ECDIS

What you need to know

 7 Foreword

9 Mandatory ECDIS
11 What is the IMO resolution?
13 What is an ECDIS?
15 How do you know if you have an “official” ECDIS?
17 ECDIS manufacturer overview

21 Electronic charts and carriage requirements

23 What charts does IMO require onboard?
27 What is an ENC?
29 What is the data format of an ENC?
31 What is on the screen of an ENC display?
35 What is an SENC?
37 SENC delivery
39 ENC scale ranges
43 How are ENCs named?
45 How are ENCs updated?

47 How will mandatory ECDIS be enforced?

49 Port state control and flag state requirements
51 What can I expect from port state control authorities?
55 What will my flag state demand of me?
67 What is an adequate back-up system?
69 Will I be able to sail without paper charts?

71 Training
75 What are the training requirements for ECDIS?
77 What is recommended training for ECDIS
79 Who offers ECDIS training, and where?

81 ECDIS, much more than a chart machine

85 What does it mean to use ECDIS fully?
89 What other sources and technology can be integrated to an ECDIS?
91 What other navigational sensors can be connected to an ECDIS?
93 What other information and databases can be used with an ECDIS?

97 Jeppesen Marine

105 References and abbreviations

 Foreword

A Jeppesen Marine publication. ©2009.

Editorial responsibility: Jeppesen Marine (Tor Svanes & Willy Zeiler) and Say PR
& Communications (Daniel Barradas, Jennifer Varino Thiis-Evensen and Ryan Skinner).
Print: Colormaster.no

This publication has been compiled as an aid to the maritime community.

The publishers are not responsible for errors or omissions in the text.
For more information, please contact [email protected]
 Foreword
A Welcome Challenge
We in the shipping industry pride ourselves on our dedication to safety and For the creation of this booklet, we have relied heavily on the work of leaders in the
responsible operations. To all of us, the seas are precious. For that reason, we should be field and reference materials that they have produced. First and foremost, I would like
excited about the arrival of digital navigation. to mention the “Guide to charts and carriage regulations” developed by Primar and
For as long as electronic charts have been under development, the focus has been on the International Centre for ENCs. Secondly, the textbook “The Electronic Chart” by
increased safety by bringing improved situational awareness to bridge teams. In a series German and American experts provided additional valuable information.
of studies, DNV has asserted that putting an ECDIS onboard every SOLAS ship is likely We are involved in a journey towards improved navigation and maritime safety.
to avert one in three groundings. Hopefully, this booklet pushes us further along. Feel free to help push it along by giving
These kinds of studies, empirical evidence and experience over several decades using us feedback, so we can update and improve future editions.
ECDIS all combined to convince the International Maritime Organisation to act, and
in 2008 it set out dates by which all SOLAS ships need to carry and navigate with an
ECDIS.
Even if the benefits of ECDIS have made a compelling case, many warn that new
technology can lead to new, and unforeseen, problems too. What happens when
companies and officers who are unfamiliar with ECDIS begin to use them? Are the rules
clear enough? Will users be trained sufficiently?
We believe that the remedy to challenges and confusion is information and
communication. As a leading provider of the chart and met-ocean data used on ECDIS Tor Svanes
throughout the world’s SOLAS fleet, we hope to contribute to this enlightenment. This Managing Director, Jeppesen Norway
Summer 2009
manual aims to bring to persons throughout the industry an easy-to-use oversight of
ECDIS-related concepts, rules and technologies.

7
Mandatory ECDIS
 At its 86th session from May 26 to June 5, 2009, the IMO’s Maritime Safety Commit-

Mandatory ECDIS /// What is the IMO resolution?

tee 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:

What is
III TIMETABLE FOR ECDIS CARRIAGE REQUIREMENTS
New
Ship type Size Existing ship
ship
Passenger ships ≥500 gross tons 1 July 2012 No later than 1st survey after 1 July 2014
Tankers ≥3,000 gross tons

the IMO
1 July 2012 No later than 1st survey after 1 July 2015
≥50,000 gross tons 1 July 2013 No later than 1st survey after 1 July 2016
≥20,000 gross tons (new ships)
1 July 2013 No later than 1st survey after 1 July 2017
20-50,000 gross tons (existing ships)
Dry cargo
≥10,000 gross tons (new ships)
ships 1 July 2013 No later than 1st survey after 1 July 2018
10-20,000 gross tons (existing ships)
No retrofit requirements to existing ships

resolution?
3-10,000 gross tons 1 July 2014
<10,000 gross tons

NOTE: Ships may be exempt from the requirements if they will be taken permanently out of service
within two years after the implementation date specified.

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.
However, it stipulates that it is appropriate to use only nautical charts and publications in
a number of cases – for example ships not on international voyages, ships exempt from
the carriage requirements because they were to be permanently taken out of service and
cargo ships on international voyages but below the agreed tonnage limit.

11
 Mandatory ECDIS /// What is an ECDIS?
An Electronic Chart Display and Information System (ECDIS) is a computer-based
navigation system that complies with IMO regulations and can be used as an alternative
to paper navigation charts. Integrating a variety of real-time information, it is an auto-

What is
mated decision aid capable of continuously determining a vessel’s position in relation to
land, charted objects, navigation aids and unseen hazards.
An ECDIS includes electronic navigational charts (ENC) and integrates position
information from the Global Positioning System (GPS) and other navigational sensors,
such as radar, fathometer and automatic identification systems (AIS). It may also display

an additional navigation-related information, such as sailing directions.

ECDIS is defined in the IMO ECDIS Performance Standards (IMO Resolution A.817

ECDIS?
(19)) as follows:

Electronic Chart Display and Information System (ECDIS) means a naviga-

tion information system which, with adequate back up arrangements, can
be accepted as complying with the up-to-date chart required by regula-
tion V/19 & V/27 of the 1974 SOLAS Convention, by displaying selected
information from a system electronic navigational chart (SENC) with posi-
tional information from navigation sensors to assist the mariner in route
planning and route monitoring, and by displaying additional navigation-
related information if required.

13
 Mandatory ECDIS /// How do you know if you have an “official” ECDIS?
To legally comply with IMO regulations, an ECDIS must receive type approval,
which is typically conducted by recognized organizations or marine classification socie-
ties nominated by flag states.

How do you know

The test procedures were developed by the International Electrotechnical Commission
(IEC) and are based on IMO ECDIS Performance Standards, applying the IHO require-
ments S-52 and S-57. The performance standards specify many details, such as:

if you have • ECDIS should present the Standard Display at any time by a single operator ac-
tion.

an “official”
• It should be possible for the mariner to select a safety depth. ECDIS should em-
phasize soundings equal to or less than the safety depth whenever spot sound-
ings are selected for display.
• The ENC and all updates to it should be displayed without any degradation of
their information content.

ECDIS?
• It should not be possible to alter the contents of the ENC.
• 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 would be distinguishable on the display from ENC information and its
official updates and not affect display legibility.
• It should always be possible to display the SENC in a “north-up” orientation.
Other orientations are permitted.

15
 • The effective size of the chart presentation for route monitoring should be at
least 270 mm by 270 mm.
• It should be possible to plan an alternate route in addition to the selected route.
The selected route should be clearly distinguishable from the alternate route.

For the complete list, please see:

http://www.nauticalcharts.noaa.gov/staff/docs/nRNC_EDISperformstandards.pdf

As with other navigation equipment, compliance with IMO standards is based on the
manufacturer’s self declaration. European governments are in agreement about recog-
ECDIS manufacturer
nition of their ECDIS type approval certificates – indicated by the “wheel mark” sign
showing conformity with the Maritime Equipment Directive of the European Union.
overview
There are no such facilities, organizations or any particular request by a flag state in
North America.
Some maritime nations also have type-approval programs within their maritime safety
administration or Department of Marine Transportation.
 Manufacturer Product
Dalian LandSea

Danelec Marine ECDIS DM-800E

DMU China Ear
e-MLX e-Navigator
Furuno FEA 2107/2807
GEM ECD-600 / ECD-700
Headway Marine

As this information can change, please refer to

Headway ECDIS
Technologies
Imtech ECDIS 3500
JRC JAN-701

www.c-map.no/ecdisecs for the most up-to-date information

JRC JAN-901M
Kelvin Hughes Nucleus 3 5000 / 6000
Kelvin Hughes Manta 1700 / 2000 / 2300
Kongsberg Maritime K-Bridge ECDIS
L-3 Navigation NaviNet 3000 ECDIS
Maris Maris ECDIS 9000
Navico CS68

OSI Nav systems ECPINS 4000

OSI Nav systems ECPINS 5000

OSI Nav systems ECPINS M

PC-Maritime Navmaster ECDIS

Raytheon Anschütz NSC ECDIS
SAM Electronics ChartPilot 1100
Samsung Naru 2000
Sea Information Systems Microplot 7
Sodena GECDIS
Sperry Marine VMS
Sperry Marine VisionMaster FT
Sperry Marine Vision 2100
Telko AS TECDIS

Tokyo Keiki ECDIS EC-8500/EC-8000

Tokyo Keiki ECDIS EC-7500/EC-7000

Totem Plus Totem ECDIS
Tresco Engineering NaviChart ECDIS
19

Mandatory ECDIS /// Manufacturer overview

 Electronic charts and
carriage requirements
 EC and carriage requirements /// What charts does IMO require onboard?
To support a safe nautical environment for all, IMO requires nautical charts to be
carried onboard. Amendments to SOLAS regulations that came into force in July 2002
allow these requirements to be met solely by electronic means provided there is an ap-

What charts
propriate back-up.
The carriage requirement for charts and publications can be fulfilled by:
- Carriage of official and up-to-date paper charts, or
- Carriage of a type-approved ECDIS (using up-to-date Electronic Navigational

does IMO
Charts (ENC) supplemented by a suitable back-up arrangement).

The requirements for carriage of nautical charts are outlined in SOLAS Chapter V. The

require onboard?
relevant regulations appear on the following pages. They are:
- Regulation 2, defines the nautical chart or publication (commonly called “official
charts and publications”)
- Regulation 19, specifies the equipment to be carried on different types of ships
- Regulation 27, specifies the requirement to keep charts and publications up to
date.

23
 EC and carriage requirements /// What charts does IMO require onboard?
Regulation 2 Regulation 19 Regulation 27
(IMO SOLAS V/2) (IMO SOLAS V/19) (IMO SOLAS V/27)
2.2 Nautical chart or nautical publication 2.1 All ships irrespective of size shall Nautical charts and nautical publications,
is a special-purpose map or book, or a have: such as sailing directions, lists of lights,
specially compiled database from which 2.1.4 nautical charts and nautical publica- notices to mariners, tide tables and all
such a map or book is derived, that is tions to plan and display the ship’s route other nautical publications necessary for
issued officially by or on the authority of for the intended voyage and to plot and the intended voyage, shall be adequate
a government, authorized Hydrographic monitor positions throughout the voyage; and up to date.
Office or other relevant government an Electronic Chart Display and Informa-
institution and is designed to meet the tion System (ECDIS) may be accepted as
requirements of marine navigation. meeting the chart carriage requirements
of this subparagraph;
2.1.5 back-up arrangements to meet the
functional requirements of subparagraph
2.1.4, if this function is partly or fully
fulfilled by electronic means; 1

25
 The Electronic Navigational Chart (ENC) is a file containing the official chart data

EC and carriage requirements /// What is an ENC?

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

What is
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

an ENC ?
from Hydrographic Office’s archives including existing paper charts. When used in an
ECDIS, the ENCs content can be displayed as a seamless pattern in user selected scales
presenting user selected chart items. Due to the limited physical size and the limited
resolution of computer monitors the chart image generated from ENCs does not fully
imitate the known appearance of the paper chart. This apparent disadvantage is com-
pensated by the ENC being 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.

IMO’s definition for the Electronic Navigational Chart – ENC:

ENC means the database, standardized as to content, structure and format, issued for use with ECDIS
on the authority of government-authorized Hydrographic Offices. The ENC contains all the chart
information useful for safe navigation, and may contain supplementary information in addition to that
contained in the paper, which may be considered necessary for safe navigation.

27
 EC and carriage requirements /// What is the data format of an ENC?
What is The IHO Special Publication S-57 “IHO Transfer Standard for Digital Hydrographic
Data” provides the basis for ensuring the worldwide uniformity of ENCs issued by dif-
ferent organizations. It describes the standards for the exchange of digital hydrographic

the data format

data between national hydrographic offices and for the distribution of digital data and
products to manufacturers, mariners and other data users. The World Geodetic System
1984 (WGS 84) is the horizontal datum reference used to measure positions on the
surface of the earth for all ENCs.

of an ENC ? Further, the IHO has established a standard for encrypting and securing electronic navi-
gational chart (ENC) data. This standard is called S-63, and it is a scheme available to
hydrographic offices, third-party suppliers and end-users. The IHO administers S-63, and
S-63 encryption is available as a service from the RENCs (IC-ENC and Primar-Stavanger).

29
 /// What is on the screen of an ENC display?
An ENC contains an abstract description of geographic entities but does not contain
any presentation rules. All rules for the display of ENC content are in a separate ECDIS
software component – the “Presentation Library”.

What is
The ENC’s geo-referenced objects and the appropriate symbolization contained in
the Presentation Library are linked to each other in the ECDIS only when called up for
display. The resulting image varies depending on the selected sea area, the intended
display scale and the mariner’s pre-settings, such as ambient light and other operational

on the screen conditions.

The definition of the Presentation Library for ENCs is contained in Annex A of the IHO

EC and carriage requirements

Special Publication S-52, Appendix 2 “Colours & Symbols Specifications for ECDIS”

of an ENC display?
(current edition 3.3/2004)— its use is mandatory in all ECDIS.
The ECDIS Presentation Library follows that of the paper chart as much as pos-
sible. However, studies and early experience indicate that good visual communication
between the ECDIS display and the user requires more flexibility of display than paper
charts provide. As a result, alternative display methods are being introduced as options
in the Presentation Library.

31
 /// What is on the screen of an ENC display?
The lighting on the bridge ranges from bright sunlight, which washes out information
on the display, to night, when the light emitted by the display has to be low enough
that it does not affect the mariner’s night vision.
The color and symbol specifications of S-52 have been designed to meet these
difficult requirements rather than less demanding normal day conditions. Because the
ECDIS display uses emitted light, compared with reflected light for the paper chart,
ECDIS must switch to a negative image of the chart at night, using a dark background Day

EC and carriage requirements

in place of the white background of the paper chart, in order not to impair night vision.
Three pre-defined color schemes are therefore provided:
- Day (white background)
- Dusk (black background)
- Night (black background)

Night
33
 /// What is an SENC?
An ECDIS does not process the ENC content directly to the screen. In order to display
ENC data quickly enough, ECDIS converts each ENC from S-57 ENC format into an
internal format called the System Electronic Navigational Chart (SENC), which is opti-

What is

EC and carriage requirements

mized for chart image creation.
However, the SENC format may differ between the ECDIS of different manufacturers.
In contrast to the common uniform ENC format, the SENC format is dependent upon
the choice of each ECDIS manufacturer.
The characteristics of SENC are defined in paragraph 2.3 of the ECDIS Performance

an SENC?
Standard. Chart updates, either received electronically or applied manually will be incor-
porated into the SENC directly.

The IMO definition in the IMO Performance Standards for ECDIS:

2.3 The System Electronic Navigational Chart (SENC) means a database resulting from the
transformation of the ENC by ECDIS for appropriate use, updates to the ENC by appropriate
means and other data added by the Mariner. It is this database that is actually accessed by
ECDIS for the display generation and other navigational functions and is the equivalent to an
up-to-date paper chart.

35
 /// SENC delivery
SENC delivery is an alternative method to the standard distribution and use of official
ENC data. Developed by IHO’s Worldwide Electronic Navigational Chart Database
(WEND) system, this method allows an authorized chart data distributor to perform the
ENC-to-SENC conversion – that otherwise would have to happen inside the ECDIS –

EC and carriage requirements

and deliver the resulting SENC to the end user.

SENC
However, it is up to the individual Hydrographic Offices to decide whether they allow
the ENCs for their waters to be distributed in SENC format.
It is possible for the ECDIS to determine if the SENC data being displayed is from
either an ENC or a private source by use of the Agency Code (a two character combina-
tion which is unique for any data producer) embedded in the data. Using this code, the

delivery
ECDIS is able to inform the mariners that they must navigate with an official up to date
paper chart if SENC data from a private source is in use. The ECDIS will show a warning
on the ECDIS screen:
«No Official Data -Refer to paper chart »
At the 16th International Hydrographic Conference, (Monaco 14 -19 April 2002), the
IHO Member States agreed a “SENC Delivery Option” (decision 17.e of the conference
refers) for ECDIS, thus allowing that ENC data could be distributed in proprietary SENC
formats as well as in the fundamental IHO S-57 format. This resulted in an amended
paragraph 3.3 of S-52 and a new IHO Technical Resolution A3.11

37
 /// ENC scale ranges
ENCs are created and designed for different scale ranges (Usage Bands), and the
definition of which scale has to be used for which Usage Band is not yet internationally
agreed.

EC and carriage requirements

The table below, provides an overview of the common scale ranges for each Usage

ENC
Band:

III SUGGESTED ASSIGNMENT OF NAvIGATIONAL

pURpOSES TO SCALE RANGES

scale ranges
Navigational purpose Scale Range
Overview <1:1 499 999
General 1:350 000 – 1:1 499 999
Coastal 1:90 000 – 1:349 999
Approach 1:22 000 – 1:89 999
Harbor 1:4 000 – 1:21 999
Berthing 1:4 000

39
To facilitate the display of the radar overlay on ENCs, Hydrographic Offices are encour-

/// ENC scale ranges

aged to set the compilation scales of their ENCs to be consistent with the standard
radar range scales as shown in the following table:

III RADAR RANGE / STANDARD SCALE

Navigational purpose Scale Range

EC and carriage requirements

200 NM 1:3 000 000
96 NM 1:1 500 000
48 NM 1:700 000
24NM 1:350 000
12 NM 1:180 000
6 NM 1:90 000
3 NM 1:45 000
1.5 NM 1:22 000
0.75NM 1:12 000
0.5 NM 1:8 000
0.25 NM 1:4 000

Although ENCs with the same Usage Band may overlap, the displayed information must
not. ENCs with a different Usage Band could overlap both area and displayed information.

41
 /// How are ENCs named?
EC and carriage requirements
How are
Each ENC is identified by an eight-symbol “name”. The first two characters refer to the
producer – FR for France or GB for Great Britain, for example. A complete list of pro-
ducer codes is included in the IHO standard S-62. The third character (a number from 1
to 6) represents the navigational purpose band. The last five are alphanumeric and are

ENCs named?
unique for each ENC.

43
 /// How are ENCs updated?
The generation and distribution of regular ENC updates should happen in the same

EC and carriage requirements

way the ENCs are initially produced and distributed. Normally, this is coordinated with

How are
the chart corrections circulated with national Notice to Mariners for the affected sea
areas.
Updates may reach the ship in a variety of ways, depending on the capabilities of the
service provider and the onboard communication facilities:

ENCs updated? • On data distribution media, such as CD

• As an e-mail attachment via SATCOM

• As a broadcast message via SATCOM plus additional communication hardware

• As an Internet download via GSM, 3G, wifi or any other Internet channel

45
How will mandatory
ECDIS be enforced?
 ECDIS enforcement /// Port state control and flag state requirements
Though the IMO crafted the resolution that will make ECDIS mandatory on steadily
more commercial ships over the next five years, the IMO has no power to enforce
compliance to it. The role of enforcement falls upon national governments and/or
international or regional governing bodies. Once a government has become a signatory

Port state control to an IMO convention, the rules in that convention are adopted as national laws and
regulations, which impact any ship carrying that nation’s flag or any ship visiting that
government’s ports. These are then enforced during flag state and port state inspec-

and flag state

tions, usually carried out under the auspices of a national maritime administration (such
as the United States Coast Guard).
The requirements to ships flying a nation’s flag (flag state requirements) and the
requirements to ships visiting that same nation’s ports (port state control require-

requirements
ments) are usually the same; the requirements from nation to nation, or government
to government, however, often differ, even if they are derived from the very same IMO
Convention.
Shipowners will, of course, be familiar with the rules and regulations of their ships’
flag state authorities. Regional affiliations of port state authorities (such as the Paris
Memorandum of Understanding, a coalition of 27 European and North Atlantic mari-
time administrations) provide guidelines to owners of ships that will call at ports in their
region.

49
 ECDIS enforcement /// What can I expect from port state control officers?
Port state control inspections will seek to ascertain whether any and every com-
mercial vessel visiting a country’s ports is being operated in accordance with national
laws and international regulations. In the instance of mandatory ECDIS, the relevant

What can I expect international regulation is IMO’s SOLAS Convention.

The Tokyo MoU (Memorandum of Understanding) region, which aligns the port state
control functions in Far East Asia, carried out in late 2008 a concentrated inspection

from port state

campaign on safety of navigation. The most notable deficiency found during this cam-
paign was related to lack of adequate charts and publications (57.39 per cent).
Despite the fact that these inspections all follow the requirements laid out in the
IMO’s SOLAS Convention, different interpretations of this convention has resulted in

control officers?
different guidelines from country to country, and regime to regime. A port state control
officer will refer to the statement from the flag state authority, which is onboard every
vessel, and will control the ship according to these requirements.
Port state control officers differ in their expertise, but many have a background from
navigation and steadily more will have experience with ECDIS systems. As a result, one
should expect the proficiency and rigor of these systems’ control to increase over time.

51
 A list of items subject to inspection by the Paris MoU (the European region)
is indicative of what port state control authorities will check. These include:

1) Documentation indicating that the ship’s navigation system complies

with IMO Performance Standards for ECDIS
Port state will either ask for written documentation that attests to the ECDIS
system’s compliance, or look on the ECDIS system itself for markings that attest
to the same. It is the flag state’s responsibility to ensure that the ship possesses
this documentation.
2) Written procedures onboard the vessel for using the ECDIS system
Port state considers the ECDIS system as critical bridge equipment, and will thus
seek readily available instructions for bridge personnel. These procedures should
cover incidents such as equipment failure or power failure, and give watch-
keepers a quick and clear reference.
3) The master and watch-keeping officers are able to produce appropriate
documentation that generic and type-specific ECDIS familiarisation has
been undertaken
Port state will seek certification that the bridge team has been trained in its use.
This training should generally include a general course including the IMO model
course syllabus (a five-day programme), and a course specific to the ECDIS make
– a “buttons and knobs” familiarisation course. Port state may also request
watch-keepers to demonstrate proficiency (find an ENC, enter a position, enter
a bearing line, etc.
4) The ship is equipped with the latest updates and new editions of ENCs
The port state control officer may investigate the data presented on the ECDIS
screen to determine if it is an official ENC, if it is updated recently and if it
includes the most recent Notices to Mariners.

5) The ship is equipped with correct usage bands for the entire upcoming
voyage
The port state control officer may check the voyage planning by seeing if the
whole route is available, at the appropriate scales.
6) The ship is equipped with additional nautical publications, as defined by
the national carriage requirements
This requirement is one that is familiar to all navigators, with or without ECDIS,
and is determined by flag state requirements.
7) There is agreement between sensor data and its presentation on the
ECDIS system
Port state will look at the representation on the ECDIS to make sure that the
ship appears where it should, that it is pointed in the right direction, that the
ship is in the correct position on the ECDIS and that the ship’s vector is aligned.
8) The ship is equipped with an approved back-up arrangements to ensure
safe navigation of the entire voyage, in the event of an ECDIS failure
Port state will investigate whether the ship’s back-up navigation arrangements
are in accordance with flag state requirements, and whether these arrange-
ments are up to specification and ready to use. If a ship is using dual ECDIS, it
does not need two separate power sources, but the port state control officer
may examine how the sensors are divided, to ensure the back-up ECDIS is a
valid back-up.
9) The ship is equipped with an updated collection of paper charts, if the
ECDIS system is being used in RCDS mode (Raster Chart Display System)
Port state will determine whether the appropriate paper charts are onboard,
whether they are marked with a course line and whether positions have been
noted at regular intervals.
53

ECDIS enforcement /// What can I expect from port state control officers?
 ECDIS enforcement /// What will my flag state demand of me?
In the context of mandatory ECDIS, requirements from flag state authorities are

What will
unfortunately not uniform from government to government. Governments differ on
two key points:
• whether an ECDIS using ENCs can qualify as the ships’s primary system for navi-
gation, and

my flag state • what constitutes an acceptable back-up arrangement.

A very useful compendium of flag state ECDIS requirements was developed by the

demand of me?
RENCs, the International Center of ENCs and Primar, in 2007, and is reprinted on the
following pages.
This information was compiled as a reference frame to help resolve uncertainties. It
does not replace or amend national or international rules and regulations. Ship own-
ers should always refer to their national administration and flag state for the latest
information.

55
 Explanation of Columns within the Summary Table:

ECDIS enforcement /// Flag state ECDIS requirements

An asterisk (*) indicates that there is further significant

SOLAS carriage
or useful information in Part 2 that should be consulted.

ECDIS to meet
Acceptance of
use of private
chart data in

requirement
A plus (+) indicates that details have been obtained from
the Flag State website.

N
Y = yes N = no N/A = not applicable N/K = not known
Column 1:
Flag State: Name of Country. Where the nation has issued
documentation either directly, or via IMO, the reference
the use of RNCs –

to this is included in brackets.

Column 2:
Acceptance of

ECDIS in RCDS

Acceptance of ENCs and ECDIS for primary navigation

N/K

N*
Y*

Y*

Y*
N

N
Y

Y
“Yes” signifies the Flag State accepts the use of ENCs in
ECDIS for primary navigation on all its registered vessels
when used in accordance with the provisions set out in
A817(19); ie with adequate back up arrangements and
using ENCs. An * may indicate that approval is given on a
vessel by vessel basis – see part 2 for details.
arrangements

Column 3:

1, 2*, 3
1, 2, 3

1, 2, 3
Acceptable

Back-up arrangements considered acceptable by the

1, 3*

1, 3*

1, 3*

1, 3*
1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3

1, 3
N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A
3*

3
authority
back-up

1 - a second ECDIS device using ENCs, maintained by an

mode

independent power supply

2 - a second ECDIS device using official Raster
Navigational Charts (official RNCs), main¬tained by an
independent power supply
Acceptance

for primary
navigation

3 - sufficient paper charts covering the operational area

and ECDIS

Y*

Y*

Y*

Y*

Y*
N

N
Y

Y
of ENCs

4 - other as specified in part 2

Column 4:
Acceptance of the use of RNCs in ECDIS (RCDS mode)
“Yes” signifies the flag state accepts the use of RNCs
in ECDIS (in RCDS Mode) for primary navigation in
areas where there is no ENC coverage at an appropriate
Flag state (document

scale for navigation and when RCDS operation is

supplemented by an appropriate portfolio of up-to-date

United Kingdom*
Marshall Islands
paper charts.

New Zealand*
Netherlands*
Column 5:

Switzerland
Denmark*

Germany*
reference)

Acceptance of the use of private chart data (in ECDIS).

Colombia

Mauritius
Lithuania
Barbados

Sweden*

Ukraine*
Australia

Bahamas

Norway*
Finland*

Portugal
Estonia*
Bulgaria

Liberia*
Cyprus*

France*

“No” signifies that the use of private chart data is not

Canada

Japan*
Greece

Poland

Spain*
Korea

Malta
Brazil

USA*
accepted as meeting carriage re¬quirements and that if
Chile

used in ECDIS a full set of official paper charts must be

carried and used as the primary means of navigation.

57
Australia Canada

ECDIS enforcement /// Flag state ECDIS requirements

Acceptance of ECDIS Acceptance of ECDIS
See Australian Maritime Safety Authority (AMSA) Marine Notice 10-2005 and associated Background Full details of the national regulatory requirements for ECDIS including acceptance, train¬ing, use of
Paper. RCDS mode etc are to be found in Canada’s Charts and Nautical Publications Regulations, 1995 and
Backup Arrangements for ECDIS section 40 of the Crewing Regulations, made pursuant to the Canada Shipping Act.
1. A second fully compliant ECDIS, or IMO or Flag State Notifications
2. A full folio of paper charts, corrected for the latest Notices to Mariners, for the intended voyage. Canada Shipping Act:
Acceptance of RCDS www.tc.gc.ca/acts-regulations/GENERAL/C/CSA/menu.htm
Official RNCs may be used where ENCs are not available noting the requirement for vessels to carry the or
“appropriate folio” of paper charts when operating in the RCDS mode. www.tc.gc.ca/lois-reglements/generale/l/lmmc/menu.htm
AMSA has provided the IHO with a list of charts which will be the minimum requirement for the
“appropriate folio” in Australian waters.
Cyprus
IMO or Flag State Notifications
Australian registered ships may dispense with the requirement for the “appropriate folio” in certain
www.shipping.gov.cy/circulars/c2006/circular_2006_26.pdf
circumstances. Reference should be made to AMSA Marine Notice 10 – 2005.
Website
IMO or Flag State Notifications
www.shipping.gov.cy
Marine Notice 10/2005
www.amsa.gov.au/shipping_safety/marine_notices/2005/MN10-2005.asp Denmark
Background paper Backup Arrangements for ECDIS
www.amsa.gov.au/shipping%5Fsafety/marine%5Fnotices/2005/documents/1005%20att.pdf Danish authorities also accept an electronic back-up arrangement for ECDIS mode of op¬eration (using
Website ENC) type-approved in accordance with relevant international standards, instead of a second
www.amsa.gov.au ECDIS. (Ref. resolution MSC.64(67), Annex 5).
IMO or Flag State Notifications
Bahamas SLS14/Circ180
IMO or Flag State Notifications www.imo.org/includes/blastDataOnly.asp/data_id%3D5399/180.pdf
BMA Information Bulletin 51 July 2003 Website
Website www.dma.dk/
www.bahamasmaritime.com
Estonia
Barbados Acceptance of RCDS
IMO or Flag State Notifications RNCs in ECDIS are accepted outside the waters of Estonian jurisdiction. Inside the waters under Estonian
Information Bulletin 64 –Electronic Charts and Nautical Publications jurisdiction only ENCs are accepted. All Estonian waters are covered with ENCs and there is no need to
SLS14/Circ200 use RNCs.
www.imo.org/includes/blastDataOnly.asp/data_id%3D7855/200.pdf Website
Website www.vta.ee/atp/?lang=en
www.barbadosmaritime.com/index3.html

59
Finland Japan

ECDIS enforcement /// Flag state ECDIS requirements

IMO or Flag State Notifications Acceptance of ECDIS
Regulation 1414/30/2004 - Shipboard Navigational Systems and Equipment (given in Bul¬letin No8 ECDIS is approved on a ship by ship basis
23.6.2004) Acceptance of RCDS
www.fma.fi/e/services/informationservices/publications/bulletin/avaa.php?id=246 RNCs of Japanese sea areas are not provided. Therefore navigation in these areas by means ECDIS in
Other Comments RCDS mode is impossible
Training: When a seafarer changes ship from a vessel not fitted with an ECDIS to another which is fitted Website
with an ECDIS, and the seafarer does not have any training on ECDIS, the owner shall require that the www1.kaiho.mlit.go.jp
seafarer shall take part to an IMO model course on ECDIS before signing on.
Website
Liberia
Acceptance of ECDIS
www.fma.fi
Permission is given on a vessel by vessel basis; a certificate is issued to the vessel
France IMO or Flag State Notifications
Acceptance of ECDIS Guidance is provided to ship operators through Liberian Marine Operations Note 1-2005.
Applies to all vessels; Maritime Authority provides certification Website
Backup Arrangements for ECDIS www.liberianregistry.com/
At present the French Administration only authorises paper charts to be used as a backup to ECDIS. The Malta
content of paper chart backup folio will be defined in the near future. Backup Arrangements for ECDIS
Acceptance of RCDS A type approved electronic backup arrangement for ECDIS mode of operation (using ENC) is also
Applies to all vessels; Maritime Authority provides certification accepted
IMO or Flag State Notifications IMO or Flag State Notifications
Règlement annexé à l’arrêté du 23/11/1987, division 221 IMO circular SLS.14/Circ.254
Website www.imo.org/includes/blastDataOnly.asp/data_id%3D13957/254.pdf
www.mer.gouv.fr/
Marshall Islands
Germany Acceptance of ECDIS
Backup Arrangements for ECDIS Even though a ship may be routinely operating in the ECDIS mode with available ENC data, prudence
BSH accepts Chart Radar as meeting the requirements for back up. would dictate that an appropriate portfolio of paper charts still be maintained as a back-up in the event
IMO or Flag State Notifications that, for whatever reason, the ship loses the use of its ECDIS. Cer¬tain ports still require the use of up-to-
Full details regarding the acceptance of ECDIS and RCDS and the status of private charts is included in date charts for the approaches to their harbours. It is strongly recommended that Shipowners consider
the Week 1 issue of BSH Notice to Mariners each year. the practical and legal risks involved and continue to maintain corrected paper charts on board every
SLS14/Circ190 ship.
www.imo.org/includes/blastDataOnly.asp/data_id%3D5557/190.pdf Acceptance of RCDS
Website Because of a number of technical limitations in the RCDS, the mode does not have the full functionality
www.bsh.de of ECDIS, and therefore should only be used in conjunction with an appropri¬ate portfolio of up-to-date
paper charts.

61
IMO or Flag State Notifications Training: An amendment to Norwegian Maritime Directorate (NMD) regulation 2003-05-09 no 687

ECDIS enforcement /// Flag state ECDIS requirements

Marine Guidance note 7-41-1 came into effect on 1 January 2005. Navigators on vessels equipped with ARPA, ECDIS, AIS or similar
www.register-iri.com/marineguidelines/mg-7-41-1.doc equipment are now required to complete training in the use of this equipment and its limitations.
Website Website
www.register-iri.com/content.cfm?catid=98 www.sjofartsdir.no
Netherlands Spain
Acceptance of ECDIS IMO or Flag State Notifications
Upon receiving a documented request a confirmation of the permission to sail without paper charts is SLS14/circ283
provided to the vessel by letter or fax. A note is added to the Safety Cer¬tificate indicating the vessel www.imo.org/includes/blastDataOnly.asp/data_id%3D18185/283.pdf
is equipped with an ECDIS compliant with SLS.14/Circ.191, which will also be attached to this Safety FOM/2472/2006
Certificate Website
Backup Arrangements for ECDIS www.fomento.es/MFOM/LANG_EN/DIRECCIONES_GENERALES/MARINA_MERCANTE/
Use of official RNC’s for backup is only acceptable where official ENC’s are not available
Sweden
Acceptance of RCDS
Acceptance of RCDS
All vessels are permitted to use RCDS mode where no ENCs are available. Guidance on the appropriate
Use of RCDS mode is allowed in conjunction with appropriate paper charts for areas where no ENCs
paper chart folio is that no paper charts are required. Upon receiving a docu¬mented request a
exist.
confirmation of the permission to sail without paper charts is provided by letter or fax. A note is added
IMO or Flag State Notifications
to the Safety Certificate indicating the vessel is equipped with an ECDIS compliant with SLS.14/Circ.191,
IMO circular SLS.14/Circ.198
which will also be attached to this Safety Certificate.
Website
IMO or Flag State Notifications
www.sjofartsverket.se/default____603.aspx
SLS.14/Circ.191
www.imo.org/includes/blastDataOnly.asp/data_id%3D6145/191.pdf Ukraine
Letter DS-20665/01/SKA, dated 4 October 2001 to the Netherlands’ shipowners associa¬tions. Acceptance of ECDIS
Website Permission is granted to all vessels see - “Regulations on the Sea Vessels Equipping”; Ukrainian Register
www.ivw.nl/en/ of Shipping, Kyiv, 2003.

New Zealand
IMO or Flag State Notifications
MNZ Maritime Rule 25 does contain reference to use of ECDIS.
Website
www.msa.govt.nz/rules/maritime_rules.asp
Norway
Backup Arrangements for ECDIS
Norwegian Maritime Directorate also accept a Chart Radar as meeting back up arrange¬ments
Other Comments

63
United Kingdom

ECDIS enforcement /// Flag state ECDIS requirements

Acceptance of ECDIS
Permission is given on a vessel by vessel basis; a letter of equivalency is issued.
Backup Arrangements for ECDIS
Option 2 is accepted only for areas not covered by ENCs and where supported by an ap¬propriate
portfolio of paper charts ascertained following a risk assessment.
Acceptance of RCDS
Acceptance on a ship by ship basis following a risk assessment in accordance with Marine Guidance Note
285
IMO or Flag State Notifications
MCA special publication “Safety of Navigation –Implementing SOLAS Chapter V, 2002. An¬nex 14 –
“Electronic Charts”
Marine Guidance Note (MGN) 285 – Electronic Charts – The use of Risk Assessment when Operating
ECDIS in the Raster Chart Display System (RCDS) Mode. February 2005.
Other Comments
Training: As part of the UK process for issuing a Letter of Equivalency, MCA need to be satisfied
regarding arrangements for training (generic and type-specific) and familiarisa¬tion of electronic charts
users.
Website
www.mcga.gov.uk
United States of America
Acceptance of ECDIS
ECDIS has not yet been recognized in US national regulations, however U.S. Coast Guard Navigation
and Vessel Inspection Circular (NAVIC) 02 03 outlines the interim acceptance for meeting SOLAS carriage
requirements regarding the use of ECDIS for primary means of navigation on board foreign vessels in U.S.
waters. NAVIC 02-03 is considered tempo¬rary guidance until U.S. navigation regulations are formally
amended to also include U.S registered vessels.
Draft regulations are expected to be published for consultation later in 2007
Backup Arrangements for ECDIS
NAVIC 02-03 finds the back up options referenced in SOLAS Chapter V acceptable when foreign vessel
utilize a second ECDIS, ECDIS in RCDS mode with an appropriate folio of paper charts with respect to
transit areas, and paper charts as the sole means for provid¬ing backup.
Website
www.uscg.mil/

65
 ECDIS enforcement /// What is an adequate back-up system?
This question sums up most of the different interpretations of SOLAS from nation to
nation. Since failure of the primary ECDIS navigation system is a very real and appropri-
ate concern, authorities responsible for safe commercial navigation have put extra care
and attention into their answers of the question “what then?”
Some countries regard only a fully-updated folio of approved paper charts as

What is adequate back-up. Others permit ships to employ a second ENC-fuelled ECDIS to be
used as a back-up, as long as it has an independent power supply. Still others allow a
second ECDIS, with an independent power supply, which uses RNCs, or raster nautical

an adequate
charts. Some flag states may allow a non-ECDIS electronic chart system (called an ECS)
that uses ENC data as back-up, provided it meets IMO back-up rules. Finally, some flag
states may permit the use of a chart radar as back-up.
As practically every country takes a unique stance in respect to this question, the only

back-up system? definitive answer is to refer to the chart above (for general guidance) and speak to your
flag state authority (for specific guidance). The expansion of ENC coverage, increased
usage of ECDIS and commercial aspects of navigation technology will all play a role in
determining how these guidelines change.
In instances where several back-up arrangements are possible, each operator must
weigh the relative advantages of different systems based on their existing systems, life-
time costing of new arrangements, training and safety and operational considerations.

67
 ECDIS enforcement /// Will I be able to sail without updated paper charts?
Given the amount of time and energy navigation officers spend acquiring and up-
dating paper charts, many shipping companies are keen to see the day when they can
answer “yes” to this question.
A ship’s master must ensure that his ship is equipped with a portfolio of updated
paper charts that cover his intended voyage, unless:

Will I be able
• He uses a type-approved ECDIS as his primary navigation system, AND
• His flag state permits use of ECDIS as a primary navigation system, AND
• He possesses a full complement of updated ENCs for the intended voyage, AND

to sail without • He uses a type-approved ECDIS with an independent power source as his back-up
navigation arrangement, AND
• His flag state permits use of ECDIS with an independent power source as a back-

updated paper charts? up navigation arrangement, AND

• He has installed the appropriate ENCs on both his primary and back-up ECDIS
systems, AND
• He has ensured that he meets all other requirements, including possession of the
correct documentation of ECDIS training, and so forth.
If the master has done all of these things, he should be able to sail without updated
paper charts. Nonetheless, he should be aware of the risk of entering ports of nations
that do not permit the use of ECDIS as either a primary or back-up navigation system,
as this may lead to penalties or detention. Further, he must exercise the usual due care
and caution demanded to ensure safe navigation.

69
Training
 Training ///
Much of the fear stemming from the introduction of mandatory ECDIS has actually
been the fear of watchkeepers and masters navigating via an ECDIS without the proper
training. Most bridge officers would readily agree that ECDIS seems like a beneficial and
helpful tool that increases safety. They would also agree that the prospect of navigating
in close quarters with other ships led by officers using an ECDIS that they are not suf-
ficiently trained on, is unsettling.
In 2008, the United Kingdom’s Marine Accident Investigation Branch revealed that an
accident earlier that year (CFL Performer) resulted from inadequate ECDIS training. In
this instance, one bridge team had received general ECDIS training, and ECDIS training
specific to the make on board; sadly, another bridge team was navigating that day.
The master had no previous experience or training on ECDIS or any other form of
electronic navigation system. None of the officers were aware of the significance of the
safety contour, the safety depth, and the shallow and deep contours, and did not know
how to establish a watch vector ahead of the vessel, or its significance.
All of these fundamentals are part of any ECDIS training course. Though the idea of
an “ECDIS-assisted grounding” has led to some worries, the ECDIS in many cases is not
at fault. In fact, it is an “ECDIS Training-assisted grounding”.
Maritime authorities have been addressing the issue of ECDIS training for as long as
they have been addressing ECDIS. Training requirements, both in the use of ECDIS, in
general, and the specific makes and models onboard, are increasing. Basically every
school training bridge officers will offer ECDIS training, with simulators. Further, almost
every producer of ECDIS offers training in the use of its equipment, or a list of schools
that offer ECDIS training with this equipment.

73
 Training /// What are the training requirements for ECDIS?
When it is the primary means of navigation onboard, ECDIS training is required by
two specific sets of shipping regulations. For as long as the primary means of naviga-
tion onboard is paper charts, however, training in the use of ECDIS is purely optional
(as is obviously the case on ships not yet equipped with ECDIS).

What are the

The IMO’s STCW 95 (Standards of Training, Certification & Watchkeeping) Conven-
tion requires ECDIS training, by equating electronic and paper charts, per definition.
STCW 95 Table A-I I-1 stipulates that “ECDIS systems are considered to be included
under the term ‘charts’.” Thus, the RENC guide to ECDIS concludes that:

training
1. If ECDIS is used as “chart”, the user must demonstrate the same degree of
knowledge and competency concerning the use of ECDIS as a user of a conven-
tional chart must demonstrate chart work competency.
2. ECDIS training is as “mandatory” as chart training.

requirements The ISM Code has stricter wording on ECDIS training, as the ship owner or operator
must ensure that personnel are given proper familiarisation with their duties. This ap-
plies to proficiency in ECDIS, if this is the main means of navigation onboard. Thus, in
the event of an accident, ECDIS training may affect liability and insurance.

for ECDIS?
Further, national authorities may require ECDIS training for vessels in their flag
registries, or visiting their ports. Port state controllers in the Paris MoU region are
admonished to discover: “Are officers able to produce appropriate documentation that
generic and type-specific ECDIS familiarisation has been undertaken?”
It is up to each flag state to define who on board the vessel must have ECDIS training.
In general, however, the master, watchkeeping officer, the route planner and any other
bridge personnel who use the ECDIS should have completed a training course.

75
 Training /// What is recommended training for ECDIS?
All bridge officers who will keep watch on a vessel equipped with an ECDIS should
have general ECDIS training, as well as specific familiarisation with the ECDIS model on
board. Even when the ship’s primary form of navigation is paper charts, the officers will
often rely on the ECDIS anyway; for this reason, they should be well trained in its use.
The IMO Committee on Standards for Training and Watch-Keeping (STW) has ap-

What is
proved a standardised IMO “Model Training Course on the Operational Use of ECDIS”
(Model Course 1.27). This course consists of a set number of topics and skills that
provide minimum requirements for a candidate to receive an ECDIS certificate. ECDIS
training courses are generally developed according to flag state requirements, which
give the ECDIS certificates their authority. Government approved courses generally need

recommended training to meet the IMO Model Course demands.

Even with these rules, ECDIS training courses differ considerably. For example, some

for ECDIS?
ECDIS training courses take five days, while others (nominally covering the same
ground) take only two. Most government-approved ECDIS training programmes will fill
five full days, though. Type-specific ECDIS courses will usually add anywhere from one
to three days of training.
The Master, first officer and any watchkeeping bridge personnel should minimum
take a general and type-specific ECDIS course, as well as yearly updates. They should
renew the type-specific ECDIS course each time the ship is refitted.
A debate regarding standardisation of ECDIS would potentially put an end to type-
specific ECDIS training, but – as this debate shows no signs of ending soon – the need
to do type-specific training persists.

77
 Flag state Location Contact details

Training /// Who offers ECDIS training and where?

Australian Maritime College
Australia Pivot Marine
Royal Australian Navy

Complete list of relevant institutions can

Furuno Integrated Navigation System Training
Denmark be found at www.fuldskruefrem.dk/
Center (INSTC), Copenhagen
adresseliste.html

Satakunta University of Applied Sciences www.samk.fi/english

Kymenlaakso University of Applied Sciences www.kyamk.fi
Finland

Who offers
Yrkeshøgskolan Sydväst www.sydvast.fi
Høgskolan Åland www.ha.aland.fi

www.ecole-navale.fr
École Navale
www.hydro-marseille.com
France Écoles Nationales de la Marine Marchande
www.hydro-lehavre.fr
(Marseille, Nantes and Le Havre)
www.hydro-nantes.org

ECDIS training,
Hochschule Wismar
www.sf.hs-wismar.de
Hochschule Bremen
www.hs-bremen.de
Germany Fachhochschule Oldenburg – Ostfriesland/
www.fh-wilhelmshaven.de
Wilhelmshaven
www.fzh.de
Fortbildungszentrum Hafen

Norway Ålesund University College www.hials.no

and where?
Portugal Escola Náutica Infante D. Henrique www.enautica.pt

South Africa South African Maritime Training Academy www.samtra.co.za

Sweden Kalmar and Gothenburg Maritime Agencies www.hik.se

Warsash Maritime Centre www.warsashcentre.co.uk

South Tyneside www.stc.ac.uk/marine
United Kingdom Blackpool and Fylde www.blackpool.ac.uk
Glasgow Nautical College www.glasgow-nautical.ac.uk
Lairdside Maritime Centre www.ljmu.ac.uk

USA MITAGS www.mitags.org

available ECDIS training based on IMO model course 1.27 as reported by flag states. Note
that this list is not exhaustive. From Facts about electronic charts and carriage requirements,
published by the IC-ENC and Primar in 2007.

79
ECDIS, much more than
a chart machine
Commentators and experts familiar with ECDIS navigation urge shipowners and gation is defined thus: The collection, integration and display of maritime information

More than a chart machine ///

mariners alike to understand the full impact of mandatory ECDIS. Some, like a technical onboard and ashore by electronic means to enhance berth-to-berth navigation and
manager with the Nautical Institute, urge caution and preparedness, as the transition related services, safety and security at sea and protection of the marine environment.
from paper chart-based navigation to ECDIS navigation may lead to danger: An orientation paper from the UK Department for Transport described in greater
ECDIS is a total change from paper charts, and the transition from paper to electronic detail how eNavigation will look to users:
charts will pose a challenge for the industry, particularly for those who have no current Using satellite positioning signals, underpinned by fail-safe supplementary positioning
experience of electronic charts. Mariners should be aware that ECDIS is more than just signals (e.g. Loran C) or onboard devices (e.g. inertial navigation computers), displayed
a digital version of a paper chart. Important bridge procedures are significantly affected, in an intelligible and comprehensively integrated format (ECDIS), onboard ship and
and these require careful analysis and consideration if ECDIS-assisted groundings are to replicated on shore, with shore-based monitoring and intervention capability.
be avoided. It is important that traditional navigation skills are not lost and that naviga-
Further, the paper described the key structural components of such a system:
tors become confident, but not overconfident, in the use of ECDIS. There is a danger
that bridge watchkeepers will increasingly trust what is displayed without question. • Accurate, comprehensive and up-to-date electronic navigational charts (ENCs) to
a common format, covering the entire geographical span of a vessel’s operation;
On the other hand, the increased functionality of ECDIS, vis-à-vis conventional paper
chart navigation, means that commercial shipping will see greater safety, and improved • Accurate and reliable electronic positioning signals, with “fail-safe” performance
bridge oversight. The authors of The Electronic Chart sum up the new scenario thus: (provided through multiple redundancy, e.g. GPS, Galileo, differential transmitters,
Loran C and defaulting receivers onboard inertial navigation devices);
The electronic chart represents a revolutionary advance in maritime navigation and
safety. Since an electronic chart system is capable of continuously displaying own ship’s • Information on vessel route, bearing, manoeuvring parameters and other status
position on the electronic chart, there is increased benefit of having other real-time in- items (hydrological data, ship identification data, passenger details, cargo type,
formation available that can be used to increase the safety and efficiency of the voyage. security status, etc.) in electronic format;

These two expert opinions agree that ECDIS will, by necessity, forever change the task • Transmission of positional and navigational information ship to shore, shore to
of navigating, though the core skills and abilities that form the foundation of traditional ship and ship to ship;
maritime navigation should not be lost or diminished. • Clear integrated display of the above information on board ship and ashore;
ECDIS’ potential to transform navigation is so great that the IMO has adopted a new • Information prioritisation and alert capability in risk situations (collision, ground-
concept called eNavigation, which is meant to describe and direct the changes. eNavi- ing, etc.) on ship and ashore.

83
 Perhaps the best way to describe full use of ECDIS would be to list some anticipated

More than a chart machine /// What does it mean to use ECDIS fully?
benefits of mandatory ECDIS. These include:

1. 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.

What does it 2. 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

mean to use
helps improve this visualisation process.
3. 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.
4. Central role at the steering station: An ECDIS puts many technologies and

ECDIS fully?
sources of information in one central position, so navigators no longer need to
shuttle around the bridge to learn what they need to know.
5. 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.
6. Radar overlay: Combining the electronic chart and radar in an ECDIS combines
grounding-avoidance and collision-avoidance into one instrument.
7. Automatic route monitoring: The planned route can be examined for potential
danger, in terms of water depth, objects and deviation.

85
 8. Automatic track control: In effect, the ship can transit a pre-planned route, fol-

More than a chart machine /// What does it mean to use ECDIS fully?
lowing course changes using a planned turning radius.
9. 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.
10. 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.
Shipping companies want to realise this level of use, as a 2005 report into barriers to
the adoption of ECDIS revealed:
There is clearly a desire by shipping companies to increase efficiency of the seafarer
by the introduction of ECDIS. This increased efficiency can be achieved “on watch” by
having all the navigational information in a central source. “Off watch” it is increased
by reducing the time taken to complete chart updating and passage planning. The
MAIB report identifies fatigue of the watchkeeper as one of the main causes of marine
incidents. If ECDIS reduces fatigue by improving efficiency both on watch and off
watch, the system will directly contribute to safety.
The same report also stated that the hydrographic community should band together
to promote ECDIS as a factor to improve both safety and efficiency. In fact, new,
ECDIS-enabled procedures may allow many shipping companies to better manage their
core operations, from better weather routing to increased voyage optimization and
increased integration to other shipboard systems that affect operational efficiency.

87
 More than a chart machine /// What other technology can be integrated?
What other The technologies that can be integrated into the ECDIS system fall into two indistinct

sources and
groups, ranging from those that are fundamental to the operation of the ECDIS to
those that are more voluntary and complementary, bringing value-added functional-
ity. ECDIS manufacturers are constantly seeking to create a competitive advantage
by incorporating new functionality into their core product offering, and – to varying

technology
degrees – enabling third-party suppliers to offer technologies that are compatible with
the ECDIS. There is no clear division between the two classes of technologies that can
be integrated into an ECDIS, only a spectrum of utility, complexity and value.
Some of the core sensors and instruments that are usually integrated into the ECDIS
include ship position (GPS), course (gyro or magnetic compass), speed over ground

can be integrated
(speed log), water depth (echo sounder) and wind speed and direction. In addition,
the ECDIS is often set up to receive digital and video radar input and AIS (Automatic
Identification System) signals. An ECDIS may often connect to the ship’s automatic track
control (autopilot).

to an ECDIS?
89
 More than a chart machine /// What other navigational sensors can be connected?
What other
The purpose of integrating an ECDIS with radar input is to improve the navigator’s
situational oversight. The specific benefits of an ECDIS/radar overlay include colli-
sion avoidance, position monitoring, target identficiation, radar performance, shifted

navigational
objects, false faraway detection, error detection, mutual check, reduced errors, reduced
workload and system redundancy.
Integration of the ECDIS and AIS can have the following benefit: “It may be possible
to detect, monitor and manage the movement of vessels without having them in visual

sensors
sight or on radar. As a result, decisions on collision avoidance measures could be made
from a remote location.”
In fact, the introduction of an ECDIS onboard a commercial vessel often becomes
synonymous with the introduction of an integrated bridge system, in which the ECDIS

can be connected
becomes the focal point for a battery of navigational and operational activities. The
report cited earlier in the section on full use of ECDIS (“The Hailwood Report – Barriers
to the adoption of ECDS”) found that as many as one in five shipping companies con-
sidered the real investment decision to concern an integrated bridge system, not ECDIS.

to an ECDIS?
The latter was seen as a natural and automatic element of the former.
Additional hardware often connected to a ship’s ECDIS include the NAVTEX (and
potentially other elements in the GMDSS system), and the voyage data recorder (VDR).

91
 More than a chart machine /// What other information and databases can be used?
With ECDIS, the potential to add and edit new value-added information for bridge of-
ficers that can contribute to increased safety and efficiency is practically endless. Count-

What other less companies are currently working to develop and market information products
for use on an ECDIS. These products may range from weather information to piracy
information to hull acceleration information and any other source that may be deemed

information
practical for shipowners and operators.
Met-ocean (Meteorological and Oceanographic) data is one of the most natural add-
ons to an ECDIS. Wave heights, wind speed forecasts, tidal and current information are

and databases
all mathematically modeled to create realistic prognoses of conditions in the path of
a ship. And this realistic forecast can be represented on an ECDIS on the bridge, and
perhaps even more usefully at the navigator’s planning station. Another kind of data
under development for use on ECDIS is ice coverage, which will hopefully allow safer

can be used
transit of polar regions.
Traffic information can also be integrated into an ECDIS presentation, allowing bridge
officers and even fleet managers to plan movements so that they avoid bottlenecks in

with an ECDIS?
heavily trafficked channels and ports. Port information, both commercial (supply) and
official (inspection), could also become valuable additions to the navigational picture on
an ECDIS. Even security may be improved, as updates on pirate activity show officers
where to go and where not to (and when) to minimize the likelihood of attack.

93
 In addition to these basic information channels, some companies are working to

More than a chart machine /// What other information and databases can be used?
combine sources of weather and sea-state information with data coming from the ship
to provide intelligent feedback about the ship’s handling, the ship’s optimal routing
from origin to destination and the ship’s ability to withstand conditions en route. These
systems fall under the general rubric of “optimization”, as they incorporate new tech-
nology to help navigators find the best possible way to make a sea transit.
Also inland navigation creates opportunities to use information on an ECDIS. Obvi-
ously, rapid updates of changing bottom conditions in major waterways, and databases
concerning barge and tow-boat traffic can assist freshwater navigators consulting an
ECDIS.

95
Jeppesen Marine
From electronic chart standard
to e-navigation solution
Decades after ECDIS was first introduced and ENCs
began to be produced, a consistent set of standards are
in place. From this foundation, producers and suppliers
can develop and launch a vast array of new products
and solutions. Digital navigation has, one might say,
reached its Windows-moment – on the common
platform of the ECDIS much new value can be built.
 Jeppesen Marine
Jeppesen Marine: Co-operation with Hydrographic Offices
Making e-navigation a reality Jeppesen Marine works with dozens of hydrographic offices worldwide in two crucial
ways. Jeppesen Marine provides software that helps hydrographic offices to convert
C-MAP Norway was founded in 1993 to provide the chart data that would fuel an
navigational data into official ENC databases. Secondly, Jeppesen Marine acquires
ECDIS. From this modest beginning, the company has evolved into the market’s leading
licenses from hydrographic offices to incorporate their ENC data into value-added
supplier of services and data for e-navigation. Today the company offers market-leading
products.
solutions for distribution and updating of private vector chart data and ENCs, accurate
weather data, voyage optimisation services and dynamic licensing. After Jeppesen Jeppesen Marine markets two types of chart data. One is its own private, vector-
Marine (a Boeing company, based in Colorado, USA) acquired C-MAP Norway in 2006, based electronic charts, known as C-MAP Professional+. The other is the official ENCs
the company’s ambitions to support the maritime industry were brought up to the same produced by hydrographic offices all over the world. Only the latter satisfies the IMO’s
level as the mother company’s relationship with the aviation industry. Today Jeppesen requirements to mandatory ECDIS. The private C-MAP Professional+ data has, however,
Marine has as its goal to be the most attractive partner and supplier of e-navigation played a critical role as a source of high-quality navigational data where ENCs do not
services and data, in order to make shipping operations more efficient and safe. yet exist.
Jeppesen Marine maintains a close relationship with the hydrographic community. As
a leading private-sector supplier of data from hydrographic offices to the global com-
mercial shipping industry, Jeppesen Marine plays a crucial role in the market.

99
 Jeppesen Marine
Products and Services

ENC Service seakeeping expert advisory system.

Jeppesen Marine is an authorised distributor of official ENCs available directly from VVOS software is custom tailored to each vessel class in order to provide accurate
various national Hydrographic Offices, as well as ENC data distributed by Regional ENC predictions of the ship seakeeping and speedkeeping capabilities in any seastate. The
Coordinating Centres in Norway and the UK. VVOS seakeeping advisory module shows the effect of changing heading and speed
on vessel roll, pitch, accelerations, slamming, boarding waves, bending moment/shear
Weather forces on critical frames -- thus helping officers avoid heavy weather damage. An opti-
mization algorithm can also minimize fuel costs.
Jeppesen Marine is continuously working on refining the Weather Service offered to
its professional users.
This work has resulted in a combination of the electronic charts with important
Optimization Solutions
weather information. The new functionalities are collectively part of a solution called Using sophisticated hydrodynamic modeling, computations, and highest resolution
WeatherNav. ocean forecasts the VVOS guidance system recommends speed and heading changes to
manage ship motions to minimize heavy weather damage.
When planning a transit or offshore operations, navigators can use the WeatherNav
functionality to assess both the detailed navigational information in the chart and the Unlike traditional weather routing services and programs on the market, VVOS
world’s best meteorological data. includes a detailed model of ships’ motion, engine and propeller characteristics. This
“virtual” ship accurately estimates speed made good under forecast wind, wave and
WeatherNav functionalities mentioned here are being incorporated into steadily more
ocean current conditions for a given engine power and propeller RPM, as well as ship
ECDIS systems.
motion limitations defined in the “Safe Operating Envelope”.
VVOS includes a real-time monitoring, recording and warning system for excessive
Weather routing
motions and accelerations, particularly for Parametric Roll. Once underway the system
Jeppesen Marine offers a range of services under the name Vessel and Voyage
also monitors ship motion response and engine condition, and provides alarms if safe
Optimization Solutions (VVOS). The system is an onboard passage planning tool and a
operating limits are exceeded.

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 Jeppesen Marine
Dynamic Licensing C-MAP Update Service CD/DVD
Dynamic Licensing is a user-friendly and cost effective method of licensing, using and Updates can be distributed via CD-ROM (CM-93/2 and Professional) or DVD (Profes-
updating charts in C-MAP SENC format onboard vessels globally. sional+ and ENC) every month or three times a year. This option includes all updates
Dynamic Licensing eases the ordering process for the mariner and makes ENC licenses issued in NtM booklets, new charts and new editions of charts.
available in seconds automatically. Usage is reported automatically on the C-MAP
Online Updating Service. Hence all the charts, updates and licenses will be onboard C-MAP Update Service Online
and ready for use without a pre-ordering process through a chart supplier. Costs are NtM updates can be distributed via the Internet. This service does not include new
controlled via pre-set budgets and spending limits, making “pay-as-you-go” a reality. charts and new edition of charts. Thus, to get access to new charts, it is recommended
to receive complete updates on CD-ROM or DVD on a regular basis. This service does
Updating Services not support the CM-93/2 product.
The C-MAP Update Service makes the latest updated weather and navigational data
available wherever you are. For subscribers with access to adequate communications C-MAP Update Service Online+
channels, new chart updates are made available on the C-MAP update server every This is the premium option. The service includes NtMs as well as new charts and pro-
working day. Weather forecast updates are available several times a day. In addition vides for complete updating. The service requires bandwidth of high quality and size.
to NtM’s, chart updates can now also include new charts and new editions of existing This service supports C-MAP Professional, C-MAP Professional+ and C-MAP ENC.
charts.
Depending on the customer’s needs, technical outfit and communication capacity,
the chart service subscriber can choose between three different options to keep the
onboard database updated.

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References and
abbreviations
AIS: Automatic Identification System. A short range coastal tracking system used on DSCC: Data Supply Chain Certification. A system of handling data intended to ensure

References and abbreviations

ships and by vessel traffic services (VTS) for identifying and locating vessels by electroni- that the transmission of data from its source to the point at which it is displayed on the
cally exchanging data with other nearby ships and VTS stations. end-user screen does not degrade the data.

ARPA: Automatic Radar Plotting Aid. A function that creates tracks on the radar dis- EBL: Electronic Bearing Line. A feature in a radar that is used to determine the relative
play using radar contacts. Such systems can calculate the tracked object’s course, speed bearing of an object from the observing ship’s bearing.
and closest point of approach.
EC: Electronic Chart. A term used to describe the data, the software and hardware
COG: Course Over Ground. The GPS system’s calculation of the ship’s heading in rela- system capable of displaying electronic chart information.
tion to the installed chart system
ENC: Electronic Navigational Chart. An electronic chart designed to be used in the
DCDB: Data Center for Digital Bathymetry. Operated by the National Geophysical ECDIS and issued on the authority of government-authorized hydrographic offices
Data Center in Boulder, Colorado, USA, DCDB is a focal point for digital hydrographic
data services for IHO Member Countries. FIG: International Federation of Surveyors. An international, non-governmental
organisation whose purpose is to support international collaboration for the progress of
DGPS: Differential Global Positioning System. An enhancement to GPS that uses a suveying in all fields and applications.
network of fixed, ground-based reference stations to broadcast the difference between
the positions indicated by the satellite system and the known fixed positions. GAGAN: GPS and GEO Augmented Navigation System

DNC: Digital Nautical Charts. A vector-based digital product designed to give naviga- GEBCO: General Bathymetric Chart of the Oceans. An international group of experts
tors an up-to-date seamless database of the world. DNCs are published by the National who work on the development of a range of bathymetric data sets and data products.
Geospatial-Intelligence Agency – part of the United States’ Department of Defense.
GLL: Geographic position. Used to send position from the GPS, LORAN C or other
satellite receiver to other devices, such as radar or ECDIS

107
GLONASS: Global Navigation Satellite System. A space-based, radio-positioning, navi- IBS: Integrated Bridge System. Ship systems that take input from sensors through-

References and abbreviations

gation and time-transfer system operated by the Government of the Russian Federation. out a ship in order to display position and control information electronically for bridge
officers. Navigators manage this system, choosing how to set the system, interpreting
GNSS: Global Navigation Satellite System. A world-wide position, time and velocity output and monitoring interactions between controls and the ship.
radio-determination system comprising space, ground and user-segments of which GPS,
GLONASS, EGNOS, COMPASS and IRNSS are components. ICA: International Cartographic Association. The world’s authoritative body for
cartography, the discipline dealing with the conception, production, dissemination and
GPS: Global Positioning System. A US-based global navigation satellite system that pro- study of maps.
vides positioning, navigation and timing services to worldwide users on a continuous basis.
IFHS: International Federation of Hydrographic Societies. A partnership of national
HDT: Heading-True. Used to send heading information from the gyro-compass to other and regional hydrographic societies that promotes the development of hydrography and
devices including radar and ECDIS knowledge exchange in the hydrographic community.

IALA: International Association of Marine Aids to Navigation and Lighthouse IHO: International Hydrographic Organisation. An intergovernmental organization
Authorities. A non-profit, non-governmental international technical association that representing over 80 national hydrographic organizations. Coordinates hydrographic
gathers marine aids to navigation authorities, manufacturers and consultants from all activity between states.
parts of the world, and facilitates knowledge sharing.
IMSO: International Mobile Satellite Organization. An intergovernmental organi-
IAPH: International Association of Ports and Harbors. A global alliance of ports zation that oversees certain public satellite safety and security communication services
representing 230 ports in 90 countries. IAPH is non-profit and non-governmental. Head- provided by the Inmarsat satellites.
quartered in Tokyo, Japan.
IOC: Intergovernmental Oceanographic Commission. A UNESCO commission that
coordinates marine research, services, observation systems, hazard mitigation and capac-
ity development in order to better manage the ocean and coastal areas.

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QZSS: Quasi-Zenith Satellite System. Is the Japanese regional satellite system that will S-100: A project under IHO to develop the new geospatial standards for hydrographic

References and abbreviations

enhance the GPS in Japan. data. It is purported to be a wider standard catering to other users apart from ECDIS and
based on the ISO TC211 standards for contemporary GIS. The ENC product specifications
RENC: Regional ENC Coordination Centre. Entities set up by the IHO, a RENC vali- based on S-100 will be drawn (termed S-101) which will in due course of time replace
dates and distributes ENCs from producing nations to end-users. Each major geographi- the S-57.
cal area of the world is meant to be represented by a RENC, but only two currently exist,
in Norway (PRIMAR) and the UK (IC-ENC). SBAS: Satellite Based Augmentation System

RNC: Raster Nautical Chart. Raster charts that conform to IHO specifications and are SENC: A database in the manufacturer’s internal ECDIS format produced as a result of
produced by digitally scanning and geo-referencing the image of a paper chart. transforming the ENC. The conversion from ENC contained in the ASCII form to SENC
in a binary form may be carried outside the ECDIS in a lab. This is a preferable way to
S-52: An IHO publication developed in conjunction with the IMO’s performance stan- provide efficient and error-free electronic charts to the end-user.
dards for ECDIS that provides specifications and guidance regarding the issuing and
updating of ENCs, and their display in ECDIS. SOG: Speed Over Ground. The GPS system’s approximation of the ship’s speed in rela-
tion to the installed chart
S-57: IHO Special Publication 57. Contains the IHO Transfer Standard for Digital
Hydrographic Data. The major components of S-57 Edition 3.1 are: Theoretical Data TCS: Track Control System. Via a connection with the autopilot, TCS in an ECDIS con-
Model , Data Structure, Object Catalogue, ENC product Specification, Use of the Object trols that the ship’s GPS position follows a pre-planned track.
Catalogue for ENC.
TTM: Tracked Target Status
S-63: The IHO recommended standard for the protection of ENC information. It defines Used to send tracked target information from ARPA to ECDIS.
security constructs and operating procedures that must be followed to ensure that the
IHO Data Protection Scheme is operated correctly.

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VDR: Voyage Data Recorder. A data recording system designed for all ships, and
required to comply with the IMO’s SOLAS Convention, in order to collect data from
various sensors on board the vessel. The information is stored in an externally mounted
protective storage unit.

VRM: Variable Range Marker. A feature of radar used to determine relative distance to
any target seen on the screen.

VTS: Vessel Traffic Services. A marine traffic monitoring system established by harbor
or port authorities, similar to air traffic control for aircraft. These use radar, CCTV, VHF
radiotelephony and AIS to track vessels.

WAAS: Wide Area Augmentation System. An SBAS system operational in the US

region.

WEND: Worldwide Electronic Navigational Chart Data Base. An IHO concept,

based on the set of WEND Principles, designed specifically to ensure a world-wide consis-
tent level of high-quality, updated official ENCs through integrated services that support
chart carriage requirements of SOLAS and the requirements of IMO PS for ECDIS.