waters CPA>=0.5 NM / TCPA>=10 min.
e. Description: When the CPA/ TCPA of any target breaches the set limit
an alarm will be generated.
f. Action: Assess the situation and take appropriate action to avoid risk
of collision as per COLREGS.

OVERLAYS

- AIO to be selected.

NAVIGATION
POSITION SOURCES
- Primary : DGPS 1
- Secondary : DGPS 2
- NO offsets.
HEADING/SPEED: as per available data feeds.
Depth Alarm: ensure ship’s draft accurately fed.

NAVTEX
- Ensure all Navtex warnings are examined and processed by each OOW during their
watch.

SCALE INDICATOR:
Route Planning/ Appraisal/ Verification and Review SHALL ONLY BE DONE ON A
1:1 SCALE (Original / compilation scale).
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

The operator should not over-scale or under-scale as it would lead to

omission of data.

SETTING OF CONTOURS AND DEPTHS:

PRIOR ENTERING THE BLUE / SAFETY CONTOUR – I SHOULD BE

INFORMED.

BB)
In Coastal waters (Whilst navigating inside the 200 mtr contour), Straits, Channel
passages and whilst Arrival / Departure port, the minimum recommended settings
are:
 Shallow Contour = Vessel's Max static draft (a straight forward no go area)
 Safety Contour = Vessel Draft + Dynamic Squat + Safety Margin accounting
for weather, local conditions, location, correction for water density (a user
defined NO-GO Area) in compliance with company’s UKC policy
 Safety depth = Safety Contour value (depths of this value and below will be
bold)
 Deep Contour = Twice the vessel's max draft

The ENC in use may not have contours corresponding to the user’s calculated
values. i.e. the Contours displayed on the ECDIS (Shallow/ Safety/ Deep) may not
match those selected by the user. The ECDIS software can
shade/select/highlight only those contours present in the ENC data. Most of the
ECDIS softwares are not capable of using/making a contour based on the values
input by the user.
Eg. :
Max Draft of Vessel : 13.0 mtrs
Calculated safety contour value: 17 mtrs
Available contours on the ENC : 10,15,20,30,50,100,200
Contour selected by the ECDIS as Safety Contour: (20) or 30 mtrs

The vessel’s passage may require the vessel to cross Safety contour on the ENC. In
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

such an event the following procedure shall be used:

 Calculate safety depth and enter into ECDIS

 Leave the safety contour as displayed
 Make a visual assessment of the chart as to the amount of actual safe water
available. To do this safely, care will be needed to ensure that suitable
display settings are enabled so that all possible dangers are shown (Ensure
all obstructions and potential hazards are displayed. Safest is to use Display
= "ALL"). Some systems may not show dangers in the area shallower than
the safety contour in certain display modes, as explained in NP231. The
entered safety depth will indicate all soundings which are the same or
shallower in bold, and assist in visualizing the actual safe water.
 Review area within the safety contour to identify areas greater than safety
depth to determine that planned leg remains in safe water.
 Add Mariner's Note (user map/ manual updates which are alarm able) to
show area that may be crossed at appropriate height of tide with time and
date for planned crossing
 Run route check to confirm that safety contour crossing is identified and
note in Passage Plan for review and approval by the Me.

The ECDIS operators should be aware of the hazards associated with the
procedures:
 The user will need to be aware that the automated route check will display
a warning for crossing the safety contour but possibly no further indication
if the route is planned into waters shallower than the entered safety
contour.
 Similarly, during monitoring of the voyage, the guard zone will activate an
audible alarm when it encounters the safety contour and possibly not
activate any further alarms once the vessel moves into water that
is shallower than the entered safety contour.
 A danger could be missed during the visual inspection of the ENC with no
electronic warnings or alarms to warn the user.
 As the safety contour alarm will be activated but disregarded, a culture of
"the safety contour doesn't really matter" may develop and lead to the
safety contour indication during planning, or alarm during monitoring,
being dismissed as not important at any time.

In no situation shall the values be set lower than the minimum settings
mentioned above.

It is only the safety corridor which is checked by the ECDIS during the
“Safety Check”. Areas outside the safety corridor are left out.

If the vessel exits the safety corridor: the officer shall change the display
to all layers including the Quality of data and determine the safest way to
return back into the safety corridor.

Required Settings for TOTEM PLUS for Route Planning/ Appraisal/

Verification and Review
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

SHIP/ROUTE Display: As deemed prudent by the user/ as required by the situation

ALARMS and Alarm Settings the following to be set and kept ON
- Out of XTD
- Way point approach : 3 mins (it’s actually from the Wheel over point)
- Off leg course - 5 degrees

SCAMIN

ROUTE PLANNING:

parameters for route planning:-

 Safety Corridor - Keep as wide as possible and later change as required for
avoiding dangers.

 The turning radius shall be 0.5 miles for congested areas & 1 mile for open
waters.

DRAWING “NO GO LINE” AND “NO GO AREA”

 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

QUALITY OF DATA (CATZOC):

The Passage Plan should consider the 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 charted features must be
calculated and noted. This is particularly important when calculating the safety
depth and safety contour since the Deck Officer responsible for passage planning
may need to apply additional safety margins to those features in less accurately
surveyed waters.
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

Please refer to the Paperless Navigation procedures (12.01.34.03.xx) Accuracy of

ENC data to refer to the CATZOC table to find out the correction to be applied to the
depths indicated on ENCs or you can use form “Allowance for CATZOC – Calculation
sheet”.
If a vessel is navigating in an area with CATZOC C, D & U then M_SREL data should
be checked by using Pick up report (Readout Chart Information) function to verify
the source data. Areas where ENC accuracy / overlays are not sufficient shall be
recorded and sent across to the company’s operation manager for compilation.
These areas shall not be limited to:
- Areas with low accuracy of ENC data
- Areas where ENC coverage is unavailable

ALARMS AND WARNINGS

Most of the Alarms are set at the Ship menu.
It depends on the navigational status of the vessel which Alarms make sense in
being activated.

If the wrong settings are made Alarms may not be considered or may be
acknowledged without paying attention to it.

Alarms & Warnings are displayed in the Alarm Monitoring Window.

It contains:
- Kind of Alarm/Source/Kind of error
- They can be acknowledged via the mouse cursor or the Alarm button on the
dedicated keyboard.
Following is a flowchart of Alarm notification for OOW’s better
understanding:-
- Alert occurs
- Audible signal is initiated and visual signal is blinked
- Buzzer off
- Stop audible signal
- Confirm alert details
- Alert acknowledge operation
- The alert is resolved
- Visual signal is disappeared

Alerts: Alarms, Warnings and Caution

Alarm button: Red in colour. Requires immediate attention and action of a
bridge team to prevent the alarmed situation and hold safe ship operation.
Escalation is an alarm from non acknowledged warning.
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

Warning button: Requires of immediate attention of a bridge team and

make the team aware of conditions which may become hazardous. For
example, approaching to a critical point.

Caution button: Indication of a condition which requires attention, but

does not require action. For example, AIS target display capacity is about
to be exceeded. The caution is marked with a yellow square. This alert
goes on and off while the indicated condition exists. Acknowledgment is
not required.

OOW SHALL NOT RELY ON THE ECDIS DATA FOR COLLISION AVOIDANCE
Risk of Over-reliance

ALL OOW should at all times while using ECDIS address:

• the limitations of ECDIS as a navigational tool,
• potential risk of improper functioning of the system,
• system limitations, including those of its sensors,
• knowledge of principal types of ARPA/ECDIS/AIS, their display
characteristics, performance standards and the dangers of over reliance on
ARPA/ECDIS/AIS,
• hydrographic data inaccuracy; limitations of vector and raster electronic
charts (ECDIS vs. RCDS and ENC vs. RNC), and
• Potential risk of human errors.
•
Emphasis should be placed on the need to keep a proper look-out and to perform
periodical checking, especially of the ship’s position, by ECDIS independent
methods.
The use of ECDIS does not relieve the officer of the watch from his duty to
use all available means. The ECDIS is a single unit that consolidates
several sensors and the navigation chart. Any error in a sensor, the chart
or the ECDIS itself, may lead to a dangerous situation. The officer of the
watch should therefore conduct regular checks of all connected sensors,
the back-up ECDIS and use sight and hearing as well as all available means
to fix ships position and progress.

The ECDIS is an industrial type computer and has been through tough testing for
before being approved to be put onboard a ship.
Even so, something it might fail. A single component failure may affect a single
function or the whole ECDIS.
Most errors should be immediately obvious to the officer of the watch and also
detected by the back-up ECDIS but in rare occasions an almost invisible “freeze” of
the computer might occur, and may go undetected for some time.
There have also been events where duplicate units of other marine equipment have
had the same software fault whereby they both stopped working at the same time.
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

USB
The Dedicated ECDIS USB drive should be used only on ECDIS and designated
computers.
Do not use the USB Drive for any other purpose or on any other computer.

DIGITAL PUBLICATIONS
These software need to be installed on the Master Computer and a Back Up
computer.
Both computers need to be updated as per intervals defined by the service
provider.
Back-up shall be taken as per the schedule mentioned in HSQEEn & Navigation
procedures. HDD used for back-ups shall not be used for anything else.
Use of ECDIS does not relieve the OOW from adhering to the HSQEEn procedures
and log keeping.
Paper charts maintained on board need to be maintained up-to Date using the e-
MARINER software and NP133A
Hard copy publications of those not available in e-format shall be maintained up-to-
date as per Admiralty and HSQEEn guidelines.
The following shall be readily available on bridge for review:

- RA for Use of ECDIS/ Paperless Navigation / use of RCDS / MOC

- AVCS license with expiry of permits
- Type Approval Certificate AND Approval BY Class/ Flag
- Training of the OOW in Generic 1.27 and Type Specific ECDIS
- License and Status of the Digital Publications (Update Status)
- Flow chart/ wiring diagram of the Approved ECDIS
- Status of UPS
- Updated ENC catalogue, paperless navigation procedures/ checklist and
posters

_______________________
Capt. Harbinder Singh
Master
NAVIG8 PROMISE

The OOW must sign below, before assuming his first independent watch. His
signature indicates that he has read, understood, and agreed to follow these
instructions.
 ADDENDUM TO MASTER STANDING ORDERS - USE OF ECDIS

Name Rank Signature & Date

Vinayak Ramlingam Chief Officer
Jugal Kishore Singh 2nd Officer
Shawn Fernandes 3rd Officer
Hazari Singh Junior Officer

“There is no substitute for conscientious monitoring” It allows recovery

from so many different types of error and deficiency