ECDIS HANDOUT

COURSE HAND OUT
ELECTRONIC CHART DISPLAY &

INFORMATION SYSTEMS (ECDIS)
Edition 01 November 2022

ELECTRONIC CHART DISPLAY & INFORMATION SYSTEMS
Ref (STCW 2010 Circular No. 29 of 2012 & IMO Model course 1.27)
(Training is conducted in SIMRAD MARIS ECDIS900)
Course Schedule – 5 Days – 40 Hours

Introduction to ECDIS
“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 regulations V/19
and V/27 of the 1974 SOLAS Convention, as amended, 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”
 The primary function of the ECDIS is to contribute to safe navigation (Powerful

anti-grounding tool)
 ECDIS with adequate back-up arrangements may be accepted as complying with

the up-to-date charts required by regulations V/19 and V/27 of the 1974 SOLAS
Convention, as amended.
 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.
 ECDIS should facilitate simple and reliable updating of the electronic navigational
chart.
 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 ships position.
 The ECDIS display may also be used for the display of radar, radar tracked target
information, AIS and other appropriate data layers to assist in route monitoring.
 ECDIS should have at least the same reliability and availability of presentation as
the paper chart published by government authorized hydrographic offices.
 ECDIS should provide appropriate alarms or indications with respect to the

information displayed or malfunction of the equipment.
 Automatic chart correction: ECDIS allows mariners to update electronic charts

automatically. Specific functions make the updating task rapid and error-free,
which will reduce the occurrence of out-of-date chart information.
 Combined navigational operations: Before ECDIS, the mariner had to consult and
combine input from countless sources. The only place one could find a rela- tively
complete picture of the situation was in the navigating officer’s head. ECDIS helps
improve this visualisation process.
 Display of ship’s position in real time: Automatic, continuous display of the ship’s
position, heading, course and speed of the vessel can be included in the ECDIS
presentation.
 Central role at the steering station: An ECDIS puts many technologies and sources
of information in one central position, so navigators no longer need to shuttle
around the bridge to learn what they need to know.
 Situation-dependent display: Information filters put just what officers need to

know in front of them, and spare them unnecessary detail. Monitors and informa-
tion suit lighting conditions, sea conditions and the specific scenario.
 Radar overlay: Combining the electronic chart and radar in an ECDIS combines
grounding-avoidance and collision-avoidance into one instrument.
 Automatic route monitoring: The planned route can be examined for potential
danger, in terms of water depth, objects and deviation.
 Automatic track control: In effect, the ship can transit a pre-planned route, fol-
lowing course changes using a planned turning radius.
 Reduction of human error: Alarms can alert officers if the ship is about to breach
pre-set parameters, or if a sensor gives ambiguous signals.
 Help in special manoeuvres: Man-overboard, anchoring, docking and other
specific operations can employ specific pre-programmed operating guidelines in
the ECDIS, when the master requests it.
Electronic charts automate the process of integrating real-time positions with the chart
display and allow the navigator to continuously assess the position and safety of the
vessel. Further, the GPS/DGPS fixes are far more accurate and taken far more often than
any navigator ever could, using manual methods.
A good bridge team is expected to take and plot a fix every three minutes. An electronic
chart system can do it once per second to a standard of accuracy at least an order of
magnitude better.
An Electronic Chart Display and Information System (ECDIS) allows the integration of
other operational data, such as ship's course and speed, depth soundings, automatic
identification systems (AIS) information, and radar data into the display.
Further, ECDIS allows automation of alarm systems to alert the navigator to potentially
dangerous situations. Navigation with an ECDIS can also provide enhanced situational
awareness of important events.
Navigator has a complete instantaneous picture of the instantaneous situation of the
vessel and all charted dangers in the area. With a radar overlay, the tactical situation
with respect to other vessels is clear as well.
Legal Aspects of Using Electronic Charts
Requirements for carriage of charts are found in SOLAS Chapter V, which states in part:
“All ships shall carry adequate and up-to-date charts... necessary for the intended
voyage.” As electronic charts have developed and the supporting technology has
matured, regulations have been adopted internationally to set standards for what
constitutes a “chart” in the electronic sense, and under what conditions such a chart will
satisfy the chart carriage requirement.
IMO SOLAS V/19

All ships irrespective of size shall have:
Nautical charts and nautical publications to plan and display the ship’s route for
the intended voyage and to plot and monitor positions throughout the voyage;
an Electronic Chart Display and Information System (ECDIS) may be accepted as
meeting the chart carriage requirements of this subparagraph.
Back-up arrangements to meet the functional requirements of subparagraph if this
function is partly or fully fulfilled by electronic means.
At its 86th session from May 26 to June 5, 2009, the IMO’s Maritime Safety Committee
approved new regulations for the mandatory carriage requirement of ECDIS.
The amendment to SOLAS Chapter V regulation 19.2 will require ships engaged on
international voyages to be fitted with ECDIS according to the following timetable:
An amendment to the existing Chapter V regulation 19.2.1.4 was also made to reflect
that ECDIS is an acceptable alternative to nautical charts and nautical publications.
IMO Resolution A.817 (19)
“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/19 and V/27 of the 1974
Safety of Lives at Sea (SOLAS) Convention.”
An ECDIS system must at least be connected to an electronic position fixing system
(EPFS), a gyro and a log. The connection must be made in such a way and by a certified
engineer to ensure that a single fault error cannot influence the system, which means
the connection must be made directly to the sensor.
As an ECDIS is a computer-based system it must be protected by a UPS (uninterruptible
power supply) capable of handling a 45 second blackout during a switch from the
vessel’s main to back-up power source without rebooting.
Resolution A.817(19) “Performance Standards for Electronic Chart Display and
Information Systems (ECDIS)” has been superseded by another resolution
MSC.232(82) which lists revised performance standards.
The IMO Standards for Training Certification and Watchkeeping (STCW)

Require the OOW to possess a “thorough knowledge of and ability to use navigational
charts and publications” and also “skills and ability to prepare for and conduct a passage,
including interpretation and applying information from charts, must be evident”.
The STCW is currently written around paper charts but it is clearly stated in the SOLAS
convention that “ECDIS is considered to be included under the term charts”. For some
Flag States it is entirely evident that if ECDIS is in use as the primary means of navigation
the user must demonstrate the same degree of knowledge as when working on paper
charts. Therefore, the officers need to possess IMO Model Course 1.27 certificate.
International Safety Management code (ISM):

It states: “The Company should establish procedures to ensure that new personnel and
personnel transferred to new assignments related to safety and protection of the
environment are given proper familiarisation with their duties”
This has reference to the training of users of safety-related equipment, such as ECDIS.
They must receive appropriate training to the systems in use on a particular vessel prior
to use at sea.
An ECDIS manufacturer should be able to provide both generic and equipment specific
training either onboard or ashore with a designated crew of highly qualified trainers.
COLREGS and ECDIS:
Seafarers shall use "all available means" appropriate in the prevailing circumstances and
conditions in maintaining a proper look out and determining if a risk of collision exists
(see Rule 5 and 7 of the International Regulations for the Prevention of Collisions at
Sea (COLREGS)).
"All available means" clearly includes technology such as ECDIS installed on vessels
designed to aid navigation and/or plot the position, speed and direction of potential
collision risks.
It is clear to those who have utilised ECDIS as the primary means of navigation that ECDIS
offers substantial benefits which cannot be replicated on a paper chart.
These benefits revolve around increased situational awareness of the ship and its
operating environment. This increased situational awareness allows the operator to have
a real time picture of those vessels presenting a risk of.
This provides the operator, navigator, master or marine pilot with the opportunity to
make more informed decisions in circumstances where a risk of collision exists.
While these features are in part achievable on a paper chart, the real time display and
ability to interrogate and interact with an ECDIS cannot be replicated on a paper chart.
These tools are invaluable for operators in situations where a risk of collision is
developing or exists. If utilised correctly, ECDIS allows the give-way vessel to take early
and substantial action to keep well clear and avoid other close-quarters situations
developing.
Utilising ECDIS correctly and to its full extent requires operators to have undertaken
appropriate type-specific training, reinforced with at-sea familiarisation as required by
the International Safety Management Code, or simulator training under the supervisions
of appropriately qualified personnel.
Not only should utilising ECDIS correctly reduce the risk of collisions occurring, it may
also reduce the extent of liability that is incurred by ship owners and charterers where a
collision cannot be avoided.
'A vessel which deliberately disregards such an aid when available is exposing not only
herself, but other shipping to undue risks, that is, risks which with seamanlike prudence
could, and should, be eliminated. As understood, there is a duty upon shipping to use
such aids when readily available - and when said ‘readily available’ It does not mean
instantly available - and if they elect to disregard such aids they do so at their own risk.'
However, "all available means" does not mean relying solely on ECDIS when making
collisions avoidance and navigational decisions. The operator must continue to validate
those inputs, including by looking out the bridge window and monitoring the bearing
movements of approaching vessels, to ensure that a full appraisal of the situation and
risk of collision is made. Good visual lookouts are necessary, notwithstanding the
assistance of other navigational aids.
RULES & REGULATIONS REGARDING ECDIS

Components of ECS and ECDIS
Based on - SIMRAD MARIS ECDIS900 Equipment
The terms ECS and ECDIS encompasses many possible combinations of equipment and
software designed for a variety of navigational purposes. In general, the following
components comprise an ECS or ECDIS.
Computer processor, software, and network: These subsystems control the processing
of information from the vessel's navigation sensors and the flow of information
between various system components. Electronic positioning information from GPS or
DGPS, contact information from radar, and digital compass data, for example, can be
integrated with the electronic chart data.
Chart database: At the heart of any ECS lies a database of digital charts. It is this dataset,
or a portion of it, that produces the chart seen on the display screen.
System display: This unit displays the electronic chart and indicates the vessel's position
on it, and provides other information such as heading, speed, distance to the next
waypoint or destination, soundings, etc. There are two modes of display, relative and
true. In the relative mode the ship remains fixed in the centre of the screen and the
chart moves past it. This requires a lot of computer power, as all the screen data must be
updated and re-drawn at each fix. In true mode, the chart remains fixed and the ship
moves across it. The display may also be north-up or course-up, according to the
availability of data from a heading sensor such as a digital compass.
User interface: This is the user's link to the system. It allows the navigator to change
system parameters, enter data, control the display, and operate the various functions of
the system. Radar may be integrated with the ECDIS or ECS for navigation or collision
avoidance, but is not required by SOLAS regulations.
ECDIS Terminology
Electronic chart system (ECS): is a computer assisted navigation system capable of
displaying electronic nautical charts and the vessel's position in near real time.
An ECS does not meet all the input, display and functionality of an Electronic Chart
Display and Information System.
Electronic chart display and information system (ECDIS): Is a navigation information

system which with adequate back-up arrangements can be accepted as complying with
the up-to-date chart required by 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.
Electronic chart (EC): is any digitized chart intended for display on a computerized
navigation system.
Electronic chart data base (ECDB): is the digital database from which electronic charts
are produced.
Electronic navigational chart (ENC) The Electronic Navigational Chart (ENC): is a file
containing the official chart data that an ECDIS utilizes. It stores the chart information in
the form of geographic objects represented by point, line and area shapes, carrying
individual attributes, which make any of these objects unique.
Produced and authorized by national hydrographic authorities such as Hydrographic
Offices, ENCs are vector charts that conform to IHO specifications.
When used in an ECDIS, the data can be reassembled to display either an entire chart
image or a user- selected combination of chart data. ENCs are “intelligent” in that
systems using them can be programmed to warn of impending danger in relation to
charted information and the vessel’s position and movement.
ENCs are vector charts compiled from a database of individual geo-referenced objects
from Hydrographic Office’s archives including existing paper charts. When used in an
ECDIS, the ENC content can be displayed as a seamless pattern in user selected scales
presenting user selected chart items. The chart image generated from ENCs is not sim-
ply a reproduction of the corresponding paper chart. Its differing appearance is intended
to increase visibility and situational awareness and to allow overlays to work without
adversely affecting safety, as well as to fit the limited size and resolution of computer
monitors. The ENC is a data file: special ECDIS operational functions continuously
retrieve the ENC content to give warning of impending danger in relation to the vessel’s
position and its movement.
International Hydrographic Organisation (IHO)
The IHO aims to create a global environment in which marine navigation information is
provided in a timely and usable manner in order to support and protect the marine
environment.
System electronic navigation chart (SENC): means a database, in the manufacturer’s

internal ECDIS format, resulting from the lossless transformation of the entire ENC
contents and its updates. It is this database that is accessed by ECDIS for the display
generation and other navigational functions, and is equivalent to an up-to-date paper
chart. The SENC may also contain information added by the mariner and information
from other sources.
Raster navigation chart (RNC): is a raster-formatted chart produced by a national

hydrographic office.
Raster chart display system (RCDS) : is a system which displays official raster-formatted
charts on an ECDIS system. Raster charts cannot take the place of paper charts because
they lack key features required by the IMO, so that when an ECDIS uses raster charts it
operates in the ECS mode.
Overscale and Under scale refer to the display of electronic chart data at too large and
too small a scale, respectively.
In the case of overscale, the display is “zoomed in” too close, beyond the standard of
accuracy to which the data was digitized. Under scale indicates that larger scale data is
available for the area in question. ECDIS provides a warning in either case.
Raster chart data (RNC) is a digitized image of a chart comprised of millions of pixels. All
data is in one layer and one format. The video display simply reproduces the picture
from its digitized data file. With raster data, it is difficult to change individual elements of
the chart since they are not separated in the data file. Raster data files tend to be large,
since a data point with associated colour and intensity values must be entered for every
pixel on the chart.
Vector chart data (ENC) is data that is organized into many separate files or layers. It
contains graphics files and programs to produce certain symbols, points, lines, and areas
with associated colours, text, and other chart elements. The navigator can selectively
display vector data, adjusting the display according to voyage needs. Vector data
supports
the computation of precise distances between features and can provide warnings when
hazardous situations arise.
Official Updates are updates provided in digital format by the issuing authority of the ENC
being corrected, for integration with the ENC DATA in the SENC. These are updates
provided by the issuing authority for application to a chart.
Manual Update means the manual application of corrections to ENC data in the SENC by
human operator, usually based on unformatted update information (such as NTMs, voice
radio, verbal communications, etc.).
North-up Display means information shown on the display (radar or ECDIS) with the north
direction upward. The north-up display corresponds with the usual orientation of the
nautical paper chart.
Ship’s Safety Contour is the contour related to the own ship selected by the mariner from
the contours provided for in the SENC, to be used by ECDIS to distinguish on the display
between the safe and the unsafe water, and for generating anti-grounding alarms.
Safety Contour value distinguishes between the navigable and the non-navigable water.
ECDIS selects and highlights default safety contour, which is equal to or deeper than the
safety contour value selected by the user.
Shallow contour setting indicates the depth below which vessel will run aground.
NMEA - National Marine Electronics Association (data exchange standards).
Primary Position Source displayed on ECDIS is the first source for position. Normally it is
Differential GPS receiver. If for any reason this position source fails or becomes unreliable,
ECDIS changes over to use Secondary Position Source.
SCAMIN is the acronym for ‘SCALE MINIMUM’. The value determines at what chart scale,
the ECDIS will show all the information required from the chart when in use for navigation.
Standard Display is the display mode intended to be used as a minimum during route
planning and route monitoring.
Base Display means the minimum chart content which can never be removed from the
display. It is not intended to be sufficient for safe navigation.
Supplementary Information in ECDIS refers to non-chart hydrographic office information,
such as Sailing Directions, Tide Tables, List of Lights.
User Charts/ Maps - All information, marking notices, alerts etc., that the user wants to
put on the chart to complete the passage plan, can be put by using the facility of ‘User
Maps’, User Charts/ Notes
Zoom in/out It is a method of enlarging (zoom in) or reducing (zoom out) graphics
displayed on a screen.
IALA: International Association of Marine Aids to Navigation and Lighthouse

Authorities. A non-profit, non-governmental international technical association that
gathers marine aids to navigation authorities, manufacturers and consultants from all
parts of the world, and facilitates knowledge sharing.
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.
AIS: Automatic Identification System. A short range coastal tracking system used on
ships and by vessel traffic services (VTS) for identifying and locating vessels by electroni-
cally exchanging data with other nearby ships and VTS stations.
IHO: International Hydrographic Organization. An intergovernmental organization

representing over 80 national hydrographic organizations. Coordinates hydrographic
activity between states.
S-57: It is the IHO standard for the exchange of digital hydrographic data. It has been
used almost exclusively for encoding Electronic Navigational Charts (ENCs).
S-61: IHO’s special publication No. 61. IHO Product Specification for Raster
Navigational Charts
S-63: The IHO Data Protection Scheme, recommended standard for the protection of
ENC information. It defines security constructs and operating procedures that must be
followed to ensure that the IHO Data Protection Scheme is operated correctly.
S-52: IHO’s special publication No. 52. IHO Colour and Symbols Specifications
for ECDIS
WEND: World ENC Database
WGS84: World Geodetic System 1984

RASTER CHART (RNC) VECTOR CHART (ENC)
The entire chart is stored as one single layer and
Information is stored in layers and hence can be
therefore information stored cannot be displayed
displayed selectively
selectively
Charts can be designed as per the requirements of the
Customization is not possible
user i.e. customization is possible
Direct copy of paper chart Computer generated chart
Chart appears cluttered Cluttering of chart can be avoided
Information can only be added Information can be added and subtracted
Interrogation for more information is not possible Interrogation for more information is possible
Seamless charts not possible Seamless charts is a feature
GPS, Radar / ARPA information, chart corrections etc.

This also has the same facility
can be over-layed
Sensible rotation to any angle including head up is

Sensible rotation to any angle like head up is not possible
possible
Display regeneration takes time Display regeneration is faster
Safety depths, entering TSS etc. alarms is not possible Safety depths, entering TSS etc. alarms is possible
Same symbols and colours as that of paper chart Symbols and colours as per IHO publication S 52 App 2
Scale of the chart cannot be changed Each chart can be viewed on different scales
Zooming facility is not possible Zooming facility is possible
Cheaper and simple to produce, hence easily available Costly and time consuming to produce
With recent IMO approval worldwide coverage is possible

Worldwide coverage will take time
Memory requirement is higher Comparatively less memory is required
This is used as interim to vector charts and only when With development of ENC, raster charts will be phased
ENC is not available out
During look ahead / review other charts will be on During look ahead / review all the charts will be on
different scale same scale
Loss of an information layer is possible and a visual

Since chart is a single layer, no information can be lost
indication is given
RASTER CHART (RNC)

VECTOR CHART (ENC)
Raster Chart Display System RCDS
This is a system capable of displaying official raster charts that meets the
minimum standards required by an appendix to the ECDIS Performance
Standard. The raster nautical chart (RNC) is a digital facsimile of the official
paper chart and provides a geographically precise, distortion-free image of the
paper chart.
The IHO proposed a raster chart standard that 'should form a part of the ECDIS
performance standards where it would logically fit'. This was approved by the
IMO's Maritime Safety Committee in December 1998 as a new appendix to the
existing ECDIS Performance Standard, entitled 'RCDS Mode of Operation'. It is
now permissible for ECDIS to operate in RCDS mode using official RNCs when
ENCs are not available. The use of ECDIS in RCDS mode can only be considered
providing there is a back-up folio of appropriate up-to-date paper charts as
determined by national administrations.
Raster charts for these systems have been developed by major hydrographic
offices and include the British Admiralty Raster Chart Service (ARCS). Other
nations have also developed their own RCDS charts.
Raster charts are offered as an interim measure while awaiting the arrival of
the ENCs and are designed to offer a performance specification that closely
follows that of the ENCs and includes important requirements such as:
• continuous chart plotting and chart updating
• at minimum, the same display quality as the hydrographic office paper chart
• extensive checking, alarms and indicators relating to the integrity and status
of the system
• route planning and voyage monitoring.
The IMO has drawn mariners' attention to the fact that the RCDS mode of
operation lacks some of the functionality of ECDIS. Some of the limitations of
RCDS mode compared to ECDIS mode include the following.
• The raster navigational chart (RNC) data will not itself trigger automatic
alarms although some alarms can be generated by the RCDS from information
inserted by the user.
• Chart features cannot be altered or removed to suit operational
requirements. This could affect the superimposition of radar/ARPA.
• It may not be possible to interrogate RNC features to gain additional
information about charted objects.
• An RNC should be displayed at the scale of the paper chart and RCDS
capability could be degraded by excessive use of the zoom facility.
• In confined waters the accuracy of the chart data may be less than that of
the position fixing system in use. ECDIS provides an indication in the ENC that
permits determination of the quality of the data.
Electronic Navigational Charts (ENCs)

Electronic Navigational Charts (ENCs) consist of digitised data conforming to
the IHO’s S-57 ENC Product Specification that records all the relevant charted
features necessary for safe navigation, such as coastlines, bathymetry, buoys,
lights, etc. The basic unit of geographic coverage (analogous to a paper chart)
is termed a cell.
An Electronic Chart Display and Information System (ECDIS) will convert the
ENC and its updates into its own native System ENC (SENC) format.
The SENC format is optimised by the ECDIS manufacturer for the correct and
efficient display of the ENC information. Within the ECDIS, the features and
their attributes (for example position, colour, shape) can be selectively
displayed and queried, creating the potential to customize the chart image
displayed on screen.
ECDIS Dual fuel system

Because of the adoption by the IMO of the amendments to the performance
standards for ECDIS to include the use of RCDS, an ECDIS is now able to
operate in two modes:
• ECDIS mode when ENC data is used
• RCDS mode when ENC data is unavailable

The dual fuel system is one that is either an ECDIS or RCDS depending on the
type of chart data in use. Earlier when there were only few ENCs available, the
ability to use ECDIS was severely restricted. RNCs were available more
abundantly and it was [providing two important functions:
• Official electronic chart coverage for areas not covered by ENCs
• Link coverage between the ENCs that are available.
Electronic chart systems (ECS)

Where a system does not conform to either ECDIS or RCDS performance
standards it is classified as an ECS system. There are no official performance
standards for this system. The IMO had been considering the production of
advisory guidelines but at the 1998 meeting of the IMO Navigation Safety
Subcommittee it was decided that guidelines for ECS were not necessary and
the matter will not be pursued further. As a general rule, a system is an ECS if:
• it uses data which is not issued under the authority of a government-
authorized hydrographic office
• vector chart data is not in S-57 format

• the system does not meet the standards of either ECDIS or RCDS
performance standards.
An ECS may not be used as a substitute for official paper charts, and ships
fitted with an ECS are legally required to carry suitable up-to-date official paper
charts. Examples of ECS include radar systems incorporating video maps,
stand-alone video plotters and all systems while using commercial raster charts
and vector charts systems.
ENC Standards – Important Information
S-57 STANDARD
The S-57 "Transfer Standard for Digital Hydrographic Data” is the IHO standard
to be used for the exchange of digital hydrographic data between national
hydrographic offices and for its distribution to manufacturers, mariners and
other data users.
S-57 IHO Transfer Standard for Digital Hydrographic Data - is the primary
standard used for ENC production. The ENC Product Specification includes a
description of objects, attributes, data encoding format, and a product
specification and updating profile. S-57 describes how ENC's should be
produced.
S-52 STANDARD
While S-57 defines what information can be encoded and how it is to be
structured, it says nothing about how that data can be displayed. When ENC
data is used in an ECDIS, this is defined within S-52. This specifies not only the
symbology to be used but also the full range of conditional rules that govern
their use
Compilation Scale
IHO Standards
The International Hydrographic Organization (IHO) is the intergovernmental
organization responsible for developing international standards related to
hydrographic services as defined in SOLAS regulation V/9. Under its remit, and
in support of the relevant performance standards for ECDIS adopted by the
International Maritime Organization (IMO), the IHO maintains the following
set of standards related to ECDIS:
S-57 - Transfer Standard for Digital Hydrographic Data (including the

Product Specification for Electronic Navigational Chart (ENC);
S-52 - Chart Content and Display Aspects of ECDIS;
S-52 - Annex A - ECDIS Presentation Library
S-64 - Test Data Sets for ECDIS;
S-58 - ENC Validation Checks;
S-61 - Product Specification for Raster Navigational Chart (RNC);
S-62 - Data Producer Codes;
S-63 - Data Protection Scheme;
S-65 – ENC - Production, Maintenance and Distribution Guidance;
S-11 Part A - Guidance for the Preparation and Maintenance of
International (INT) Chart and ENC Schemes.
As a consequence of the investigations into the anomalous operation of some

ECDIS, the IHO undertook in 2012 a review of its standards related to ECDIS.
The review revealed that certain parts of the requirements of the IHO ECDIS-
related standards had been interpreted and implemented in different ways
by different manufacturers. The investigations made it clear that there were a
number of improvements that should be made to reduce the risk of
implementation irregularities in the future and improve the clarity of the
standards. Feedback from ships at sea also indicated that there were a
number of display enhancements that would significantly increase the
usability of ENC in ECDIS.
This review led to the development of three new editions of the following
IHO ECDIS related standards:
IHO S-52 Annex A ECDIS Presentation Library, Edition 4.0

This standard controls the graphical display of the ENC in ECDIS, from the
symbols and line styles that must be used to depict features right through to
the colors that govern the day, dusk and night modes. This standard has been
extensively updated to address excessive alarms and other ECDIS related
display anomalies. A summary of the main changes introduced in IHO ECDIS
Presentation Library (PresLib) Edition 4.0 is included at Annex A of this
document.
IHO S-63 Data Protection Scheme, Edition 1.2

This standard protects against data piracy by encrypting the ENC information.
It also provides a mechanism for mariners to license ENCs from data
providers; and provides authentication assurance that the ENC data being
loaded into the ECDIS has come from an approved source. It has been
updated to include a new Annex specifying how to implement an ENC update
status report.
IHO S-64 Test Data Sets for ECDIS, Edition 3.0

This standard contains sets of ENCs and RNCs designed specifically to support
ECDIS manufacturers taking systems through the process of type approval
against IEC Standard 61174. It has been updated with new test data sets to
ensure the presentation of ENC features displayed in ECDIS is correct.
International Organizations involved in ECDIS standardization
ENC SYMBOLS – QUICK GUIDE
CATZOC ALLOWANCE
It’s a measure of how much a charted depth in ECDIS Chart can be relied upon.
There can be two errors to this depth after a survey.
 Innacurate Depth
 The position at which this depth is marked could be offset by a distance
Concept of CATZOC (Zone of confidence)

The errors in depth and position where depth is marked are never constant.
Its difficult to realize which readings are accurate and which are not?
Another problem is to find how much maximum errors can be expected in
these reading?
CATZOC Information (or zone of confidence) assists in this.
The accuracy data is divided into 6 ZONES OF CONFIDENCE (CATZOC).
Each zone of confidence (CATZOC) is assigned the maximum errors that it can
have in depths and its positions marked on the charts.
As an example for a ENC chart area with a CATZOC of 4 star (zone of
confidence B), means:
 Position of the depths and dangers marked on this ENC could be
inaccurate for around 50 meters &
 An error in the depths for up to 1 meter + 2% of depth
For a location with a charted depth shown as 30 meters, the error in this could
be 1.60 Meters (1 meters + 2% of 30 meters).
Old type paper charts had an accuracy based on survery data & survey year.
The survey if newer means more reliable data, Paper charts didn’t give how
much error these depths can have. A navigator had to make the judgment
about the information provided in the source diagram.
On ECDIS, the CATZOC information is shown as CATZOC symbols for various
areas within the chart.
These ECDIS symbols are in the form of set of stars as above.

Each symbol represents a particular “zone of confidence” category.
A1: Has 6 stars and means that the information in this ENC is highly accurate.
It continues downwards with A2 and upto the “Not assesssed” ENC area
indicated by zone D.
Where to find the CATZOC information of any area in MARIS ECDIS ?
Right click mouse on Chart – Properties – More – Quality of Area
To apply the CATZOC information correctly maximum possible errors should be

assumed.
a)Position accuracy of charted depth:

During a passage plan, while passing close to a danger, a safe distance is to be
kept considering the CATZOC category in that area.
Example:
For a passage through an area with CATZOC category of 3 stars (zone of
confidence “C”), assume that a part of your passage passes from a known
danger by 0.5 NM.
For CATZOC category “C” ( 3 stars ), there night be an error in position up to
500 meters in displaying the position of this danger.
500 Meters is around 0.3 NM.
That means we might be passing much closer than what we had planned for
earlier, if CATZOC is taken into account.
b) Depth accuracy of charted depth:

The second consideration is for the errors in depth because of CATZOC
category of ENC.
Example:
Vessel passing an area which has a minimum depth of 8.50 meters.
Assume folllowing values:
Charted minimum depyh = 8.5 meters
Ship’s maximum draft = 7.2 meters
Minimum tide for the area = 0.9 meter
Available depth = 8.5 + 0.9 = 9.4 meters
Expected Squat = 0.8 meters.
Max draft including squat will now become = 7.2 + 0.8 = 8.0 Meters.
Let the company UKC policy be - Maintain UKC of 10% of the maximum draft
(including squat).
Required UKC = 10% of 8.0 = 0.8 meter
In above case, UKC calculation shows that the vessel will comply with the
policy of the company.
Now considering CATZOC
Assume data in this ENC is of 4 stars CATZOC (zone of confidence “B”)
An error in depths up to 1 meters + 2% of depth can be expected.
Error in depth = 1.17 meters (1 + 2% of 8.5 m) in above case.
It now means vessel will not comply with company’s UKC policy, and possibly
vessel could run aground.
This clearly highlights that CATZOC is to be considered for UKC evaluations.
Apply CATZOC to a depth of 8.5 m
4-star CATZOC (zone of confidence “B”) area (always assume maximum error in
this depth)
The minimum depth will be then 8.50m – 1.17m = 7.33m.
Now a days all companies uses CATZOC factor in their UKC calculation form.
Consideration for Safety Depth on ECDIS
Safety settings available for depth in ECDIS are as follows:
 Safety depth
 Safety Contour
 Shallow contour
 Deep contour
Safety depth is the minimum depth at which the vessel would comply with the
company’s UKC policy.
Example:
Vessel’s draft = 8.0 meters
Squat expected = 1.0 meter
Vessels effective draft including squat = 9.0 m
Company requires the vessel to maintain UKC of 10% of the draft including
squat.
UKC as per company’s policy = 0.9 meter in above example.
Required depth to comply with company’s UKC policy = 9.0 + 0.9 = 9.9
meters.
The safety depth = 9.9 meters but without considering the CATZOC.
If we enter the value as it, the ECDIS will show 10 meters depth as safety depth
for the vessel.
For 10 meters depth an error of 1.2 meters (CATZOC 4 stars) is possible and so
the actual depth could be down to 8.8 meters.
This emphasizes the need of allowing CATZOC while entering safety depth
value in ECDIS.
As in above case, after allowing for the CATZOC error in depth for “zone of
confidence B”, the minimum depth for compliance with the company’s UKC
policy becomes 11.10 meters (9.9 m + 1.2 m)
Remember, an ECDIS will not accept decimal values for the safety depth, in
above situation, the safety depth setting can be entered as 12.0 meters.
SCAMIN and SCAMAX
The SCAMIN of a charted object determines the display scale below which the
object must no longer be displayed, so as to reduce clutter. A careful
consideration has to be made by chart producer as to both clutter and the
scale at which the object is no longer likely to be needed for navigation.
The use of the attribute SCAMAX is prohibited.
If SCAMIN is missing the object must be displayed at all scales. SCAMIN exists
to reduce clutter on the screen of an ECDIS. In other words, if the SCAMIN
attribute of an object is, 75,000 the object will disappear from the ECDIS
screen at the moment the navigator zooms out, and reduces the scale below
1:75,000.
SCAMIN is a powerful tool to control how an ENC behave while zooming in and
out on the ECDIS screen, but it is a tedious task to set SCAMIN individually for
each object and it requires a lot of expertise to populate the appropriate
objects with a proper and meaningful value for SCAMIN.
Therefore only a few of the Hydrographic Offices make use of SCAMIN in their
data production and they do it on their own as there are no common rules
within S-57 how far from the compilation scale, SCAMIN attributes should be
set. However, populating the SCAMIN attribute would be much easier and
would require much less work if there were more generally accepted
guidelines how to apply SCAMIN.
ECDIS ROUTE FEATURES AS PER IMO RESOLUTION MSC.232(82)
Route Planning
It should be possible to carry out route planning including both straight and
curved segments.
It should be possible to adjust a planned route alphanumerically and
graphically including:
 adding waypoints to a route;
 deleting waypoints from a route; and
 changing the position of a waypoint.
It should be possible to plan one or more alternative routes in addition to the
selected route. The selected route should be clearly distinguishable from the
other routes.
An indication is required if the mariner plans a route across an own ship’s
safety contour.
An indication should be given if the mariner plans a route closer than a user-
specified distance from the boundary of a prohibited area or a geographic area
for which special conditions exist.
An indication should also be given if the mariner plans a route closer than a
user-specified distance from a point object, such as a fixed or floating aid to
navigation or isolated danger.
It should be possible for the mariner to specify a cross track limit of deviation
from the planned route at which an automatic off-track alarm should be
activated.
Route monitoring
For route monitoring the selected route and own ship’s position should appear
whenever the display covers that area.
It should be possible to display a sea area that does not have the ship on the
display (e.g. for look ahead, route planning), while route monitoring. If this is
done on the display used for route monitoring, the automatic route monitoring
functions (e.g. updating ship’s position, and providing alarms and indications)
should be continuous. It should be possible to return to the route monitoring
display covering own ship’s position immediately by single operator action.
ECDIS should give an alarm if, within a specified time set by the mariner, own
ship will cross the safety contour.
ECDIS should give an alarm or indication, as selected by the mariner, if, within
a specified time set by the mariner, own ship will cross the boundary of a
prohibited area or of a geographical area for which special conditions exist.
An alarm should be given when the specified cross track limit for deviation
from the planned route is exceeded.
An indication should be given to the mariner if, continuing on its present
course and speed, over a specified time or distance set by the mariner, own
ship will pass closer than a user-specified distance from a danger (e.g.
obstruction, wreck, rock) that is shallower than the mariner’s safety contour or
an aid to navigation.
The ship’s position should be derived from a continuous positioning system of
an accuracy consistent with the requirements of safe navigation. Whenever
possible, a second independent positioning source, preferably of a different
type, should be provided. In such cases ECDIS should be capable of identifying
discrepancies between the two sources.
ECDIS should provide an alarm when the input from position, heading or speed
sources is lost. ECDIS should also repeat, but only as an indication, any alarm or
indication passed to it from position, heading or speed sources.
An alarm should be given by ECDIS when the ship reaches a specified time or
distance, set by the mariner, in advance of a critical point on the planned
route.
The positioning system and the SENC should be on the same geodetic datum.
ECDIS should give an alarm if this is not the case.
It should be possible to display alternative routes in addition to the selected
route. The selected route should be clearly distinguishable from the other
routes. During the voyage, it should be possible for the mariner to modify the
selected sailing route or change to an alternative route.
It should be possible to display:
 time-labels along a ship’s track manually on demand and automatically
at intervals selected between 1 and 120 minutes; and
 an adequate number of: points, free movable electronic bearing lines,
variable and fixed range markers and other symbols required for
navigation purposes.
It should be possible to enter the geographical co-ordinates of any position and
then display that position on demand. Also, it should be possible to select any
point (features, symbol or position) on the display and read its geographical co-
ordinates on demand.
It should be possible to adjust the displayed geographic position of the ship
manually.
This manual adjustment should be noted alpha-numerically on the screen,
maintained until altered by the mariner and automatically recorded.
ECDIS should provide the capability to enter and plot manually obtained
bearing and distance lines of position (LOP), and calculate the resulting
position of own ship. It should be possible to use the resulting position as an
origin for dead-reckoning.
ECDIS should indicate discrepancies between the positions obtained by
continuous positioning systems and positions obtained by manual
observations.
Record of Voyage
ECDIS must be capable of recording the track of an entire voyage.
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:
 to ensure a record of own ship's past track: time, position, heading, and
speed; and
 to ensure a record of official data used: ENC source, edition, date, cell
and update history.
In addition, ECDIS should record the complete track for the entire voyage, with
time marks at intervals not exceeding 4 hours.
It should not be possible to manipulate or change the recorded information.
ECDIS should have a capability to preserve the record of the previous 12 hours
and of the voyage track.
ECDIS OVER RELIANCE
As we have seen already ECDIS is highly capable in integrating a wide variety of
graphic and textual information. No doubt it is the best ANTI GROUNDING
TOOL. It has therefore become the main navigational instrument on the bridge
of a ship. Its limitations upon being over relied has to be borne in mind.
A false sense of security and safety by the Navigator is highly possible and an
ECDIS position on a chart can’t be blindly accepted as it is being automatically
shown on a chart. The actual performance of ECDIS should be continuously
monitored. Various alarms should be attended to on a regular basis.
Negligence of CATZOC allowance application and even a total lack of
knowledge about CATZOC / Safety depth settings can be quite catastrophic.
GPS / RADAR / ARPA / ECHO SOUNDER / AIS feeds to ECDIS and all other
individual components of ECDIS has to be accurate for trusting ECDIS fully. So
ECDIS can be having shortcomings as any other technical equipment.
Over reliance on Global Navigation Satellite Systems (GNSS) as the primary
means of position fixing and ECDIS as the primary means of route monitoring
and anticollision has caused some mariners to navigate in areas where, and
under conditions in which, they had not previously been in – inshore zones, at
night and in reduced visibility.
Traditional navigational skills should not fade away and navigators need to be
regularly trained in these basic aspects during Bridge team management
courses.
RESOLUTION MSC.232(82)
(adopted on 5 December 2006)
ADOPTION OF THE REVISED PERFORMANCE
STANDARDS FOR ELECTRONIC CHART DISPLAY AND
ADOPTION OF THE REVISED PERFORMANCE MSC 82/24/Add.2
ANNEX 24
ADOPTION OF THE REVISED PERFORMANCE STANDARDS FOR

ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS)
THE MARITIME SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International Maritime Organization

concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as amendments
thereto shall be performed by the Maritime Safety Committee and/or the Marine Environment
Protection Committee, as appropriate, on behalf of the Organization,
RECALLING ALSO regulations V/19 and V/27 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, which requires all ships to carry adequate and up-to-date
charts, sailing directions, lists of lights, notices to mariners, tide tables and all other nautical
publications necessary for the intended voyage,
NOTING that the up-to-date charts required by SOLAS regulations V/19 and V/27 can be
provided and displayed electronically on board ships by electronic chart display and information
systems (ECDIS), and that the other nautical publications required by regulation V/27 may also
be so provided and displayed,
RECOGNIZING the need to improve the previously adopted, by resolution A.817(19), as

amended, performance standards for ECDIS in order to ensure the operational reliability of such
equipment and taking into account the technological progress and experience gained,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of

Navigation, at its fifty-second session,
1. ADOPTS the Revised performance standards for electronic chart display and information
systems (ECDIS), set out in the Annex to the present resolution;
2. RECOMMENDS Governments ensure that ECDIS equipment:
(a) if installed on or after 1 January 2009, conform to performance standards not

inferior to those specified in the Annex to the present resolution; and
(b) if installed on or after 1 January 1996 but before 1 January 2009, conform to
performance standards not inferior to those specified in the Annex to
resolution A.817(19), as amended by resolutions MSC.64(67) and MSC.86(70).
I:\MSC\82\24-Add-2.doc
MSC 82/24/Add.2 ADOPTION OF THE REVISED PERFORMANCE
ANNEX 24 STANDARDS FOR ELECTRONIC CHART DISPLAY AND
Page 2
ANNEX
REVISED PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY

AND INFORMATION SYSTEMS (ECDIS)
1 SCOPE OF ECDIS
1.1 The primary function of the ECDIS is to contribute to safe navigation.
1.2 ECDIS with adequate back-up arrangements may be accepted as complying with the
up-to-date charts required by regulations V/19 and V/27 of the 1974 SOLAS Convention,
as amended.
1.3 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.
1.4 ECDIS should facilitate simple and reliable updating of the electronic navigational chart.
1.5 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.
1.6 The ECDIS display may also be used for the display of radar, radar tracked target
information, AIS and other appropriate data layers to assist in route monitoring.
1.7 ECDIS should have at least the same reliability and availability of presentation as the
paper chart published by government authorized hydrographic offices.
1.8 ECDIS should provide appropriate alarms or indications with respect to the information
displayed or malfunction of the equipment (see appendix 5).
1.9 When the relevant chart information is not available in the appropriate form (see section 4),
some ECDIS equipment may operate in the Raster Chart Display System (RCDS) mode
as defined in appendix 7. RCDS mode of operation should conform to performance
standards not inferior to those set out in appendix 7.
2 APPLICATION OF THESE STANDARDS
2.1 These performance standards should apply to all ECDIS equipment carried on all ships,
as follows:
- dedicated standalone workstation.

- a multifunction workstation as part of an INS.
2.2 These performance standards apply to ECDIS mode of operation, ECDIS in RCDS mode
of operation as specified in appendix 7 and ECDIS backup arrangements as specified in
appendix 6.
STANDARDS FOR ELECTRONIC CHART DISPLAY AND ANNEX 24
Page 3
2.3 Requirements for structure and format of the chart data, encryption of chart data as well
as the presentation of chart data are within the scope of relevant IHO standards, including
those listed in appendix 1.
2.4 In addition to the general requirements set out in resolution A.694(17)*, the presentation
requirements set out in resolution MSC.191(79), ECDIS equipment should meet the
requirements of these standards and follow the relevant guidelines on ergonomic
principles adopted by the Organization1.
3 DEFINITIONS
For the purpose of these performance standards:
3.1 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 regulations V/19 and V/27 of the 1974
SOLAS Convention, as amended, 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.
3.2 Electronic Navigational Chart (ENC) means the database, standardized as to content,
structure and format, issued for use with ECDIS by or on the authority of a Government,
authorized Hydrographic Office or other relevant government institution, and conform to
IHO standards. 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.
3.3 System Electronic Navigational Chart (SENC) means a database, in the manufacturer’s
internal ECDIS format, resulting from the lossless transformation of the entire ENC
contents and its updates. It is this database that is accessed by ECDIS for the display
generation and other navigational functions, and is equivalent to an up-to-date paper
chart. The SENC may also contain information added by the mariner and information
from other sources.
3.4 Standard Display is the display mode intended to be used as a minimum during route
planning and route monitoring. The chart content is listed in appendix 2.
3.5 Display Base means the chart content as listed in appendix 2 and which cannot be
removed from the display. It is not intended to be sufficient for safe navigation.
3.6 Further information on ECDIS definitions may be found in IHO Hydrographic Dictionary
Special Publication S-32 (see appendix 1).
*
Refer to Publication IEC 60945.
1
MSC/Circ.982.
Page 4
MODULE A - DATABASE
4 PROVISION AND UPDATING OF CHART INFORMATION
4.1 The chart information to be used in ECDIS should be the latest edition, as corrected by
official updates, of that issued by or on the authority of a Government,
government-authorized Hydrographic Office or other relevant government institution, and
conform to IHO standards2.
4.2 The contents of the SENC should be adequate and up-to-date for the intended voyage to
comply with regulation V/27 of the 1974 SOLAS Convention as amended.
4.3 It should not be possible to alter the contents of the ENC or SENC information
transformed from the ENC.
4.4 Updates should be stored separately from the ENC.
4.5 ECDIS should be capable of accepting official updates to the ENC data provided in
conformity with IHO standards. These updates should be automatically applied to the
SENC. By whatever means updates are received, the implementation procedure should
not interfere with the display in use.
4.6 ECDIS should also be capable of accepting updates to the ENC data entered manually
with simple means for verification prior to the final acceptance of the data. They should
be distinguishable on the display from ENC information and its official updates and not
affect display legibility.
4.7 ECDIS should keep and display on demand a record of updates including time of
application to the SENC. This record should include updates for each ENC until it is
superseded by a new edition.
4.8 ECDIS should allow the mariner to display updates in order to review their contents and
to ascertain that they have been included in the SENC.
4.9 ECDIS should be capable of accepting both non-encrypted ENCs and ENCs encrypted in
accordance with the IHO Data Protection Scheme3.
2
IHO Special Publication S-52 and S-57 (see appendix 1).
3
IHO Special Publication S-63 (see appendix 1).
Page 5
MODULE B – OPERATIONAL AND FUNCTIONAL REQUIREMENTS
5 DISPLAY OF SENC INFORMATION
5.1 ECDIS should be capable of displaying all SENC information. An ECDIS should be
capable of accepting and converting an ENC and its updates into a SENC. The ECDIS
may also be capable of accepting a SENC resulting from conversion of ENC to SENC
ashore, in accordance with IHO TR 3.114. This method of ENC supply is known as
SENC delivery.
5.2 SENC information available for display during route planning and route monitoring
should be subdivided into the following three categories, Display Base, Standard Display
and All Other Information (see appendix 2).
5.3 ECDIS should present the Standard Display at any time by a single operator action.
5.4 When an ECDIS is switched on following a switch off or power failure, it should return
to the most recent manually selected settings for display.
5.5 It should be easy to add or remove information from the ECDIS display. It should not be
possible to remove information contained in the Display Base.
5.6 For any operator identified geographical position (e.g. by cursor picking) ECDIS should
display on demand the information about the chart objects associated with such a
position.
5.7 It should be possible to change the display scale by appropriate steps e.g. by means of
either chart scale values or ranges in nautical miles.
5.8 It should be possible for the mariner to select a safety contour from the depth contours
provided by the SENC. ECDIS should emphasize the safety contour over other contours
on the display, however:
.1 if the mariner does not specify a safety contour, this should default to 30m. If the
safety contour specified by the mariner or the default 30 m contour is not in the
displayed SENC, the safety contour shown should default to the next deeper
contour;
.2 if the safety contour in use becomes unavailable due to a change in source data,
the safety contour should default to the next deeper contour; and
.3 in each of the above cases, an indication should be provided.
5.9 It should be possible for the mariner to select a safety depth. ECDIS should emphasize
soundings equal to or less than the safety depth whenever spot soundings are selected for
display.
5.10 The ENC and all updates to it should be displayed without any degradation of their
information content.
4
IHO Miscellaneous Publication M-3.
Page 6
5.11 ECDIS should provide a means to ensure that the ENC and all updates to it have been
correctly loaded into the SENC.
5.12 The ENC data and updates to it should be clearly distinguishable from other displayed
information, including those listed in appendix 3.
6 SCALE
6.1 ECDIS should provide an indication if:
.1 the information is displayed at a larger scale than that contained in the ENC; or
.2 own ship’s position is covered by an ENC at a larger scale than that provided by
the display.
7 DISPLAY OF OTHER NAVIGATIONAL INFORMATION
7.1 Radar information and/or AIS information may be transferred from systems compliant
with the relevant standards of the Organization. Other navigational information may be
added to the ECDIS display. However, it should not degrade the displayed SENC
information and it should be clearly distinguishable from the SENC information.
7.2 It should be possible to remove the radar information, AIS information and other
navigational information by single operator action.
7.3 ECDIS and added navigational information should use a common reference system. If
this is not the case, an indication should be provided.
7.4 Radar
7.4.1 Transferred radar information may contain a radar image and/or tracked target
information.
7.4.2 If the radar image is added to the ECDIS display, the chart and the radar image should
match in scale, projection and in orientation.
7.4.3 The radar image and the position from the position sensor should both be adjusted
automatically for antenna offset from the conning position.
8 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA
8.1 It should always be possible to display the SENC information in a “north-up” orientation.
Other orientations are permitted. When such orientations are displayed, the orientation
should be altered in steps large enough to avoid unstable display of the chart information.
8.2 ECDIS should provide for true motion mode. Other modes are permitted.
8.3 When true motion mode is in use, reset and generation of the chart display of the
neighbouring area should take place automatically at own ship's distance from the edge of
the display as determined by the mariner.
Page 7
8.4 It should be possible to manually change the displayed chart area and the position of own
ship relative to the edge of the display.
8.5 If the area covered by the ECDIS display includes waters for which no ENC at a scale
appropriate for navigation is available, the areas representing those waters should carry an
indication (see appendix 5) to the mariner to refer to the paper chart or to the RCDS mode
of operation (see appendix 7).
9 COLOURS AND SYMBOLS
9.1 IHO recommended colours and symbols should be used to represent SENC information5.
9.2 The colours and symbols other than those mentioned in 9.1 should comply with the
applicable requirements contained in the IMO standards for navigational symbols6.
9.3 SENC information displayed at the scale specified in the ENC should use the specified
size of symbols, figures and letters5.
9.4 ECDIS should allow the mariner to select whether own ship is displayed in true scale or
as a symbol.
10 DISPLAY REQUIREMENTS
10.1 ECDIS should be capable of displaying information for:
.1 route planning and supplementary navigation tasks; and
.2 route monitoring.
10.2 The effective size of the chart presentation for route monitoring should be at
least 270 mm x 270 mm.
10.3 The display should be capable of meeting colour and resolution recommendations of
IHO5.
10.4 The method of presentation should ensure that the displayed information is clearly visible
to more than one observer in the conditions of light normally experienced on the bridge of
the ship by day and by night.
10.5 If information categories included in the Standard Display (See appendix 2) are removed
to customize the display, this should be permanently indicated. Identification of
categories which are removed from the Standard Display should be shown on demand.
5
Special Publication S-52, Appendix 2 (see appendix 1)
Page 8
11 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING
11.1 It should be possible to carry out route planning and route monitoring in a simple and
reliable manner.
11.2 The largest scale data available in the SENC for the area given should always be used by
the ECDIS for all alarms or indications of crossing the ship's safety contour and of
entering a prohibited area, and for alarms and indications according to appendix 5.
11.3 Route Planning
11.3.1 It should be possible to carry out route planning including both straight and curved
segments.
11.3.2 It should be possible to adjust a planned route alphanumerically and graphically

including:
.1 adding waypoints to a route;
.2 deleting waypoints from a route; and
.3 changing the position of a waypoint.
11.3.3 It should be possible to plan one or more alternative routes in addition to the selected
route. The selected route should be clearly distinguishable from the other routes.
11.3.4 An indication is required if the mariner plans a route across an own ship's safety contour.
11.3.5 An indication should be given if the mariner plans a route closer than a user-specified
distance from the boundary of a prohibited area or a geographic area for which special conditions
exist (see appendix 4).An indication should also be given if the mariner plans a route closer than
a user-specified distance from a point object, such as a fixed or floating aid to navigation or
isolated danger.
11.3.6 It should be possible for the mariner to specify a cross track limit of deviation from the
planned route at which an automatic off-track alarm should be activated.
11.4 Route monitoring
11.4.1 For route monitoring the selected route and own ship's position should appear whenever
the display covers that area.
11.4.2 It should be possible to display a sea area that does not have the ship on the display (e.g.
for look ahead, route planning), while route monitoring. If this is done on the display
used for route monitoring, the automatic route monitoring functions (e.g. updating ship’s
position, and providing alarms and indications) should be continuous. It should be
possible to return to the route monitoring display covering own ship's position
immediately by single operator action.
11.4.3 ECDIS should give an alarm if, within a specified time set by the mariner, own ship will
cross the safety contour.
Page 9
11.4.4 ECDIS should give an alarm or indication, as selected by the mariner, if, within a
specified time set by the mariner, own ship will cross the boundary of a prohibited area
or of a geographical area for which special conditions exist (see appendix 4).
11.4.5 An alarm should be given when the specified cross track limit for deviation from the
planned route is exceeded.
11.4.6 An indication should be given to the mariner if, continuing on its present course and
speed, over a specified time or distance set by the mariner, own ship will pass closer
than a user-specified distance from a danger (e.g. obstruction, wreck, rock) that is
shallower than the mariner's safety contour or an aid to navigation.
11.4.7 The ship’s position should be derived from a continuous positioning system of an
accuracy consistent with the requirements of safe navigation. Whenever possible, a
second independent positioning source, preferably of a different type, should be
provided. In such cases ECDIS should be capable of identifying discrepancies between
the two sources.
11.4.8 ECDIS should provide an alarm when the input from position, heading or speed sources
is lost. ECDIS should also repeat, but only as an indication, any alarm or indication
passed to it from position, heading or speed sources.
11.4.9 An alarm should be given by ECDIS when the ship reaches a specified time or distance,
set by the mariner, in advance of a critical point on the planned route.
11.4.10 The positioning system and the SENC should be on the same geodetic datum. ECDIS
should give an alarm if this is not the case.
11.4.11 It should be possible to display alternative routes in addition to the selected route. The
selected route should be clearly distinguishable from the other routes. During the
voyage, it should be possible for the mariner to modify the selected sailing route or
change to an alternative route.
11.4.12 It should be possible to display:
.1 time-labels along a ship's track manually on demand and automatically at intervals

selected between 1 and 120 minutes; and
.2 an adequate number of: points, free movable electronic bearing lines, variable and
fixed range markers and other symbols required for navigation purposes and
specified in appendix 3.
11.4.13 It should be possible to enter the geographical co-ordinates of any position and then
display that position on demand. Also, it should be possible to select any point
(features, symbol or position) on the display and read its geographical co-ordinates on
demand.
11.4.14 It should be possible to adjust the displayed geographic position of the ship manually.
This manual adjustment should be noted alpha-numerically on the screen, maintained
until altered by the mariner and automatically recorded.
Page 10
11.4.15.1 ECDIS should provide the capability to enter and plot manually obtained bearing and
distance lines of position (LOP), and calculate the resulting position of own ship. It
should be possible to use the resulting position as an origin for dead-reckoning.
11.4.15.2 ECDIS should indicate discrepancies between the positions obtained by continuous
positioning systems and positions obtained by manual observations.
11.5 Voyage recording
11.5.1 ECDIS should store and be able to reproduce certain minimum elements required to
reconstruct the navigation and verify the official database used during the previous 12
hours. The following data should be recorded at one minute intervals:
.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.
11.5.2 In addition, ECDIS should record the complete track for the entire voyage, with time
marks at intervals not exceeding 4 hours.
11.5.3 It should not be possible to manipulate or change the recorded information.
11.5.4 ECDIS should have a capability to preserve the record of the previous 12 hours and of
the voyage track.
12 CALCULATIONS AND ACCURACY
12.1 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.
12.2 Bearings and distances drawn on the display or those measured between features already
drawn on the display should have accuracy no less than that afforded by the resolution of
the display.
12.3 The system should be capable of performing and presenting the results of at least the
following calculations:
.1 true distance and azimuth between two geographical positions;
.2 geographic position from known position and distance/azimuth; and
.3 geodetic calculations such as spheroidal distance, rhumb line, and great circle.
Page 11
13 PERFORMANCE TESTS, MALFUNCTIONS ALARMS AND INDICATIONS
13.1 ECDIS should be provided with means for either automatically or manually carrying out
on-board tests of major functions. In case of a failure, the test should display information
to indicate which module is at fault.
13.2 ECDIS should provide a suitable alarm or indication of system malfunction.
14 BACK-UP ARRANGEMENTS
Adequate back-up arrangements should be provided to ensure safe navigation in case of

an ECDIS failure; see appendix 6.
.1 Facilities enabling a safe take-over of the ECDIS functions should be provided

in order to ensure that an ECDIS failure does not develop into a critical
situation.
.2 A back-up arrangement should provide means of safe navigation for the

remaining part of a voyage in the case of an ECDIS failure.
MODULE C – INTERFACING AND INTEGRATION
15 CONNECTIONS WITH OTHER EQUIPMENT 7
15.1 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.
15.2 ECDIS should be connected to the ship's position fixing system, to the gyro compass and
to the speed and distance measuring device. For ships not fitted with a gyro compass,
ECDIS should be connected to a marine transmitting heading device.
15.3 ECDIS may provide a means to supply SENC information to external equipment.
16 POWER SUPPLY
16.1 It should be possible to operate ECDIS and all equipment necessary for its normal
functioning when supplied by an emergency source of electrical power in accordance
with the appropriate requirements of chapter II-1 of the 1974 SOLAS Convention, as
amended.
16.2 Changing from one source of power supply to another or any interruption of the supply
for a period of up to 45 seconds should not require the equipment to be manually
re-initialized.
7 Publication IEC 61162.
Page 12
Appendix 1
REFERENCE DOCUMENTS
The following international organizations have developed technical standards and

specifications, as listed below, for use in conjunction with this standard. The latest edition of
these documents should be obtained from the organization concerned:
INTERNATIONAL MARITIME ORGANIZATION (IMO)
Address: International Maritime Organization Phone: +44 207 735 76 11

4 Albert Embankment Fax: +44 207 587 32 10
London SE1 7SR E-mail:info@imo.org
United Kingdom Web: http://www.imo.org
Publications
IMO resolution MSC.191(79) on Performance Standards for the presentation of

navigation related information on shipborne navigational displays
IMO resolution A.694(17) on Recommendations on general requirements for shipborne

radio equipment forming part of the Global Maritime Distress and Safety System
(GMDSS) and for electronic navigational aids
SN.Circ/207 (1999) on Differences between RCDS and ECDIS
IMO SN/Circ.243 (2004) on Guidelines for the Presentation of Navigation-related

Symbols, Terms and Abbreviations
IMO MSC/Circ.982 (2000) on Guidelines on ergonomic criteria for bridge equipment and
layout
INTERNATIONAL HYDROGRAPHIC ORGANIZATION (IHO)
Address: Directing Committee Phone: +377 93 10 81 00

International Hydrographic Bureau Fax: +377 93 10 81 40
BP 445 E-mail:info@ihb.mc
MC 98011 Monaco Cedex Web: http://www.iho.shom.fr
Principality of Monaco
Page 13
Publications
Special Publication No. S-52, Specifications for Chart Content and Display Aspects of
ECDIS
Special Publication No. S-52 appendix 1, Guidance on Updating the Electronic

Navigational Chart
Special Publication No. S-52 appendix 2, Colour and Symbol Specifications for ECDIS
Special Publication No. S-32, Hydrographic Dictionary
Special Publication No. S-57, IHO Transfer Standard for Digital Hydrographic Data
Special Publication No. S-61, IHO Product specification for Raster Navigational Charts
(RNC)
Special Publication No. S-63, IHO Data Protection Scheme
Miscellaneous Publication No. M-3, Resolutions of the IHO
INTERNATIONAL ELECTROTECHNICAL COMMISSION (IEC)
Address: IEC Central Office Phone: +41 22 734 01 50

3 rue de Varembé Fax: +41 22 733 38 43
PO Box 131
CH-1211 Geneva 20
Switzerland
Publications
IEC Publication 61174, Electronic Chart Display and Information Systems (ECDIS) -
Operational and Performance Requirements, Method of Testing and Required Test
Results.
IEC Publication 60945, General Requirements for Shipborne Radio Equipment Forming
Part of the Global Maritime Distress and Safety System and Marine Navigational
Equipment.
IEC Publication 61162, Digital Interfaces - Navigation and Radiocommunication

Equipment On board Ship.
[IEC Publication 62288, Maritime Navigation and Radiocommunication Equipment and

Systems – Presentation of navigation related information – General requirements,
methods of test and required test results.]
Page 14
Appendix 2
SENC INFORMATION AVAILABLE FOR DISPLAY DURING ROUTE PLANNING

AND ROUTE MONITORING
1 Display base to be permanently shown on the ECDIS display, consisting of:
.1 coastline (high water);

.2 own ship's safety contour;
.3 isolated underwater dangers of depths less than the safety contour which lie
within the safe waters defined by the safety contour;
.4 isolated dangers which lie within the safe water defined by the safety contour,
such as fixed structures, overhead wires, etc.;
.5 scale, range and north arrow;
.6 units of depth and height; and
.7 display mode.
2 Standard display consisting of:
.1 display base
.2 drying line
.3 buoys, beacons, other aids to navigation and fixed structures
.4 boundaries of fairways, channels, etc.
.5 visual and radar conspicuous features
.6 prohibited and restricted areas
.7 chart scale boundaries
.8 indication of cautionary notes
.9 ships’ routeing systems and ferry routes
.10 archipelagic sea lanes.
3 All other information, to be displayed individually on demand, for example:
.1 spot soundings
.2 submarine cables and pipelines
.3 details of all isolated dangers
.4 details of aids to navigation
.5 contents of cautionary notes
.6 ENC edition date
.7 most recent chart update number
.8 magnetic variation
.9 graticule
.10 place names.
Page 15
Appendix 3
NAVIGATIONAL ELEMENTS AND PARAMETERS
1 Own ship.
.1 Past track with time marks for primary track.

.2 Past track with time marks for secondary track.
2 Vector for course and speed made good.
3 Variable range marker and/or electronic bearing line.
4 Cursor.
5 Event.
.1 Dead reckoning position and time (DR).

.2 Estimated position and time (EP).
6 Fix and time.
7 Position line and time.
8 Transferred position line and time.
.1 Predicted tidal stream or current vector with effective time and strength.
.2 Measured tidal stream or current vector with effective time and strength.
9 Danger highlight.
10 Clearing line.
11 Planned course and speed to make good.
12 Waypoint.
13 Distance to run.
14 Planned position with date and time.
15 Visual limits of lights arc to show rising/dipping range.
16 Position and time of “wheel over”.
Page 16
Appendix 4
AREAS FOR WHICH SPECIAL CONDITIONS EXIST
The following are the areas which ECDIS should detect and provide an alarm or
indication under sections 11.3.5 and 11.4.4:
Traffic separation zone

Inshore traffic zone
Restricted area
Caution area
Offshore production area
Areas to be avoided
User defined areas to be avoided
Military practise area
Seaplane landing area
Submarine transit lane
Anchorage area
Marine farm/aquaculture
PSSA (Particularly Sensitive Sea Area)
Page 17
Appendix 5
ALARMS AND INDICATORS
Section Requirements Information

11.4.3 Alarm Crossing safety contour
11.4.4 Alarm or Indication Area with special conditions
11.4.5 Alarm Deviation from route
11.4.8 Alarm Positioning system failure
11.4.9 Alarm Approach to critical point
11.4.10 Alarm Different geodetic datum
13.2 Alarm or Indication Malfunction of ECDIS
5.8.3 Indication Default safety contour

6.1.1 Indication Information overscale
6.1.2 Indication Larger scale ENC available
7.3 Indication Different reference system
8.5 Indication No ENC available
10.5 Indication Customized display
11.3 4 Indication Route planning across safety contour
11.3.5 Indication Route planning across specified area
11.4.6 Indication Crossing a danger in route
monitoring mode
13.1 Indication System test failure
In this Performance Standard the definitions of Indicators and Alarms provided in the IMO
resolution A.830(19) “Code on Alarms and Indicators, 1995” apply.
Alarm: An alarm or alarm system which announces by audible means, or audible and visual
means, a condition requiring attention.
Indicator: Visual indication giving information about the condition of a system or equipment.
Page 18
Appendix 6
BACK-UP REQUIREMENTS
1 INTRODUCTION
As prescribed in section 14 of this performance standard, adequate independent back-up

arrangements should be provided to ensure safe navigation in case of ECDIS failure. Such
arrangements include:
.1 facilities enabling a safe take-over of the ECDIS functions in order to ensure that
an ECDIS failure does not result in a critical situation;
.2 a means to provide for safe navigation for the remaining part of the voyage in case
of ECDIS failure.
2 PURPOSE
The purpose of an ECDIS back-up system is to ensure that safe navigation is not
compromised in the event of ECDIS failure. This should include a timely transfer to the back-up
system during critical navigation situations. The back-up system shall allow the vessel to be
navigated safely until the termination of the voyage.
3 FUNCTIONAL REQUIREMENTS
3.1 Required functions and their availability
3.1.1 Presentation of chart information
The back-up system should display in graphical (chart) form the relevant information of the
hydrographic and geographic environment which are necessary for safe navigation.
3.1.2 Route planning
The back-up system should be capable of performing the route planning functions, including:
.1 taking over of the route plan originally performed on the ECDIS;
.2 adjusting a planned route manually or by transfer from a route planning device.
3.1.3 Route monitoring
The back-up system should enable a take-over of the route monitoring originally performed by
the ECDIS, and provide at least the following functions:
.1 plotting own ship’s position automatically, or manually on a chart;
.2 taking courses, distances and bearings from the chart;
.3 displaying the planned route;
Page 19
.4 displaying time labels along ship’s track;
.5 plotting an adequate number of points, bearing lines, range markers, etc., on the
chart.
3.1.4 Display information
If the back-up is an electronic device, it should be capable of displaying at least the information
equivalent to the standard display as defined in this performance standard.
3.1.5 Provision of chart information
.1 The chart information to be used in the backup arrangement should be the latest
edition, as corrected by official updates, of that issued by or on the authority of a
Government, authorized Hydrographic Office or other relevant government
institution, and conform to IHO standards.
.2 It should not be possible to alter the contents of the electronic chart information.
.3 The chart or chart data edition and issuing date should be indicated.
3.1.6 Updating
The information displayed by the ECDIS back-up arrangements should be up-to-date for the
entire voyage.
3.1.7 Scale
If an electronic device is used, it should provide an indication:
.1 if the information is displayed at a larger scale than that contained in the database;
and
.2 if own ship’s position is covered by a chart at a larger scale than that provided by
the system.
3.1.8 If radar and other navigational information are added to an electronic back-up display, all
the corresponding requirements for radar information and other navigation information of
this performance standard should be met.
3.1.9 If an electronic device is used, the display mode and generation of the neighbouring area
should be in accordance with section 8 of this performance standard.
3.1.10 Voyage recording
The back-up arrangements should be able to keep a record of the ship’s actual track, including
positions and corresponding times.
Page 20
3.2 Reliability and accuracy
3.2.1 Reliability
The back-up arrangements should provide reliable operation under prevailing environmental and
normal operating conditions.
3.2.2 Accuracy
Accuracy should be in accordance with section 12 of this performance standard.
3.3 Malfunctions, warnings, alarms and indications
If an electronic device is used, it should provide a suitable alarm or indication of system malfunction.
4 OPERATIONAL REQUIREMENTS
4.1 Ergonomics
If an electronic device is used, it should be designed in accordance with the ergonomic principles
of ECDIS.
4.2 Presentation of information
If an electronic device is used:
.1 Colours and symbols should be in accordance with the colours and symbols
requirements of ECDIS.
.2 The effective size of the chart presentation should be not less than 250 mm x 250 mm
or 250 mm diameter.
5 POWER SUPPLY
If an electronic device is used:
.1 the back-up power supply should be separate from the ECDIS; and
.2 conform to the requirements in this ECDIS performance standard.
6 CONNECTIONS WITH OTHER EQUIPMENT
6.1 If an electronic device is used, it should:
.1 be connected to systems providing continuous position-fixing capability; and
.2 not degrade the performance of any equipment providing sensor input.
6.2 If radar with selected parts of the ENC chart information overlay is used as an element of
the back-up, the radar should comply with resolution MSC.192(79).
Page 21
Appendix 7
RCDS MODE OF OPERATION
Whenever in this appendix reference is made to any provisions of the annex related to ECDIS,
the term ECDIS should be substituted by the term RCDS, SENC by SRNC and ENC by RNC, as
appropriate.
This appendix refers to each paragraph of the performance standards for ECDIS (i.e. the Annex
to which this part is appendix 7) and specifies which paragraphs of the Annex either:
.1 apply to RCDS; or
.2 do not apply to RCDS; or
.3 are modified or replaced as shown in order to apply to RCDS.
Any additional requirements applicable to RCDS are also described.
1 SCOPE
1.1 Paragraph applies to RCDS.
1.2 When operating in RCDS-mode, an appropriate portfolio of up-to-date paper

charts (APC) should be carried on board and be readily available to the mariner.
1.3 - 1.7 Paragraphs apply to RCDS.
1.8 RCDS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment (see Table 1 of this
appendix).
1.9 Refers to Appendix 7 and applies to RCDS.
2 APPLICATION OF THESE STANDARDS
2.1 – 2.4 Paragraphs apply to RCDS.
3 DEFINITIONS
3.1 Raster Chart Display System (RCDS) means a navigation information system
displaying RNCs with positional information from navigation sensors to assist the
mariner in route planning and route monitoring, and if required, display additional
navigation-related information.
3.2 Raster Navigational Chart (RNC) means a facsimile of a paper chart originated
by, or distributed on the authority of, a government-authorized hydrographic
office. RNC is used in these standards to mean either a single chart or a collection
of charts.
Page 22
3.3 System Raster Navigational Chart Database (SRNC) means a database resulting
from the transformation of the RNC by the RCDS to include updates to the RNC
by appropriate means.
3.4-3.5 Paragraphs do not apply to RCDS.
3.7 Appropriate Portfolio of up to date paper Charts (APC) means a suite of paper
charts of a scale to show sufficient detail of topography, depths, navigational
hazards, aids to navigation, charted routes, and routeing measures to provide the
mariner with information on the overall navigational environment. The APC
should provide adequate look-ahead capability. Coastal States will provide details
of the charts which meet the requirement of this portfolio, and these details are
included in a worldwide database maintained by the IHO. Consideration should
be given to the details contained in this database when determining the content of
the APC.
MODULE A - DATABASE
4 PROVISION AND UPDATING OF CHART INFORMATION
4.1 The RNC used in RCDS should be the latest edition of that originated by, or
distributed on the authority of, a government authorized hydrographic office and
conform to IHO standards. RNCs not on WGS 84 or PE-90 should carry meta-
data (i.e., additional data) to allow geo-referenced positional data to be displayed
in the correct relationship to SRNC data.
4.2 The contents of the SRNC should be adequate and up-to-date for that part of the
intended voyage not covered by ENC.
4.3 It should not be possible to alter the contents of the RNC.
4.4 – 4.8 All paragraphs apply to RCDS.
4.9 Paragraph does not apply to RCDS
MODULE B – OPERATIONAL AND FUNCTIONAL REQUIREMENTS
5 DISPLAY OF SRNC INFORMATION
5.1 RCDS should be capable of displaying all SRNC information.
5.2 SRNC information available for display during route planning and route
monitoring should be subdivided into two categories:
.1 the RCDS standard display consisting of RNC and its updates, including
its scale, the scale at which it is displayed, its horizontal datum, and its
units of depths and heights; and
.2 any other information such as mariner’s notes.
Page 23
5.3- 5.4 Paragraphs apply to RCDS.
5.5 It should be easy to add to, or remove from; the RCDS display any information
additional to the RNC data, such as mariner's notes. It should not be possible to
remove any information from the RNC.
5.6 – 5.9 Paragraphs do not apply to RCDS.
5.10 – 5.12 Paragraphs apply to RCDS.
5.13 There should always be an indication if the ECDIS equipment is operating in

RCDS mode.
6 SCALE
This section applies to RCDS.
7 DISPLAY OF OTHER NAVIGATIONAL INFORMATION
7.1 - 7.4 All paragraphs apply to RCDS.
8 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA
8.1 It should always be possible to display the SRNC in “chart-up” orientation. Other
orientations are permitted.
8.2 - 8.4 All paragraphs apply to RCDS.
8.5 Paragraph refers to RCDS mode of operation.
9 COLOURS AND SYMBOLS
9.1 IHO recommended colours and symbols should be used to represent SRNC
information.
9.3 Paragraph does not apply to RCDS.
10 DISPLAY REQUIREMENTS
10.1-10.2 Paragraphs apply to RCDS.
Page 24
10.6 RCDS should be capable of displaying, simply and quickly, chart notes which are
not located on the portion of the chart currently being displayed.
11 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING
11.1 Paragraphs apply to RCDS.
11.3 Route Planning
11.3.1-11.3.3 Paragraphs apply to RCDS.
11.3.4-11.3.5 Paragraphs do not apply to RCDS.
11.3.6 Paragraph applies to RCDS.
11.3.7 It should be possible for the mariner to enter points, lines and areas which activate
an automatic alarm. The display of these features should not degrade the SRNC
information and it should be clearly distinguishable from the SRNC information.
11.4 Route monitoring
11.4.1 Paragraph applies to RCDS.
11.4.2 It should be possible to display a sea area that does not have the ship on the
display (e.g. for look ahead, route planning), while route monitoring. If this is
done on the display used for route monitoring, the automatic route monitoring
functions in 10.4.6 and 10.4.7 should be continuous. It should be possible to
return to the route monitoring display covering own ship's position immediately
by single operator action.
11.4.3-11.4.4 Paragraphs do not apply to RCDS.
11.4.5 Paragraph apply to RCDS.
11.4.6 Paragraphs do not apply to RCDS.
11.4.10 The RCDS should only accept positional data referenced to the WGS 84 or PE-90
geodetic datum. RCDS should give an alarm if the positional data is not
referenced to one of these datum. If the displayed RNC cannot be referenced to
the WGS 84 or PE-90 datum then a continuous indication should be provided.
Page 25
11.4.16 RCDS should allow the user to manually align the SRNC with positional data.
This can be necessary, for example, to compensate for local charting errors.
11.4.17 It should be possible to activate an automatic alarm when the ship crosses a point,
line, or is within the boundary of a mariner entered feature within a specified time
or distance.
11.5 Voyage recording
11.5.1-11.5.4 All paragraphs apply to RCDS.
12 CALCULATIONS AND ACCURACY
12.1-12.3 All paragraphs apply to RCDS.
12.4 RCDS should be capable of performing transformations between a local datum

and WGS 84 Datum.
13 PERFORMANCE TESTS, MALFUNCTION ALARMS AND INDICATIONS
14 BACK-UP ARRANGEMENTS
All paragraphs apply to RCDS.
MODULE C – INTERFACING AND INTEGRATION
15 CONNECTIONS WITH OTHER EQUIPMENT
16 POWER SUPPLY
Page 26
Table 1
ALARMS AND INDICATORS IN THE RCDS MODE OF OPERATION
Paragraph Requirement Information
11.4.5 Alarm Deviation from route

11.4.17 Alarm Approach to mariner entered feature, e.g. area, line
11.4.8 Alarm Position system failure
11.4.9 Alarm Approach to critical point
11.4.10 Alarm or Different geodetic datum
indication
13.2 Alarm or Malfunction of RCDS mode
indication
5.13 Indication ECDIS operating in the raster mode

6.1 Indication Larger scale information available, or overscale
6.1.2 Indication Larger scale RNC available for the area of the vessel
Note: The definitions of alarms and indicators are given in appendix 5.
***
ADOPTION OF THE REVISED PERFORMANCE
MARIS900 ECDIS – ROUTE CREATION / MONITORING AND BASICS
(Complete User Guide explaining all other features available in the equipment by clicking
the below symbol)
SET TIME
SET SHIP PARAMETERS
GENERAL & VOYAGE SETTINGS
SAFETY DEPTH SETTINGs
Use this section referring to theory explained earlier about CATZOC
allowance etc.
The Safety Contour
The Safety contour is the thick bold line on the screen that divides
the navigable waters from non-navigable areas. Usually, the ENCs
are compiled with standards contours; 5, 10, 15, 20, 50, 100 meters.
Therefore, it can often happen that the Safety Contour value selected
by the operator and entered in the ECDIS does not coincide with one
of the contours embedded into the ENC’s cell.
For example, if 12 meters value has been entered as Safety Contour in
the Depth Contour page, the system will select the next deeper
available contour, most likely the 15-meters contour. As per IMO
Resolution MSC.232(82):"ADOPTION OF THE REVISED PERFORMANCE
STANDARDS FOR ECDIS": “If Safety Contour value set by the operator
is not available among the available depth contour of the ENC, then
the ECDIS will select the next deepest available contour in the ENC”.
The Safety Depth

"It should be possible for the mariner to select a Safety Depth. ECDIS
should emphasize soundings equal to or less than the safety depth
whenever spot soundings are selected for display".
The Safety depth should never be set less than Safety Contour and
generally both values are set as same.
“In order to provide an improved visualization, the mariner is usually
able to set a safety depth value independently of the safety contour
value. Any spot sounding with a value equal to, or less than, the Safety
Depth value entered by the operator in the Depth Contour page will be
displayed in bold to make them more prominent”.
The Shallow Contour
The Shallow contour is a contour that divides the sea area between
the ZERO depth and the Shallow contour value set by the operator and
is therefore a non-Navigable area. This is depicted with dark blue
colour and indicates the grounding depth (this is the depth below
which the ship will go aground).
The Deep Contour

The Deep Contour is depicted in the light grey line dividing the deeper water
(white) from the area where the ship could be affected by squat (light grey).
Crossing the Deep Contour does not trigger any alert. Usually overlooked, the
Deep Contour, if set properly, can give a pretty good idea where speed
reductions, to minimize the squat effect, should be planned.
One of the most important ECDIS customization features available to the
mariner is the possibility to set-up the Depth Contour values. We saw that, if
carefully selected, Safety Contour and Safety Depth can help the mariner to
discern the safe from the non-navigable waters. These features will trigger alerts
and will control the visualization of the Generic Isolated Danger symbol. The
mariner must be fully conversant with each of these functions, knowing how to
calculate the values and the limitations of the ENCs in relation to available
bathymetries. There is not a "fit-for-all" value good for any situation; the Depth
Contours values must be calculated taking into considerations factors like ship's
draft, quality of the data, expected weather conditions and minimum UKC
requirements. The Depth Contours values must be planned and discussed with
the bridge team before executing the plan because they play an important role
in the safety of the voyage.
How to set safety depth parameters of the Ship?
SAFETY CONTOUR = SHIP’S DRAFT + SQUAT + UKC + CATZOC

(If a safety contour is not selected, by default it is set as 30m)
SAFETY DEPTH = SHIP’S DRAFT + SQUAT + UKC + CATZOC
SAFETY DEPTH = SAFETY CONTOUR
DEEP CONTOUR = 2 X SHIP’S DEEPEST DRAFT
SHALLOW CONTOUR = SHIP’S DRAFT + SQUAT
CREATING A NEW ROUTE
Load the required ENC chart of the exercise by double clicking (left) on the
chart number from the list available in the Chart Handling mode as below.
WAYPOINT HANDLING
ROUTE HANDLING
CARRY OUT ROUTE CHECK
ALARMS GENERATED AFTER ROUTE CHECK
POSITION MONITORING
SEARCH & RESCUE FEATURE
MARIS900 ECDIS has a feature of creating SAR search
patterns

ECDIS HANDOUT

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

ECDIS HANDOUT

Uploaded by

Copyright:

Available Formats

COURSE HAND OUT

ELECTRONIC CHART DISPLAY &

Edition 01 November 2022

Course Schedule – 5 Days – 40 Hours

“Electronic Chart Display and Information System (ECDIS) means a navigation

 The primary function of the ECDIS is to contribute to safe navigation (Powerful

 ECDIS with adequate back-up arrangements may be accepted as complying with

 ECDIS should provide appropriate alarms or indications with respect to the

 Automatic chart correction: ECDIS allows mariners to update electronic charts

 Situation-dependent display: Information filters put just what officers need to

IMO SOLAS V/19

The IMO Standards for Training Certification and Watchkeeping (STCW)

International Safety Management code (ISM):

RULES & REGULATIONS REGARDING ECDIS

Electronic chart display and information system (ECDIS): Is a navigation information

System electronic navigation chart (SENC): means a database, in the manufacturer’s

Raster navigation chart (RNC): is a raster-formatted chart produced by a national

NMEA - National Marine Electronics Association (data exchange standards).

IALA: International Association of Marine Aids to Navigation and Lighthouse

DGPS: Differential Global Positioning System. An enhancement to GPS that uses a

IHO: International Hydrographic Organization. An intergovernmental organization

WEND: World ENC Database

WGS84: World Geodetic System 1984

Direct copy of paper chart Computer generated chart

Chart appears cluttered Cluttering of chart can be avoided

Information can only be added Information can be added and subtracted

Seamless charts not possible Seamless charts is a feature

GPS, Radar / ARPA information, chart corrections etc.

Sensible rotation to any angle including head up is

Display regeneration takes time Display regeneration is faster

Zooming facility is not possible Zooming facility is possible

With recent IMO approval worldwide coverage is possible

Memory requirement is higher Comparatively less memory is required

Loss of an information layer is possible and a visual

RASTER CHART (RNC)

Electronic Navigational Charts (ENCs)

ECDIS Dual fuel system

• ECDIS mode when ENC data is used

• RCDS mode when ENC data is unavailable

Electronic chart systems (ECS)

• vector chart data is not in S-57 format

ENC Standards – Important Information

S-57 - Transfer Standard for Digital Hydrographic Data (including the

As a consequence of the investigations into the anomalous operation of some

IHO S-52 Annex A ECDIS Presentation Library, Edition 4.0

IHO S-63 Data Protection Scheme, Edition 1.2

IHO S-64 Test Data Sets for ECDIS, Edition 3.0

Concept of CATZOC (Zone of confidence)

These ECDIS symbols are in the form of set of stars as above.

Where to find the CATZOC information of any area in MARIS ECDIS ?

Right click mouse on Chart – Properties – More – Quality of Area

To apply the CATZOC information correctly maximum possible errors should be

a)Position accuracy of charted depth:

b) Depth accuracy of charted depth:

(adopted on 5 December 2006)

ADOPTION OF THE REVISED PERFORMANCE STANDARDS FOR

THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization

RECOGNIZING the need to improve the previously adopted, by resolution A.817(19), as

HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of

2. RECOMMENDS Governments ensure that ECDIS equipment:

(a) if installed on or after 1 January 2009, conform to performance standards not

REVISED PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY

1.1 The primary function of the ECDIS is to contribute to safe navigation.