Electronic Chart Display and

Information System
(ECDIS)
IMO Model Course: 1.27 (Edition 2012)

Course Handout

FOSMA MARITIME INSTITUTE AND RESEARCH ORGANISATION

B – 25 / 7 – 8, SECTOR – 59, NOIDA, U.P., PIN 201301, INDIA

TEL: 0120- 4256900, FAX: 0120- 4256908

EMAIL: [email protected]
www.fosma.net

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 FOSMA HOUSE

FOSMA MARITIME INSTITUTE AND RESEARCH ORGANISATION

B – 25 / 7 – 8, SECTOR – 59, NOIDA, U.P., PIN 201301, INDIA

TEL: 0120- 4256900, FAX: 0120- 4256908

EMAIL: [email protected]
www.fosma.net

NOTE: For Direction/ Guidance Please Refer Map given below.

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 INSTRUCTIONS TO STUDENTS

(ECDIS COURSE)
Eligibility Criteria:

 Entry Standards

1) The trainees undertaking this course shall have undergone pre-sea training for deck
cadets and sea service of not less than six months as Deck Cadet ,OR

2) Other trainees such as deck rating who has completed sea service for Certificate of
Competency as Second Mate FG or NWKO- NCV and has attended the relevant
competency course for the respective grade

3) Al l trainees shall be in possession of Certificate of proficiency for ROSC and ARPA

and have at least three months sea service associated with bridge watch keeping
duties under supervision of a qualified officer.

4) All trainees should also have considerable familiarization with personal computing
operating systems, keyboards and mice or trackballs.

Admission cut off Date/Time:

In order that prospective student meets minimum attendance criteria of this course, no
student shall be given admission in the course after 3 hours of the commencement of
the course. Such late joining student has to repeat the missed out module of the
course outside usual teaching hours.

Maximum Intake Limitation:

The number of students should not exceed 12 in the class.

Required Attendance:
The attendance required shall be 100%. If the attendance of the trainee is less than
100%, the student shall be required to undertake training in the same module(s) of the
course in any subsequent batches, within 3 months to qualify for attendance and re-
assessment.
Course can extend to sixth day in case of any contingency i.e. absence of any
faculty and/or holiday/malfunctioning of the simulator etc.
The course coordinator shall keep proper records of attendance/ course
delivery/examination/contingency if any.
If a candidate is absent for more than one day, he/she needs to repeat the entire
course again.

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Internal Evaluation:
The course coordinator shall ensure that all candidates undergo practical/written
internal assessment, during the course. The assessment shall be conducted within the
teaching hours, i.e. 40 hours. The passing percentage in the written examination is
70%.
If any candidate is found underperforming during course evaluations, he/she will not
be awarded course certificate till evaluation is up to the mark.

Re-examination:
Any candidate failing in the internal examinations shall be re-examined outside the
usual teaching hours and will only qualify for the certificate if he/she passes the
internal examination.
Candidate should further note that written examination question paper may be
different during re-sits in the examination.
Unsuccessful trainees shall be re-assessed on the subsequent batch assessments.
Every candidate shall be permitted to a maximum of three attempts at the
assessment. lf any trainee is unsuccessful after three assessment attempts, he/ she
shall repeat the entire course.

No candidate shall be allowed re-sits in the examination after three months of the
commencement date of the respective course.

Certificate:
On successful completion of the course, i.e. a student, meeting attendance criteria +
passing the internal examination, shall be issued a certificate, by the institute, as per
DG Shipping guidelines. Students falling short of the required attendance, or
unsuccessful in their Internal Assessment, must not be given this certificate or any
similar certificate that could be mistaken for such a certificate.

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 Table of Contents
Introduction …………………………………………………… 8

Chapter 1. Purpose of ECDIS ……………………………………………… 10

Chapter 2. Value of Navigation ……………………………………………. 16
Chapter 3. Correct and Incorrect use ………………………………………. 19
Chapter 4. Position source ………………………………………………… 21
Chapter 5. Basic Navigation ………………………………………………. 22
Chapter 6. Heading and Drift Vectors …………………………………….. 23
Chapter 7. Understanding chart data ……………………………………… 24
Chapter 8. Chart quality and accuracy ……………………………………. 33
Chapter 9. Chart Organization & Procuring and Installing Chart Data …… 40
Chapter 10. Sensors & Ports & Data feeds ………………………………… 47
Chapter 11. Chart selection ………………………………………………… 49
Chapter 12. Chart information ……………………………………………... 56
Chapter 13. Chart Scaling and Information Layers ………………………... 60
Chapter 14. Depth and Contour Alarms …………………………………… 63
Chapter 15. Vessel Manoeuvring Characteristics …………………………. 68
Chapter 16. ECDIS Route Planning and Monitoring ……………………… 69
Chapter 17. ARPA/Radar Overlay ………………………………………… 76
Chapter 18. AIS Function …………………………………………………. 78
Chapter 19. System Reset & Back up ……………………………………... 79
Chapter 20. Archiving ECDIS data and data logging …………………….. 80
Chapter 21. Responsibility ………………………………………………... 81
Chapter 22. Effective Navigation with ECDIS …………………………… 85

Reference 87

Note: The various features, displays and procedures etc. explained in this handout may vary from
manufactures to manufacturers. The appropriate ECDIS user manuals must be consulted.

Disclaimer: All possible efforts are made in preparing the digital copy of this handout and
information collected from various official publications and websites. Still user is requested to
please refer to latest and updated information available.
All rights reserved. No part of this Handout publication may be reproduced, stored in a retrieval
system, or transmitted in any form or by means, electronic, mechanical, photocopying, recording or
otherwise.
Although great care has been taken with the writing and production of this handout, neither the
Fosma Maritime Institute and Research Organisation nor FOSMA/ Any other faculty members
/related person can accept any responsibility for errors, omission or their consequences.
This Handout has been prepared to address the subject of ECDIS for ECDIS Generic Course
Training. This should not, however, be taken to mean that this document deals comprehensively
with all of the concerns that will need to be addressed or even, where a particular matter is
addressed, that the handbook sets out the only definitive view for all situations.

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 INTRODUCTION
The IMO has established a vision for e-navigation, which outlines the direction that shipping
and marine navigation communities need to follow.

For large sectors of the industry, going digital is compulsory, within a rigid time table. As we
already know, 2009 brought confirmation of an immovable timetable, as below; for the
mandatory adoption of ECDIS.

There are a number of considerations to be made to ensure that there is a smooth transition
from paper to electronic navigation. The most important thing is finding out how each fleet
will be affected. Legislation will eventually apply to almost all large merchant vessels and
passenger ships, however, it will be phased by vessel type and size. The first phase affects
new passenger ships and new tankers.

Developing a training strategy is paramount, as it is important to recognize that the transition

from paper to electronic navigation is a fundamental change in the way ship navigation will
be conducted. A case of fitting another piece of hardware to ensure compliance with a
carriage requirement is not a solution. And, one of the most important elements is training.

As a minimum you should be able to satisfy your Flag State and any independent audit
authorities that you are proficient in using ECDIS to maintain safety of navigation. Although,
the main aim of ECDIS is safety, however, in addition it can also increase operational
efficiency that in turn can lead to bottom-line savings for a ship owner in this ever evolving
world of shipping.
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SCOPE:
This course intends to provide the knowledge, skill and understanding of ECDIS and
electronic charts to the thorough extent needed to safety navigate vessels whose primary
means of navigation is ECDIS.

This course emphasizes both, the application and learning of ECDIS in a variety of underway
contexts. This is achieved through sophisticated navigation simulation that provides each
trainee with unrestrained access to own ship operations integrated with a complete type-
approved ECDIS with numerous chart formats installed.

This course is designed to meet the STCW requirements in the use of ECDIS, as revised by
the 2010 Manila Amendments, specifically as these apply to Tables A-II/1, A-II/2 and A-II/3
and also to revised guidelines pertaining to training and assessment in the operational use of
ECDIS in Table B-I (paragraphs 36 through 66), assessment in navigational watch keeping,
and evaluation of competence, both in Table B-II.

OBJECTIVE:
After completion of this course, participants will be able to demonstrate sufficient knowledge,
skill and understanding of ECDIS navigation and electronic charts to undertake the duties of
a navigational watch officer defined by STCW Code, as amended.

This knowledge, skill and understanding will include Column 1 ECDIS competencies of
Tables A-II, but is not limited to:

• Knowledge of the capability and limitations of ECDIS operations, and all indicated
sub-topics.

• Proficiency in operation, interpretation, and analysis of information obtained from

ECDIS, and all indicated sub-topics.

• Management of operational procedures, system files and data, and all indicated sub-
topics.

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 1.Purpose of ECDIS
Performance standards for ECDIS:

ECDIS equipment:

1. If installed on or 1 January 2009,should conform to performance standards not inferior to

those specified in the Annex to RESOLUTION MSC.232(82)and
2. 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) MSC.86 (70).

As per the revised performance standards MSC 232(82):

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 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.

• 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.

• The contents of the ENC or SENC information transformed from the ENC cannot be altered.

• ECDIS should present the Standard Display at any time by a single operate action.

• When an ECDIS is switched on following a switch off or power failure, it should return to the
most recent manually selected setting for display.

• It should always be possible to display the SENC information in a “north –up” orientation
other orientations are permitted.

• ECDIS should provide for true motion mode. Other modes are permitted.

• The effective size of the chart presentation for route monitoring should be least
270mm x 270mm.

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 Some Important Rules, Regulation with ECDIS:

• ECDIS Performance Standards, IMO Resolution A.817 (19) ECDIS Performance Standards.

• Amendment to Resolution A.817(19), MSC.64 (67 Apex. 6 Back-up requirement & MSC.86
(70) Apex. 7 RCDS Mode.

• MSC.232(82) Adoption of REVISED PERFORMANCE STANDARDS FOR ECDIS .

• 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-57, IHO Transfer standard for Digital Hydrographic Data.

• Special Publication NO.S-61,IHO Product specification for Raster Navigational Chart(RNC).

• Special Publication NO.S-63 , IHO Data Protection Scheme

• IEC Publication No. 61174,(ECDIS)- Operational and Performance Requirements ,Method of

Testing and Required Test.

Electronic navigational Chart (ENC) & System Electronic navigational Chart:

As per definition in performance standard:

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 conforms 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 considered necessary for safe navigation.

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 System Electronic Navigational Chart (SENC) means a database ,in manufacture’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.

ENC data is distributed in S-57 format by organizations such as the Admiralty, and other
national Hydrographic offices.

An ECDIS does not process the ENC content directly for the matter of display.

ENCs in S-57 format are optimised to absorb the Hydrographic object information but this
structure is not adequate for the fast generation of the resulting computer image on the
screen.

In order to get efficient data structures that facilitate the rapid display of ENC data, ECDIS
firstly converts each ENC format into an internal format called SENC.

ENCs in S-57 format have to be translated into the internal data format or SENC (System
Electronic Navigational Chart) used by the ECDIS before they can be displayed.

S-57 is a generic format and it is mandatory that all ECDIS must be able to Install ENCs in
this format.

SENC formats are proprietary and therefore specific to manufacturers or groups of

manufacturers

To achieve Compliance with international regulations, a ship may navigate with ECDIS
as primary means of navigation if:

• The ECDIS equipment must be type approved to the performance standards as outlined in
IMO & IEC standards as outlined in IMO & to IEC standards.

• Sufficient official data adequate for the intended passage is installed (ENC and RNC).An
“appropriate” folio of up to date paper charts to be used in conjunction with the ECDIS in IEC
mode.

• Be maintained to the latest applicable International Hydrographic Organization

(IHO)standards.

• The vessel must have an adequate back –up system .(commonly may be another ECDIS
system or paper charts).

• Any additional requirements laid down by Flag State are fulfilled.

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 In addition, watch keeping officers must have undergone appropriate adequate generic and
type specific training & familiarization on board.

Electronic Charting System (ECS)is a navigation information system that electronically

display vessel position and relevant nautical chart data and information from an ECS
Database on a display screen, but does not meet all the IMO requirements for ECDIS and is
not intended to satisfy the SOLAS Chapter V requirements to carry a navigational chart.

ECS equipment ranges from simple hand held GPS enabled devices to sophisticated stand
alone computer equipment interfaced to ship system.

A Chart display system that is not type approved cannot be classified as an ECDIS and
cannot be used to meet carriage requirements. Such system is referred to as Electronic
Chart Systems (ECS).

Also when ECDIS is displaying private Data it is becomes an ECS

Displays on ECDIS:
• Base
• Standards
• All information or Everything

Display Base means the chart content as listed in appendix 2(MSC 232 (82)) and which
cannot be removed from the display it is not intended to be sufficient for safe navigation.

Standards Display is the display mode intended to be used as a minimum during route
planning and route monitoring.

All other Information in ECDIS is used to describe information additional to the Standards
Display.

SENC INFORMATION AVAILABLE FOR DISPLAY DURING ROUTE PLANNING AND

ROUTE MONITORING

Display base to be permanently shown on the ECDIS display, consisting of:

• Coastline (high water);

• Own ship’s safety contour;
• Isolated underwater dangers of depths less than the safety contour which lie within the safe
waters defined by the safety contour;
• Isolated dangers which lie within the safe water defined by the safety contour, such as fixed
structures , overhead wires, etc;
• Scale , range and north arrow;
• Units of depth and height; and
• Display mode.

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 Standards display consisting of:

• Display base
• Drying line
• Buoys, beacons, others aids to navigation and fixed structures
• Boundaries of fairways, channels etc.
• Visual and radar conspicuous features,
• Prohibited and restricted areas
• Chart scale boundaries
• Indication of cautionary notes
• Ship’s routing systems and ferry routes
• Archipelagic sea lanes.

All other information, to be displayed individually on demand, for example:

• Spot soundings
• Submarine cables isolated dangers
• Details of aids to navigation
• Contents of cautionary notes
• ENC edition date
• Most recent chart update number
• Magnetic variation
• Graticule
• Place names.

While standards display may be considered to be the minimum information that must be
displayed at all times, some important features such as sounding, Submarine cables and
pipelines are not included in this display and should be switched on using the appropriate
display settings.

Presentation Library:

The appearance of an object on an ECDIS display is governed by an IHO standard known as

the Presentation Library (S-52 Appendix 2).

All presentation rules to get the SENCs content displayed are contained in the
“Presentation Library”

The rules within the presentation library govern how all objects how all objects are displayed.

Some of the things it contains:

• The ECDIS symbol library, which ECDIS will use to represent the feature object contained in
the ENC Data.
• The ECDIS colour tables for day , dusk and night viewing.
• Conditional symbology rules such as cases where symbolizing depends on circumstances
such as the mariner’s choice of safety contour.

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• Symbolizing instructions for special cases such as north arrow and scale bar, manual chart
corrections.
• Supplementary information such as ECDIS Chart 1, which shows the range of Symbol
available.

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 2. Value to Navigation
Traditional & Simplified Symbols.

The ENC data on display will be shown in one of the two forms of Symbols:

Traditional or Simplified

The Simplified symbols have been designed for optimal display on the screen.

The traditional Symbols are like those used for paper charts.

Mariners can chose between Traditional or Simplified symbol.

The ECDIS should provide the mariner with the option of using either the traditional paper
chart buoy and beacon symbols or the new simplified symbols, and either the symbolized or
the plain area boundary line styles, as best fits his purpose.

Simplified

Traditional

Simplified Traditional
IHO recommended colors and symbols should be used to represent SENC information.
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Value to Navigation with ECDIS:

Efficient Route and Voyage Planning - Tools for automatic Route and Voyage planning
from Port A to B via C can be integrated as a part of your ECDIS. Optimizing the schedule
taking into consideration the latest weather forecast (weather routing) and using integrated
environmental database for Tides and Currents will allow the vessel to proceed along the
route at the safest economical speed and arrive at its final destination on time. Calculation of
safety parameters, automatic printing of reports and plans that fulfill all international
requirements for voyage planning will enhance the quality of the planning and save hours
during preparation of the voyage.

Chart Management and Digital Publications - ECDIS provides unique tools for
management of charts and nautical publication in digital format. This includes ordering
updates as well as the preparation of reports. Within a few seconds they can be sent ashore
or be included as an integrated part of the voyage plan by showing the current status of the
vessels charts and nautical publications. Online chart ordering and delivery enables the ship
voyage, together with online charts corrections, will generate significant savings.

Display of Information - ECDIS uniquely combines information from different sources in

one display. Optimized chart presentation gives a perfect background for display of vital
information. This could be weather information, online targets, No Go areas, for example
Piracy or MARPOL areas, and additional navigation data. All this can be made visible just by
a single key operation. With predefined layouts enabling easy shifting between
presentations and online updating of the data, there is no better tool than ECDIS for efficient
presentation of information of interest- decision making cannot be easier and safer.

Integration - With ECDIS installed the integration of all navigational sensors and relevant
data on one spot of the bridge has become reality. Other mandatory systems like Bridge
Navigation Watch Alarm System (BNWAS) can be an integrated part of ECDIS. Running
several applications like RADAR, ECDIS, CONNING,

E-LOG Book on the same workstation gives the officer quick access to all information in a
single position (for example, on the bridge wing during mooring operations). ECDIS also
provides redundancy and improves efficiency by avoiding duplication of work, such as route
entry in several systems. Integration of ECDIS with the vessel’s communication system
enables online communication from Ship to Shore for the exchange of data and reports.

With a module for fuel optimization, integrated with the vessel’s propulsion system, the
optimization of speed along the route brings environmental and economic benefits.

Savings - With proper set up use, streamlined procedures (ISM) on the vessel and in the
shipping company as well as a trained and motivated crew, ECDIS is an investment with
huge potential for cost savings. At the same time, efficiency and safety are increased. Saving
can be immediately visible, with its biggest potential in the areas of charts and nautical
publications, fuel consumption and time spent on planning and preparation of reports. The
grounding frequency reductions achievable from implementing ECDIS vary between 11%
and 38% for the selected routes. This variation is due to variations in ENC coverage.
According to DNV, ECDIS represents a net economic benefit itself.
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Important Parameters of ENC:

• Automatic alarm generation is possible.

• Optional information can be displayed (customized settings).
• Zoom option with no deterioration of the readability.
• They are easy to correct.
• They require little memory capacity (quick loading).
• Information can be added (files, pictures etc.).
• Good readability in all presentation modes like Head-up, North-up, Course-up.
• Presentation is adapted according to the safety parameters of your vessel.

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 3. Correct & Incorrect use
ECDIS Anomalies:

An ECDIS anomaly is an unexpected or unintended behavior of an ECDIS unit which may

affect the use of the equipment or navigational decisions made by the user. Examples
include, but are not limited to:

• Failure to display a navigational feature correctly.

• Failure to alarm correctly.
• Failure to manage a number of alarms correctly.

Data Presentation and Performance Check:

IHO has produced an ECDIS Data Presentation and Performance Check dataset that allows
mariners to check some important aspects of the operation of their ECDIS.

This dataset contains two fictitious ENC cells which can be loaded into ECDIS units by the
mariner to assess operating performance and to determine whether there may be any
display anomalies that either need to be remedied or otherwise managed in the way that the
ECDIS is operated.

If the check highlights a problem, the accompanying guidance notes with the check dataset
offer suggested course of action.

The IHO ECDIS check dataset provides a test facility for the presence of the more serious
known anomalies, such as:

• The display of navigation areas recognized by IMO such as ESSA (Environmentally

Sensitive Sea Area), PSSA (Particularly Sensitive Sea Area) and ASL (Archipelagic
Sea Lanes).
• The display of lights with complex characteristics.
• The display o f underwater features and isolated dangers.

Over-reliance on ECDIS:

ECDIS is a tool that helps a mariner to navigate a ship safety and efficiently.

There is a tendency to put too much trust in computer- based systems and, in the case of
ECDIS, to believe implicitly in whatever shown on the chart display. It is essential that
officers remember to cross check the displayed information by all means available; especially
by visual observation and comparison from the bridge window and by watching the radar

However the dangers of over reliance on ECDIS should always be noted

Consideration should be given to:

- Poor GPS performance;

- DGPS used/not used;
- Manipulated GPS signal (jamming, interference errors);

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- ECDIS malfunction (e.g. failing to give Safety Contour alarm);
- Installation setup;
- A system malfunction and data inaccuracy is always a potential;
- Error in the displayed sensor data
- Errors/inaccuracies in one subsystem may degrade others and can potentially
render ECDIS useless.
- ENC compilation errors (e.g. datum);
- Chart errors (omissions, out-dated);
- Survey errors;
- Human errors;
- Safety depth/ Safety Contours not being correctly entered or fail to alarm.
- The ECDIS display being set incorrectly (insufficient data being displayed or the
display being over cluttered).

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 4. Position Source
As per Performance Standard, ECDIS should be connected to the ship’s position fixing
system.

• The Global Positioning System (GPS) is a space-based Global Navigation Satellite

System (GNSS) that provides location and time information in all weather, anywhere
on or near the Earth. Where there is an unobstructed line of sight to four or more GPS
satellites.
• It is maintained by the US government and is freely accessible by anyone with a GPS
receiver.
• Global Positioning System satellites transmit signals to equipment on the ground.
• GPS receivers passively receive satellites signals; they do not transmit.
• GPS operations depend on a very accurate time reference which is provided by
atomic clocks at the U.S. Naval Observatory.
• Each GPS satellite has atomic clocks on board.
• Each GPS satellite transmits data that indicates its location and the current time.
• The distance to the GPS satellites can be determined by estimating the amount of
time it takes for their signals to reach the receiver.
• When the receiver estimates the distance to at least four GPS satellites, it can
calculate its position in three dimensions.
• There are at least 24 operational GPS satellites at all times.
• The satellites, operated by the U.S. Air Force, orbit with a period of 12 hours.
• Ground Stations are used to precisely track each satellite’s orbit.
• Each GPS satellites has atomic clocks on board.
• The receivers are not provided with atomic clock.
• Due to this the range measured by the receiver has an error and the range obtained is
a Pseudo range.
• As such there a 4 unknowns (User clock error, Latitude, Longitude & altitude).
• So to obtain 3-dimensional fix 4 satellites are required & to obtain 2-dimensional fix 3
satellites are required.

The GPS position can get affected due to:

1. Atmospheric effect, (lonospheric and Tropospheric Delay).

2. Multiple path effect
3. Satellites clock error
4. Satellites predicted path error.
5. GDOP
6. Interference.

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 5. Basic Navigation
Anti grounding Function

The diagram presents different water depth limitations when navigating with an ENC in
ECDIS. Mariners can set an advance time warning to indicate when the vessel is
approaching the set limits. The following limits can be set:

Safety depth:

The depth defined by the mariner, e.g. the ship’s draft plus under keel clearance, to used by
the ECDIS to emphasize soundings on the display equal to or less than this value.

Safety contour:

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 alarm.

If an ENC does not offer a depth for the selected water depth, the next deeper option will be
selected instead.

Safety Water Depth Limitations

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 6. Heading & Drift Vector
On ECDIS the arrowhead for own ship vector for course and speed through the water &
arrowhead for own ship vector for course and speed over the ground will be as shown in the
picture below.

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 7. Understanding Chart Data
Mode of ECDIS operation:

An ECDIS can operate in 2 modes ECDIS & RCDS.

A type-approved ECDIS, when using current editions of ENC with the latest updates and
corrections available, operates in ECDIS mode.

An alternative mode, known as Raster Chart Display System (RCDS) mode, can only be
used if there are no suitable ENC’s available for the area being navigated.

In recent years, ENC coverage has increased rapidly. However, there may still be some
areas, for which suitably detailed ENCs have not been issued.

Raster Chart Display System (RCDS):

To help with the transition phase IMO allowed ECDIS to have RCDS mode that could be
used when ENCs were not available for an area.

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.

Raster Navigational Chart (RNC) means a facsimile of paper chart originated by, or distributed on
the authority of, a government authorized hydrographic office.

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.

Raster navigational chart (RNC) data is stored as picture elements (pixels). Each pixel is a minute
component of the chart image with a defined color, and brightness level. Raster-scanned images
are derived by scanning paper charts to produce a digital photograph of the chart. Raster data are
far easier to produce than vector data, but raster charts present many limitations to the user.

Example of official raster chart formats are: ARCS (British Admiralty), BSB (U.S., NOAA/
Maptech).

Technical details of electronic charts-

Official electronic chart data and private chart data

Official electronic chart data are of two general types:

- Electronic Navigational Chart (ENC) - a vector chart corresponds to a digital analysis by

object (point, lines, areas etc.)
- Raster Navigational Charts (RNC) - A raster chart is a scanned and passive image of a
paper chart.

The inner construction of ENCs and RNCs is fundamentally different:

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 - ENCs are vector charts, and
- RNCs are raster charts.

Electronic Navigational Charts (ENCs):

General principles

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

ENC stands for “Electronic Navigational Chart”. The term was originally introduced for digital chart
data complying with the IHO chart data transfer standard S-57. By IMO definition ENCs can only
be produced by or on the authority of a government, authorized Hydrographic Office or other
relevant government institutions. Any other vector data is unofficial and does not meet carriage
requirements.

ENCs have the following attributes:

- ENC content is based on source data or official charts of the responsible Hydrographic
Office;
- ENCs are compiled and coded according to international standards;
- ENCs are referred to World Geodetic System 1984 Datum (WGS84);
- ENCs content is the responsibility and liability of the issuing Hydrographic Office;
- ENCs are issued only by the responsible Hydrographic Office; and
- ENCs are regularly updated with official update information distributed digitally.

ENC Data Format…. Can chart format names indicate carriage compliance?

There has been much confusion with regard to the names used to describe electronic chart
distribution formats; the diagram below is designed to clarify the situation. From the diagram it can
be seen that the same distribution format can be used for the delivery of both private and official
chart data. For instance ‘BSB’ is the term used for the distribution format of US and Canadian
RNCs the same term used for the distribution of private raster chart data in other areas (for
example in Europeans Waters). There can also be confusion with ENCs; private vector chart data
delivered in S-57 formats does not meet IMO requirements and should never be named as ENC.
Similarly private vector data delivered in SENC format can be mistaken for ENCs delivered in the
same SENC format.

Therefore the most important factor to consider is the source of the electronic chart data; this
determines its status and the purpose for which it may be used. However, only the combination
between the status of the chart data and the functionality of the particular device finally decides if
its practical operation can be stated as ECDIS-mode or as ECS-mode.

25
ENC Display:

An ENC contains an abstract description of geographic entities but does not contain any
presentation rules. All presentation rules to get the ENCs content displayed are contained in a
separate ECDIS software module the “Presentation Library”.

Both the geo-referenced objects contained in the ENC 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 will differ depending on the selected sea area, the intended
display scale and the mariner’s pre settings like ambient light conditions and other operational
conditions.

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

Special Publication S-52, Appendix 2 “Colours & Symbols Specifications for ECDIS” (current
edition 3.3/2004); it is use is mandatory in all ECDIS.

The strict separation between the hydrographic information contained in the ENC, operational
information taken from navigation sensors and their situation related presentation by means of the
Presentation Library gives the flexibility to display the diversity of ECDIS information, e.g.:

- Physical chart information, (e.g. coastline, depth contours, buoys);

- Traffic routing; specified areas; cautions; etc.;
- Supplementary Hydrographic Office information from light list, etc.;
- Mariner’s notes; additional local chart information; manufacturer’s information;
- Chartwork such as planned route; electronic bearing lines and range rings etc;
- Own ship’s position and course/speed vector; ship’s heading and rate of turn; past track;
- Fix accuracy, or position check from secondary positioning system;
- Possibly, ship handling options, based on ship’s characteristics;
- Alphanumeric navigation information (ship’s latitude, longitude, heading, course, etc);
- Information from radar and other sensors,
- Information from AIS;
26
 - Navigational Indication and alarms generated by ECDIS;
- Possibly, ice information;
- Reminders, (e.g. time to contact pilot station); and
- Possibly, a message from other displays (e.g. alarm on engine room display).

Use of ENCs in ECS

It should be noted that many ECS are able to use ENCs.

ENC Distribution

The provision of a timely, reliable worldwide uniform ENC data distribution service is a major
organizational challenge. The IHO developed the WEND (World-wide Electronic Navigational
Chart Database) concept to meet these requirements. WEND consists of two components.

- A charter describes the principles governing the cooperation between Hydrographic Offices
e.g.:
- By definition, the organization responsible for charting of an area is also responsible for the
ENC production;
- The relevant standards, especially S-57 must be observed; and
- The rules of a recognized work quality assurance system (e.g., ISO 9000) should be
applied to data production.
- A conceptual scheme describes a network of regional centers.
- Each so-called Regional Electronic Chart Coordinating Centre (RENC) takes over the
responsibility in its area for the collation of ENC s and updates for the region;
- Through the exchange of the regional datasets and their updates between all RENCs each
RENC can offer an identical global dataset for ECDIS; and
- RENCs do not deliver ENCs directly to ships. RENC customers are commercial chart data
distributors who- in analogy to paper chart distribution- tailor individual sets of chart data for
the special needs of a shipping company or a particular ship.

To date, two RENCs- Primar Stavanger, based in Norway and IC-ENC, based in the United
Kingdom, are in operation. However, it has to be noted, that the WEND concept has not been fully
adopted through all ENC producing nations yet. A number of nations are still distributing their
ENCs individually either through chart data suppliers or directly.

Principally, WEND focuses on the supply and distribution of ENCs by facilitating the establishment
of services intended to satisfy the SOLAS carriage requirement for up-to-date charts. Within this
primary purpose, ENCs are to be distributed in the encapsulation described in the S-57 Standard.
However, such “plain” S-57 encapsulated ENCs may become easily subject to unauthorized
amendment or illegal copying.

IHO has therefore issued the special publication S-63 “IHO Data Protection Scheme” as Standard
for protection of ENCs by encryption.

Encryption is a complex technical procedure: S-63 defines security constructs and operating
procedures for the RENCs chart data distributors and provides specifications that allow navigation
equipment manufacturers to build S-63 complaint ECDIS. S-63 is already in use for ENC
distribution and is supported by the noted two RENCs. Most major ECDIS manufacturers have
27
implemented decryption procedures in conformance with S-63 within their systems.

What is a SENC?

An ECDIS does not process the ENC content directly for the matter of display. ENCs in S-57
format are optimized to absorb the Hydrographic object information but this structure is not
adequate for the fast generation of the resulting computer image on the screen.

In order to get efficient data structures that facilitate the rapid display of ENC data, ECDIS firstly
converts each ENC from S-57 ENC format into an internal format called SENC- system ENC -
which is optimized for chart image creating routines.

Such routines are not standardized; they are part of the individual software know-how of the
ECDIS manufacturers. Consequently the SENC format differs between the ECDIS of proprietary
for each ECDIS manufacturer.

SENC deli very

The WEND system has established an optional distribution mechanism called SENC delivery.
This is in addition to the standard ENC distribution. In this case, the RENC delivers the ENCs to
an authorized chart data distributor who then performs the ENC-to-SENC conversion (that
otherwise would have to happen inside the ECDIS), and deliver the SENCs to the end user.

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 combination which is unique for
any data producer) embedded in the data.

Using this code the 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.

28
What scale should an ENC be displayed at?

During production, ENCs are assigned a compilation scale based upon the nature of the source
data they are based on, and are allocated to a navigational purpose band related to this. As
shown in the table below there are 6 navigational purpose bands (scale ranges are indicative
only).

Navigational Usage Scale Range Available compilation scales Selectable radar

purposes band 1: ranges (NM)
1:

Overview 1 <1 : 1499999 1500000 - 3000000 and 96 - 200

smaller

General 2 1: 350000 – 1: 1499999 350000 - 700000 24 - 48

Coastal 3 1: 90000 – 1: 349999 90000 - 180000 6 - 12

Approach 4 1: 22000 – 1: 89999 22000 – 45000 1,5 - 3

Harbour 5 1: 4000 – 1: 21999 4000 – 8000 – 12000 0,25 - 0,5 – 0,75

Berthing 6 >1: 4000 3999 and larger <0,25

To facilitate the display of the radar overlay on ENCs, Hydrographic Offices are recommended to
set the compilation scale of their ENCs to be consistent with the standard radar range scales as
shown in the following table:

How are ENCs named?

Each ENC is identified by an 8 character identifier e.g. FR501050. The first two characters
indicate the producer e.g. FR for France, GB for Great Britain (a complete list of producer codes is
included in the IHO standard S-62), The third character (a number from 1 to 6) indicate the
navigational purpose band (as shown in the table 1). The last 5 characters are alpha- number and
provide a unique identifier.

What is an RNC?

RNC means “Raster Navigational Chart”. RNCs are digital raster copies of official paper charts
conforming to IHO Product Specification RNC (S-61). By definition RNCs can only be issued by,
or on the authority of, a national Hydrographic Office.

RNC s have a following attributes:

- RNCs are a facsimile of official paper charts;

- RNCs are produced according to international standards;

29
 - RNC content is the responsibility of the issuing Hydrographic ; and
- RNCs are regularly updated with official update information distributed digitally.

The IMO performance standards for ECDIS states that where ENCs are not available, RNCs may
be used in ECDIS to meet carriage requirements. However, when the ECDIS is using RNCs it
should be used together with an appropriate folio of up to date paper charts.

RNC Display

- RNCs are designed to be displayed at the same resolution as that which they are provided.
Excessive zooming in or out of the same image seriously degrades the RNC image. RCDS
allows charts of appropriate scale to be displayed; when the user wants to zoom in then a
larger scale chart will be displayed and similarly on zooming out a smaller scale chart will
be used;
- Orientation of the RCDS display to other than north-up (e.g. course-up or route-up), may
affect the readability of chart text and symbols;
- RNCs incorporate very similar colour palettes to the day/night colours used by ENCs. It is
mandatory for RCDS to have the capability to use different colour palettes;
- RNCs are treated as individual charts (not seamless like ENCs). However, it is possible for
ECDIS to automatically load adjoining chart based on the meta data provided;
- ARPA radar targets can be overlaid onto an RNC. It is also possible for a radar video
image to be scaled to fit the RNC. Scaling the RNC to fit the radar video image is
unsatisfactory as this is likely to result in a degraded chart image; and
- RNCs include significant Meta data to allow the ECDIS to make maximum use of the
image. For example chart notes and tide panels may e accessed directly by the RCDS
rather than the user having to scroll to the appropriate area of the chart.

RNCs maintain the horizontal datum of the paper chart from which the RNC has been derived.
Mariners should understand, how the chart horizontal datum relates to the datum of the position
fixing system. In some instances, this may appear as a shift in position. (Any differences will be
most noticeable at grid intersections and during route monitoring). Where the difference between
the local horizontal datum and WGS 84 is known, an adjustment should be automatically applied
by the ECDIS. If the horizontal datum of the paper chart from which the RNC is produced is not
known then it is not possible to relate GPD positions accurately to the RNC; IMO SN circular 255
has been issued to alert users to this problem.

Private Chart Data

Privately produced chart data may be provided in either vector or raster formats and superficially
might seem similar to official chart data. However there are differences in the type and quality of
data being sold and while many companies take care in the production of electronic chart data to
ensure both completeness and accuracy, this cannot be assumed for all.

Private chart data is often not updated with the same regularity as official data. The suppliers
normally base their products on official charts and data (supplied by HOs under license); this
means that the updating of their charts depends on the availability of the updated official chart

30
product. Consequently there is frequently a delay; sometimes considerable, in updates being
provided.

It should be noted that chart data published by private companies is not quality controlled by a
Government organization and therefore the product liability is entirely the responsibility of the
producing company. This is in contrast to official charts where the product liability rests with the
government of the producing nation.

Private chart data, regardless of the format in which it is supplied to the market or ISO certification
does not meet the requirements specified by the IMO performance Standards for ECDIS and thus
does not meet carriage requirements.

In contrast to ENCs and RNCs many proprietary formats are used. Consequently, chart data from
different manufacturers are incompatible with each other- and so are the ECS which make use of
them.

Examples of companies producing

Private vector charts Private raster charts

C-Map (eg NT+) Maptech,

Euronav (eg Livechart) Mapmedia

Garmin (eg Blue chart) NDI

Navionics (eg Gold, Platinum) Soft chart

Transas (eg TX-97)

Navicarte

Raster Chart v/s Vector Chart

Raster Chart:

• Scanned copy of the paper charts.

• RNC data, itself, will not trigger automatic alarms (e.g., anti-grounding).
• Horizontal datum’s may differ between RNCs,
• Chart features cannot be simplified or removed to suit a particular navigational
circumstance or task at hand. This could affect the superimposition of radar/ARPA.
• Look-ahead capability without changing RNCs may be somewhat limited.
• Orientation of the RCDS display to other than north-up, may affect the readability of chart
text and symbols (e.g. course-up, route-up)
• It may not be possible to interrogate RNC features to gain additional information about
charted objects.
• It is not possible to display a ship’s safety contour or safety depth and highlight it on the
display, unless these features are manually entered during route planning,
• Excessive zooming ca degrades RCDS capability (e.g. degrading the legibility of the chart
image).

31
Vector Chart:

• Charts can be interrogated

• The safety depth and safety contour can be defined and displayed
• Alarms or indications can be activated when own ship approaches a safety contour or a
specified area.
• Chart information is stored in layers which allow the data to be displayed selectively.
• Users may customize chart displays to suit the particular needs of their vessels.
• Chart data and text font remain the same size when changing scale- no distortion
• The chart data is seamless
• It is possible to interrogate charted objects for further information.
• Charts may be rotated to all orientations.
• Chart data may be shared with other equipment such as RADAR and ARPA
• Horizontal Datum should be WGS 84.

32
 8. Chart Quality & Accuracy
Some of the factors on which the reliability of the data on as ENC, will depend upon, will be how
complete and accurate and up to date the source data is on basis of which, it was produced.

No electronic chart can compensate for survey deficiencies.

It is therefore important that during the appraisal stage of voyage planning a careful assessment
of the information contained in the ENC regarding its source and accuracy needs to be done.

An ENC provides a quality indicator, for the mariner to assess the quality of survey on the ENC.

The ENC producer divides the ENC in to areas of differing survey quality and is indicated by
“Zones of Confidence (ZOC)”.

33
34
Datums with ECDIS.

Horizontal Datum:

Positions on ENCs are referred to the World Geodetic System 1984 Datum (WGS84). This is
directly compatible with GNSS positions.

However not all RNC data is referenced to WGS 84.

The mariner needs to be aware of the correction to the WGS 84 position required when using
paper chart or RNC which not referenced to WGS 84.

Sounding Datum: It is the datum used to depths of water.

It should be checked what sounding datum is used on a ENC, which should be available by
information of the cell available from the pick report.

The horizontal datum has been fixed at WGS 84, however a different Sounding datum are used
by the producer. Normally in Tidal area this the Lowest Astronomical Tide.

Due the different sounding datums in use, it may happen that in adjacent countries different
datums are in use. Due to this the depth contour lines at the borders of ENC night not meet.

Concept and limitations of ECDIS

The following contains ECDIS related considerations.

(a) ECDIS, used together with official data, accepted as complying with the up-to-date charts
carriage requirements for nautical publications required by regulation V/19 of the 1974 SOLAS
Convention amended in 2009. It may be noted that electronic chart systems not meeting these
ECDIS specifications of IHO and IMO, o ECDIS using non-official data, are known as EOS
(Electronic Chart Systems).
(b) Chart information may be used in conjunction with a radar overlay on ECDIS.

Integration of tracked radar targets provided for collision avoidance radar (ARPA) and targets
tracked by AIS (Automatic Identification System) into the ECDIS display in another option.

(c) The colous and symbols defined in this Specification are conceptually based on the familiar
symbology of conventional paper charts. However, due to the special conditions of the ECDIS
chart display as a computer generated image, the ECDIS presentation of ENC data does not
match the appearance of a conventional paper chart closely. Instead, there are considerable
differences in symbology in shape, colour and size, and in the placement of text in particular.
The display of the ENC data and the conventional paper chart do not necessarily have to be
identical in their appearance.
(d) ECDIS combines chart and navigational positioning information. It should be noted that
modern navigation systems (e.g. differential GPS) may offer a more accurate positioning than
was available to position some of the surveys from which the digital chart data ENC was
derived.

35
(e) The display categories specified in the IMO Performance Standards and the IHO priorities of
the various types of chart information (alarms, updates, mariners and non-HO chart data, etc.)
are applied to every object by the display category and draw priority assignments of the look-
up tables and symbolization procedures of Annex A of this Specification.
(f) Depth information should only be displayed as it has been provided in the ENC and not
adjusted by tidal height.

Errors, inaccuracies & ambiguities caused by improper data management

a) GPS
• Ignoring Datum Shift
• Failure to Notice GPS receiver shifting from fix to DR (Jamming, blanking).
• Overlooking degrees of latitude/ longitude and plotting wrong fix.
• Confusion in use of cross track error
• Change of passage plan on GPS & not using chart

b) Precautions when using GPS

• Ensure it is calculating a fix not a DR position
• Ensure the datum initialized is WGS84 and apply position shift (given on the chart) to the
GPS position before plotting on the chart.
• Check positions with other available means to identify and reject wrong positions
• Check GDOP on the receiver
c) Precautions when using a Gyrocompass
• Ensure latitude and speed inputs are fed correctly (If no automatic input)
• Make frequent checks between Magnetic and Gyro compasses.
• Magnetic and Gyro errors should be checked and recorded, where possible, using either
azimuth or transit bearing
• Ensure master & repeaters are synchronized

d) Errors of Doppler log

• Error due to angle of transducer not being same as calibrated.
• Error due to change in trim and pitching
• Error due to variation in speed of signals due to temperature, salinity and depth variations
• Error due to side lobe
• Error due to fluctuation of the oscillator frequency
• Receiver error
e) Error of ARPA
• Error in Displayed Data (Equipment Errors)
• Errors sue to inputs of course and speed
• Errors due to ARPA processing
Target swop
Lost target
36
 Own ship’s maneuver
Targets maneuver
• Confusion between the Trial Mode and the actual situation
• Errors in use of Past Position
• Reacquired Lost Target
f) Inaccuracies due to the different datum used.

(e.g. WGS 84, European datum, north American datum) in cases where an adjustment cannot be
determined because of the lack of knowledge about the relationship between WGS 84 datum and
the datum of the chart.

g) Electronic charts may have embedded errors.

Most hydrographic services are compiling the first generation of electronic charts from current
charts. Raster & vector pictures of nautical charts retain the inaccuracies of the source from which
they are derived. These charts may be based on old survey data, i.e. not a true “digital chart”.
Surveys are expensive & time consuming. Some estimation would take a lot of time to update
world original data. Additionally numerous commercial companies are their own electronic chart
which lack official certification.

• Example of Depth change-

This sea ground is always liable to change. Changes depend on sea bed structure or on tidal
influences. The images present possible variations of the sea ground between two surveys.

ECDIS Alarms and Indicators:

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.

As per Performance Standard MSC 232 (82), the following are the areas which ECDIS should
detect an provide an alarm or indication.

• Traffic separation zone

• Inshore traffic zone
• Restricted area
• Caution area
• Offshore production area
• Areas to be avoided
• User defined areas to be avoided
• Military practice area
• Seaplane landing area
• Submarine transit lane
• Anchorage area
• Marine farm/aquaculture
• PSSA (Particularly Sensitive Sea Area)

37
As per the various sections of MSC 232(82)

Alarms or indications should be activated for the following

Malfunction of ECDIS Area with special conditions

Alarms should be activated for the following

• Crossing safety contour

• Deviation from route
• Positioning system failure
• Approach to critical point
• Different geodetic datum

Indication should be activated for the following

• Default safety contour

• Information over scale
• Large scale ENC available
• Different reference system
• No ENC available
• Customized display
• Route planning across safety contour
• Route planning across specified area
• Crossing a danger in route monitoring mode
• System test failure

38
ECDIS associated with variant datums

WGS 84, based on WGS 60, has been developed as reference system for satellites of the Global
Positioning System (GPS) by the US Army in 1984. In recent years the accuracy of positions has
been improved to +1 m by using 5 GPS Monitoring Stations.

Positions may differ significantly between two reference systems. For example, the position can
differ between WGS 84 and.

• ED 50 up to 200m (European Waters)

• IGN 51 up to 500 m (Guadeloupe)
• Tokyo Datum up to 500m (Japan)
• IGN 47 up to 1500 m (La Reunion).

A graphical presentation of the differences between WGS 84 and other reference systems as
shown below-

39
 9. Chart Organization & Procuring and Installing Chart Data
Regional ENC Coordinating Centre (RENC)

A RENC is an organization, conceptualized in the Worldwide Electronic Navigational Chart

Database (WENC) principles of the IHO, through which IHO members can co-operate to resolve
overlaps and gaps in coverage, ensure compliance with S57 and S63 encoding standards,
provide a world-wide consistent level of high quality data and support the provision of coordinated
end-user services for official ENCs.

The IHO WEND principles encourage Member States to distribute their ENCs through a RENC in
order to share in common experience and reduce expenditure, and to ensure the greatest
possible standardization, consistency, reliability and availability of ENCs.

Eg: IC - ENC, Primar

ENC Validation

The ENC standards are complex and at times open to interpretation. This has lead to various
ENC production software systems, HO production teams, and ECDIS systems each handling
ENCs slightly differently. The RENC thereof conducts a full and independent quality assurance of
all of the ENC files it receives.

It is the quality and consistency of the whole database which is important to the navigator, and for
stable ECDIS operation.

RENCs are ENC centers of expertise, with an experienced staff that has seen many different
flavors and styles of ENCs. The RENC team operates to validate policies which are based
fundamentally on improving the ENC database for the mariner, rather than simply conforming to
the standards.

The assessment is made with the use of commercial validation software (7Cs ENC Analyzer and
Designer, dKart Inspector), in-house software, and due to the need for install logs, at least one
well known and widely used ECDIS system.

When the ENCs have been validated and are ready for distribution, RENCs delivers each ENC file
to its Value Added Resellers (VARs) as a complete Exchange Set. The VARs are companies that
have practical experience in digital chart supply, and who are able to offer comprehensive ENC
services for the mariner. The RENC ensures the mariner has a choice between different styles of
services each incorporating the wide range of ENCs, which are available through well known
international distribution outlets.

40
 Chart Data Distribution
As per IMO Performance Standards:

- It should not be possible to alter the contents of the ENC or SENC information transformed
from the ENC.
- Updates should be stored separately
- Chart 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.
- ECDIS should also be capable of accepting updates to the ENC data entered manually
with simple means.
- They should be distinguishable on the display from ENC information and its official updates
and not affect display legibility.
- 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.

41
Procuring and Installing Chart Data

Before installing the user must have:

• An e-mail or hard media (floppy disk,, CD, etc.) containing:
- A set of Chart Permit files (PERMIT. TXT and ENC.PMT) for each ECDIS
equipment.
- If ENCs are already installed on the ECDIS it is recommended that these are
removed from the system database to avoid any conflicts.
- If the option is available it is recommended that users should remove any installed
permits.

With multiple ECDIS onboard, each system may require its own permit.

The data (ENCs) is supplied on a set of base disks (CD or DVD) and an update CD.

Permits file:

To be able to decrypt the ENCs delivered in the ENC Service the user needs permit files, these
files are delivered by e-mail and forwarded to the end user by the distributor.

• The chart permits are supplied by the Chart Agent and consist of 2 files:
- PERMIT.TXT
- ENC.PMT

42
Base CD:

The base CD set contains an encrypted copy of all ENCs available in the PRIMAR/ IC-ENC/
Admiralty service (base and update files) at the time of production. Several CDs are required for
full coverage; Base CD’s are issued approximately four times per year.

Each Base CD contains ENCs from one or more producer nations and is labeled with the country
names. (AVCS has 9 Discs, Primar /IC-ENCs have 8 Discs)

The Base disks should preferably be loaded in numerical order starting with disk 1, to ensure that
all ENCs are installed correctly.

The ECDIS will manage the installation of all ENC cells based on the Chart Permits that have
been installed.

Some ECDIS will allow the user to skip Base disks which do not contain licensed ENCs.

Base disks contain all base charts and updates to the charts valid at the time of issue of that disc.

Updates:

The update CD contains an encrypted copy of all ENCs (base and update files) issued since the
base CD set was produced. All files are provided on a single CD.

Updates to ENCs are sequential, and the sequence is unique to each ENC. During the updating
process ECDIS always checks that all updates in the sequence have been applied.

If an update is missing then the ECDIS will indicate this; it is not possible to load later updates
until the missing update is applied.

Some service provider, give the latest CD which will take care of previous updates.

Once the Base data is installed the ECDIS should be updated to ensure that all charts loaded are
fully up to date.

ENCs are supplied as a base chart (the initial chart edition) and updates to the chart (equivalent to
Notices to Mariners).
All subsequent chart editions and updates are contained on the Update CD.
Both Base disks and the Update CD are labeled with the week number of publication and contain
all data available up to that date.
Depending on the ECDIS, load the updates from all the Base disks and the Update CD or from
the Update CD.
Each CD is cumulative and only the most recent Update CD received needs to be installed.
A new set of Chart Permits will also be supplied by the Chart Agent whenever an ENC cell has a
new edition or access to additional ENCs are required.
The new Chart Permits relate directly to the Update CD of the same week number.

43
Installation of ENCs:
How the user installs ENCs delivered by the distributor?
- Install the permit files received from the distributor according to manufacturer procedures.
- Install the Base CD received from the distributor according to manufacturer procedures.
- Install the Update CD received from the distributor according to manufacturer procedures.

Procedure for applying T& P notices:

T & P Notices can be applied manually by using the user data editor or in case the vessel has
AVCS charts (Admiralty), then we need to use the “Admiralty Information Overlay” (AIO).

This is a digital dataset that is designed to be displayed over ENCs in ECDIS and other chart
display systems to provide additional information to the navigator.

It contains all Admiralty Temporary & Preliminary Notices to Mariners (T&P NMs) and provides
additional preliminary information that is specific to ENCs, such as reported navigational hazards
that has been incorporated on paper charts but have not yet been included in ENCs.

The Overlay is designed to be displayed on top of a standard ECDIS chart display and can be
switched on and off without changing the underlying chart.

Only those features relevant to the chart in use are displayed. As the user zooms in or out, the
ECDIS will automatically select charts of a suitable scale and the Overlay features relevant to the
selected charts will be displayed.

44
 T & P Notices using “Admiralty Information Overlay”

Errors during update

If the updates are not correctly loaded or it an error is detected during the update procedure, the
user is informed and the error message area.
• ECDIS rejects updates if the update issuing authority is different from the cell issuing
authority.
• ECDIS rejects corrupted update files and files with wrong extension or wrong name.
• ECDIS checks that updates are applied in the right sequence. If one update is missing the
next updates are rejected.

Manual updates:

The ECDIS is capable of inserting manual updates. These updates will not be removed by
subsequent updates and so they require careful management to ensure expired updates are
deleted.
The user should know how the correction has been applied and how to delete the same.
The manual updates will be applied depending on the user selection of simplified or traditional
type symbols.

45
The ECDIS maintains a History of all the updates, which includes addition and deletion of
individual charts/cells. The History file is generally accessible through the Chart Management
utility.

Chart and other updates should not be done during transits through restricted waters
high traffic areas and should be preferably conducted prior commencement of voyage

46
 10. Sensors & Ports & Data feeds
ECDIS Interface with Navaid:

• ECDIS should be connected to systems (GPS, Gyro & Doppler log) providing
continuous position fixing, heading and speed information.
• Radar, AIS & Echo sounder information may be added to the ECDIS display.
However, it should not degrade the SENC information and it should be clearly distinguishable
from the SENC information.
• ECDIS should not degrade the performance of any equipment providing sensor
inputs.
• Transferred radar information may contain both the radar image and ARPA
information. If the radar image is added to the ECDIS display, the chart and the radar image
should match in scale and in orientation.
• The radar image and the position from the position sensor should both be adjusted
automatically.
• It should be possible to adjust the displayed position of the ship manually so that the
radar image matches the SENC display.
• It should be possible to remove the radar information by single operator action.
• 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.
• Bearing and distance drawn on the display or those measured between features
already drawn on the display should have accuracy no less than afforded by the resolution of
the display.

47
Dead Reckoning mode:

ECDIS can receive information from two different GPS sensors and the master GPS may be
selected by the Navigator. When the GPS fails, an ECDIS switches automatically to the D.R
mode and calculates the ship positions using log/gyro data.

When the GPS fails and no log/gyro data are available the system indicates a displays ”No
Position” The ship position panel displays dotted line and a red cross on top of the ship’s icon
indicates DR mode.

the GPS mode is automatically switched to Dead Reckoning (DR)mode in the case of loss of
signal from the GPS.

In the DR mode, ECDIS calculates the ship’s position according to the last position received
and the course and speed acquired by ECDIS.

It is important to know that Dead Reckoning is possible only when ECDIS received course
and speed information from the gyro/log sensor.

Following are the sensor alarms:

GPS alarms

If GPS 1 and GPS 2 are active,

GPS 1 is lost: alarms “lost GPS 1 switch to GPS2”

GPS2 is lost: alarms “GPS-D.R. alarms”

Indicator GPS switched to D.R.

Position monitoring alarm

If Position values given by the 2 different active GPS source are different, alarm is generated
if difference is more than threshold.

Heading alarms

If Gyro 1 and Gyro 2 are active,

Gyro 1is lost : alarms “master GYRO changed alarms” is generated.

Gyro2 is lost: alarms “Heading Alarm” is generated.

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 11. Chart Selection
An ECDIS support two chart forms: Vector and Raster.

The system displays vector charts under a seamless mode whilst raster charts, such as
ARCS from the British Admiralty , are displayed by default in chart-by-chart mode. when
raster charts are in use ECDIS runs in RCDS mode.

Some ECDIS equipment provide the option to display ARCS charts in a seamless mode an
another option to display ENC/ARCS in seamless mode.

At type approved ECDIS uses official ENC data (Electronic Navigation Charts) produced by
National Hydrographic Offices. In areas not covered by ENC data, an ECDIS is authorized to
display official Raster Charts (ARCS).

Chart types:

• ENC –official Vector Charts

• ARCS-Official Raster Charts
• C-Map-Un-official Vector charts

On some ECDIS different types of charts can be loaded for the same area by right clicking
on the chart area and selecting the type of chart.

49
Auto loading mode

When the Loading mode is ON, the ECDIS automatically loads and displays the chart with
the best scale at the ships current position.

If the Auto Loading mode is OFF, the system moves the chart under the ship without
changing the scale.

If the auto Loading mode is ON, the chart scale will be changed if the system can load a
chart with a scale more suitable for navigation.

Using raster Charts:

If the auto Loading mode is OFF, the system will load a chart with the same scale as the
current one. If no chart of the same scale is available, the system will load a chart with a
scale smaller than the current one (Zoom out).

If the Auto Loading mode is ON, the system will load a chart with a higher scale when
available (Zoom in). If no such a chart is available, the loading process will continue as
described above.

Chart handling

The management of the chart database is done from the dialogue Chart Handling.

Different tabs for different types of charts are available:

1.ENC 2.C-Map 3.AVCS 4.ARCS 5.Chart 1

Charts can be selected manually from the total portfolio as shown below:

50
Review contents of updates:

As per IMO Performance standards MSC 232(82) the following should be possible on any
ECDIS equipment:

• The chart information to be used in ECDIS should be the latest edition, as corrected
by official update, of that issued by or on the authority of a Government, government
authorized Hydrographic office or other relevant government institution, and conform to IHO
standards.
• The contains 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.
• It should not be possible to alter the contents of the ENC or SENC information
transformed from the ENC.
• Update should be stored separately from the ENC.
• 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.
• 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.
• 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 unit it is
superseded by a new edition.
• 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.

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Updates are displayed on the relevant cell “Red” markers

History of updates

52
 History of updates

Over scaling and Under scaling of Chart:

As per IMO Performance Standards MSC232(82) the following should be possible on any
ECDIS equipment:

ECDIS should provide an indication if:

• The information is displayed at a larger scale than that contained in the ENC; or
• Own ship’s position is covered by an ENC at larger scale than that provided by the
display.

53
When the current scale is more than two times the compilation scale of the ENC cell the
scale indicator is displayed in yellow together with the warning “Over scale”. This warning is
also displayed in the Legend panel.

If own ship’s position is covered by an ENC with a larger scale than the scale in use the
warning “BC” in the scale indicator indicates a better chart available and “Better chart
exists” is displayed in the Legend panel.

As per IMO Performance Standards MSC 232 (82) the following should be possible on any
ECDIS equipment:

Geodetic Datum:
54
AS per IMO Performance Standards MSC 232 (82) the following should be possible on any
ECDIS equipment:

• The positioning system and the SENC should be on the same geodetic datum. ECDIS
should give an alarm if this is not the case.

GPS sensors send the positions calculated with a datum selected by the user.

• When the GPS sends the NMEA message DTM including information about the datum
used by the GPS, ECDIS converts automatically the GPS positions the datum used in the
current chart.
• When the GPS does not send datum information ECDIS assumes that the GPS uses
the WGS84 Datum and converts the ship’s position to the datum used in the chart.

55
 12. Chart Information
ECDIS connected to an operational GPS gives real time position. This help to determine
where the vessel “is” rather than where “she” was. In case of a GPS failure, the position,
bearing and range would be erroneous. Hence it becomes very important to have a
continuous position input from GPS.

An ECDIS can be used for:

• Planning and
• Monitoring

Route monitoring or activities:

In this mode the route is locked and no changes can be made to the passage plan. In case
any changes are required to be made to the route, the route should be unmonitored or de-
activated and then unlocked.

Route in monitoring mode

Route monitoring is divided into two categories: monitored route, and predicted movement. In
the first category, audible alarm activates to warm the user when a vessel moves outside the
channel limits and when nearing a waypoint. In the second, an audible alarm sounds when a
ship is going to cross the safety contour set on the display, which can differ from the safety
contour alarm setting used when planning. To enable this alarm, a watch vector (time and
angle) must be defined by the user. If a watch vector is not defined, the safety contour alarm
will not activate.

56
Trail Monoeuvre:

Some ECDIS have the capability of carrying out trial manoeuvre. This help in prediction of
the target movements.

Moving the slide bar will move the ship along its scheduled course by the corresponding time
margin

Route Planning and Scheduling:

A route is defined as the chosen path between two ports. A route consists of a start
waypoint, an end waypoint, and a number of turning waypoints between. The segments
between waypoints can be either Great circle or Rhumb line legs.

There are several ways to create a route:

• Directly on the chart using graphic tools.

• By keyboard using the route plan window.
• From a selection of existing waypoints.
• By importing route from different ECDIS systems
• By downloading from GPS

ECDIS provided the user with a variety of facilities for voyage planning and route monitoring.

57
Once the route is created, it can be saved on hard disk for further use along with other
routes. The route can be edited and modified, uploaded or deleted, locked and safety of the
route can be checked against dangers that may be present along the segments.

The panel Route Properties contains general information about the route and dialogue Route
option displays the default parameters for the new route: alarm settings, turning radius,
default SOG, type of passage plan.

Several planned routes can be loaded, edited and displayed at the same time but only one
route can be activated and used to monitor the vessel’s position. The active (monitored)
route is displayed on the chart by as pecked red line.)

A route can be created graphically using the New Route: tool on the Menu bar or directly by
keyboard entry of the waypoint co-ordinates in the Route Plan Window.

Route Planning Mode

Scheduling of a passage plan can be carried out. ETAs can be calculated either by using
the planned speed or current ship’s speed.

58
The panel Fixed ETA displays the Waypoint number, the ETA required by the user and the
speed to be maintained to reach the selected waypoint on time.

Obtaining information on charted objects:

To view the cell’s properties or to display information about an object on the chart, right click
on the chart or on that object and select Properties.

For vector charts, the ECDIS scans the chart database to find all objects present under the
clicked point, highlights these objects on the chart and displays information concerning them.

With raster charts, ECDIS gives information about the loaded chart.

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 13. Chart Scaling & Information Layer
SCAMIN:

An object’s SCAMIN value determines the display scale below which the object will no longer
be displayed. SCAMIN is, therefore, a very powerful S-57 attribute that can be encoded on
particular objects with the aim of reducing ECDIS screen clutter and performing data
generalization. When this attribute is used, ECDIS software can simply and generalize
visible chart detail as the ECDIS user zone out and can bring in more and more details as
the user zooms in. Consistent use of SCAMIN can have a significant effect on the
presentation and usability of ENCs.

The above ECDIS screen shows two adjacent datasets where SCAMIN has been used for
the eastern cell but not for the western cell.

SCAMIN is directly related to compilation scale, since the algorithms used in the SCAMIN
encoding software used by some HOs include complication scale as one of the parameters
for calculating the SCAMIN value. Therefore, even if neighboring HOs were to use the same
algorithms, the adjacent datasets would need to have the same complication scale in order
to achieve a consistent display.

Where HOs do choose to undertake such additional optional work before defined rules are
prescribed, the following important guidelines should be considered:

60
 • To aid smooth zooming by the user, it is recommended that, where possible, any
objects which also appear in the next smaller scale ENC should remain on view within
the larger scale ENC of the same are up to and including the display scale that is one
zoom step before the point at which the Display Base view is reached.
• All SCAMIN values must be set to a value greater (i.e. to a smaller scale) than or
equal to the compilation scale of the data. Where the SCAMIN value is set close to the
compilation scale of the ENC for certain objects, HOs are reminded that some ECDIS
systems only display ENCs in discrete zoom steps and so it may be possible that
these objects will only appear when the ENC is displayed over scale.
• In the same way that edge matching and data limit matching are important features
that contributes to the usability of ENCs, standardizing the approach taken to SCAMIN
by neighboring HOs is also important.

Day or Night presentation:

As per IMO performance standards, 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 and by night.

The ambient lighting on the bridge varies between the extremes of bright sunlight, which
washes out information on the display, and the night, when the light emitted by the display
has to be low enough that it does not affect the mariner’s night vision.

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
in place of the white background in place of the white background of the paper chart, in order
not to impair vision.

In the Presentation Library S52 three color schemes are available:

• Day bright
• Dusk
• Dark Night

Event:

The twenty-four hours logbook records both navigational events and system events. It is also
possible for the navigator to make manual entries in the logbook.

The logbook entries are divided into 24 hours. Automatically at 24.00 hours each day the
current logbook is closed and stored in the logbook database and a new one created.

Recorded events include:

• Ship position, course and speed

• Ship properties: name - call sign – IMO number – dimensions
61
 • Chart in use together with the scale and central point of the screen
• The GPS position offset
• Route events (Active route and waypoint)
• Target events: creation, position, and deletion
• Target positions
• AIS target position, name and status
• Triggered alarms
• Acknowledged alarms
• Manual event
• Manual

To plot a new point on the chart at the ships location, click on the event icon. The
geographical point is displayed on the chart with a special icon and stored in the user data
active layer.

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 14. Depth and Contour Alarms
Route Monitoring Alarms:

• As per IMO performance standards, an indication is required if the Mariner plans a

route across an own ship’s safety contour. 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
time set by the mariner, is going to cross the safety contour. An indication of isolated
underwater dangers at depths of less than safety contour which lie within the safe
waters defined by the safety contour.
• I should be possible for the mariner to select a safety contour from the depth contour
provided by the SENC. ECDIS should give the safety contour more emphasis than
other contours on the display. It should be possible for the mariner to select a safety
depth. ECDIS 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.
• It should be possible for the mariner to specify a limit of deviation from the planned
route at which activation of an automatic off track alarm should occur.

Anti Grounding Function:

The diagram below presents different water depth limits when navigating with an ENC in
ECDIS. Mariner can set an advance time warning to indicate when the vessel is approaching
the set limits. The following limits can be set:

Safety Depth:

The depth defined by the mariner, e.g. the ship’s draft plus under keel clearance, to be used
by the ECDIS to emphasize soundings on the display equal to or less than this value. This is
the spot soundings visible on the chart.

Safety Contour:

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 alarm.

If an ENC does not offer a depth for the selected water depth, the next deeper option will be
se4lected instead.

The Swallow and Deep contours are utilized when the multi-color (4-Colors) depth display is
selected.

The area between the 0 meter contour and Shallow contour is colored dark blue, the
area between the shallow and Safety contour is light blue, the area between the Safety
Contour and the Deep contour is colored grey. The area outside the Deep contour is
White

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Isolated Underwater Danger:

The display of underwater dangers such as small shoals, rocks, wrecks, obstructions etc is
connected to the safety contour setting.

In safe waters the symbol will be displayed if the underwater obstruction is shallower than the
defined contour settings. This happens in all category of display. If the isolated danger is
deeper than the value of the safety contour it will not be displayed.

If the user wants to see these dangers he should select “All other information” in the display
category.

Isolated Underwater Dangers

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Waypoint Arrival:

Only one route can be active at any time. An active route is displayed differently than other
routes on the chart in as much as the segment path is drawn dotted and the active waypoint
flashes making it more prominent on the screen. The active waypoint is defined by a circle.

The ECDIS triggers alarms for waypoint arrival or XTD out of limits.

When the ship reaches the WOP (Wheel Over Point), the current waypoint is de-activated
and the ship commences a turn onto the new course.

When the ship reaches the End of Turn point, the turn is finished and the next waypoint is
activated.

65
66
 CPA – TCPA Alarm

Guard Zone or Safety cone

67
 15. Vessel Manoeuvering Characteristics:

For the proper use of an ECDIS, the ECDIS must be adapted to the specific ship and to the
respective ship handling performance. The system configuration is usually done when the
system is installed.

It includes both technical items such as:

- The connection and configuration of sensors,

- Integrating the ECDIs into ship’s network structure,
- Data transmission formats from sensors to conning station (NMEA),
- Calibrating the display colors and resolution.

And non-variable system parameters which make the own ship to a well defined ‘object’ and
which are laid down in configuration files such as:

- The hardware ID of the ECDIS for allowing chart data use,

- Readability of chart data types (ENC, ARCS, private data)
- Dimensions of the ship (length, breath and height)
- Maximum draught
- Manoeuvering parameters,
- The conning position as base for a consistent common reference system,
- The position of the antennas relative to the conning position,
- Login procedure and password

The setting of variable parameters and options such as time and data, selection of sensors,
display parameters and alert limits is performed in practical use in the context with the task at
hand.

Where an ECDIS curved path predictor is provided caution to be exercised as it may only
project a momentary rate of turn, rather than sophisticated hydrodynamic calculation and will
therefore have limit accuracy.

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 16. ECDIS Route Planning and Monitoring
Reference:

• SOLAS V/ Regulation 34, Recommendations and guidelines for a sale navigation and avoidance
of dangerous situations.

• The Annex 24 & 25 to IMO Resolution A.893 (21) “Guidelines for Voyage Planning”.

The key elements of the Voyage Plan are:

• Appraising all relevant information

• Planning the intended voyage

• Executing the plan taking account of prevailing conditions

• Monitoring the vessel’s progress against the plan continuously

• IMO RESOLUTION A.817 (19) amended & MSC 232 (82)

Performance Standards for Electronic Chart Display and Information Systems (ECDIS)

ECDIS offer the operator in terms of functionality and time saving during the Route Planning

process (Appraisal, Planning, Execution and Monitoring).

1. Appraisal – Gather Information

a. Data

When installed with data, ECDIS systems can utilize a number of different products of both RNC
and ENC format to suit the mariner’s needs. The system is also capable of giving visibility of
holdings so that you can see which charts are available within your system folio. This can be
displayed as a list of available charts or as in the screenshot below as an overlay similar to that
shown in a chart catalogue.

• What data products can your ECDIS utilise (SENC data such as TADS?)

• Do you have sufficient coverage of ENCs for your route?

• If you do not have sufficient coverage of ENCs, do you have sufficient RNCs?

• If using RNCs you are in RCDS mode and you will require an ‘appropriate’ folio of paper
charts in accordance with IMO Circular 207
69
• What is your Flag State definition of ‘appropriate’ folio of paper charts?

• The operator must ensure the system priorities the correct chart data type (ENC then RNC).
Know how your system priorities data.

b. Cell & Object Interrogation

The obvious advantage when using ENCs is the ability to interrogate it to view information on
the cell and objects within the cell (see screenshot). Effectively, it provides access to an
encyclopedia of information that the operator can access. In future this may include the
integration of a huge number of information sources such as Admiralty List of Lights & Fog
Signals (ALLFS), for example in order that all relevant information is available at the
operator’s fingertips. However, before you get excited at the prospect, there is a lot of work
required before this vision is achieved. Moreover, access to this information on ECDIS
systems is not yet as user friendly as it could be. For example, it is not always possible to get
a sufficient explanation of an object, particularly when interrogating ECDIS Chart 1 and it can
take a long time to find the information required. Many systems do not priorities the
interrogated object at the top of the list of those available in the cell and as such it can take
time to cycle through the list before you find what you are looking for. It should be noted that
although RNCs are scans of paper charts, when interrogated they also provide limited
information about the chart such as Title, Scale, Projection and Updates, but objects within it
cannot be interrogated.

c. Tidal & Port Databases

Systems offer additional databases such as tidal curves (see screenshot below) and
prediction data to aid in calculating HW, LW, tidal heights and predicted TS. However, before
committing to such databases, it is worth considering where the data is from, whether it is
official data and if or how it can be updated? Not all Flag States approve data provided by
ECDIS manufacturers, with some stating that only Admiralty Total Tide (ATT) is acceptable
(most systems are able to integrate ATT). The environmental data in some systems may be
official, in that it has been purchased from official sources, but it does not necessarily state
exactly where it is from, so be careful. Some systems are able to provide their own database
of worldwide ports and port information to aid the Mariner whilst others can be integrated with
existing publications such as Lloyd’s Fairley. If utilizing databases provided by the
manufacturer then consider how the database is updated and whether information can be
updated by the user as changes occur.

d. Safety Contour & Safety Depth

The ability of an ECDIS system to highlight a given Safety Contour based on a set Safety
Depth is one of the great advantages of the system. ECDIS uses an operator configured
safety depth to display a safety contour that differentiates safe water from that which is
unsafe. However, the lack of contour data currently available within ENCs means the
operator is not yet available to fully harmonize the Safety Contour with the Safety Depth.
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2. Planning – Route Creation & Checking

a. Route Planning

Route Creation of an ECDIS is a simpler process. For, constructing a Great Circle route on
ECDIS takes seconds as waypoints are placed at the click of a button. Moreover, there is no
need to rub out your past track and re-plan or transfer waypoints from one scale of chart to
another as waypoints are placed on all available charts for its position. Once the Route is
complete you are presented with all the information relevant to the route. Enter your ETD and
it will calculate your arrival time based on planned speed or enter your ETA and it will
calculate when you need to depart. If you enter your ETD and ETA the system can calculate
the necessary speed required to meet the ETA. Some systems can calculate the effect of
tide on your route timings and even calculate Under Keel Clearance based upon an entered
draught. Once the plan is derived it can be saved and used again and again or even copied
to disc and shared amongst a Fleet of ships.

However, the route planning function varies between systems with some being easier to use
than others. Furthermore, some systems lack functionality with regard to producing Great
Circle routes. For example, not all are able to split the curved line into individual Rhumb
Lines, whereas other systems provide detailed options such as limiting latitudes, number of
segments, length of segment etc.

b. Route Checking

ECDIS systems have the ability to check the planned route for dangers. However, be careful
as the check only looks within the Cross Track Distance (XTD) or Corridor of the route, so
ensure that it is correctly configured to cover the required area. The wider the XTD the more
alarms will be generated, although this is not a reason to reduce it below what is required.
The check looks for set parameters which could be system defined as well as operator
defined, depending on the system. If your system offers the ability to configure the search
beyond set parameters, ensure that what you want the system to search for is selected. Also,
when checking the route it is important to ensure that the correct display setting is selected
(see screenshots below). In the left hand screenshot the system is in the Standard display
and the route check is highlighting a Danger, although it is not shown. In the right hand
screenshot the display has been set to Custom and Isolated Dangers have been selected for
display. The highlighted symbol is now displayed (non-dangerous wreck). Another frustration
when using ECDIS systems to check a route is that it may highlight the same danger on
multiple occasions without recourse for the operator to clear the specific danger in the action.

When conducting the check of the route, the system will only check ENCs and not RNCs,
unless there are manual alarmable constructs within the XTID. The inability of most systems]
to highlight gaps in ENC coverage for your route therefore necessitates that a manual check
on the best scale charts be conducted for the entire route. Note that this can be time
consuming but comes highly recommended! Once the Route has been checked, additional
information pertinent to the route can be added. The system can even be configured to alert
the operator of such notices.
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 Some ECDIS route planning tips:

1. Screen into ‘large’ or ‘planning’ screen format.

2. Orientate the chart to show the beginning and end of the route to get a ‘big handful’ feel for the
route.

3. Create a blank canvas by hiding all old routes constructs etc.

4. Begin with waypoint plotting in the general area of the start and end of the route.

5. Select either Rhumb Line or Great Circle route etc.

6. Zoom in to a more appropriate scale to modify the start and finish waypoints and ‘massage’
waypoints to accounts for TSS etc.

7. Ensure that you have adequate XTD for the various legs of your route to take into account the
nature of the environment and expected possible deviations, lateral separation from the route
and collision avoidance.

8. Check zones of confidence (ZOC) or Source Data Diagrams and amend the route or highlight as
necessary.

9. Set Safety Depth and Safety Contour values.

10. Conduct a system check of the route at an appropriate XTD to allow for deviations, collision
avoidance etc.

11. Once all alarms have been checked and verified, check the route in its entirely on 1:1 scale by
manually scrolling along it.

12. Add relevant additional information and manual corrections.

13. Double check Distance / ETD / ETA and Tidal Constraints.

14. Protect the route as necessary and save a back up.

15. If updates are installed prior to sailing or during the execution of the route, ensure that the route
is checked again, as updates may affect it.

The route should be checked using the route checking function available in the ECDIS. This
should confirm that the planned route is possible, based on the vessel’s handling
characteristics, and that it is free of any charted dangers based on the entered safety
settings.

Before running this check, the following settings need to be established:

• Appropriate safety contour and depth settings.

• Correct details about the vessel’s handling characteristics, such as radius of turn.
• An appropriate cross track distance (XTD).

72
• Details of the minimum scale of ENC data to be checked for charted dangers (not all ECDIS
require this setting, but it is important to be aware of exactly which scale of ENC and which
hazards are checked for by the ECDIS type in use).

In most cases, the ECDIS will first check the track against the ship’s characteristics. The
radius of turn should be accurately plotted on the ECDIS before the check is activated.

If a turn has been planned which the ship is not able to achieve based on the handling
characteristics that have been entered, the check process will stop until this error is cleared.
This may result in a change to the exact route at each course alteration such that it now
covers a significantly different area of the seabed than the waypoint (which will require a
further visual inspection). The ECDIS will only commence examination of chart dangers
when this check is successfully completed.

The ECDIS route checking function should use the largest scale ENC data installed,
regardless of whether this ENC, or its individual features, is being displayed. However some
variability exists between ECDIS types, with some ECDIS using all ENC data installed, or
only ENC data with a scale larger than the value entered by the user.

A visual inspection should be conducted along the full length of the route, remembering that
some dangers may be difficult to spot at smaller scales (such as small point land areas on
very small scale ENCs of all the oceans) and may not be detected by all ECDIS route
checking software. There are many oceanic areas for which the largest scale available (both
paper and ENC) is 1:3,500,000 and so these features can be easily missed, or obscured by
other information on the ECDIS display.

The display of soundings and all underwater dangers, including wrecks, obstructions, cables,
pipelines, and foul areas should be enabled during this visual check. Exact categories of
extra layers are often ECDIS specific, and good training and experience in the particular
ECDIS will help streamline this process.

3. Execution & Monitoring – Interpretation & Cross – check

a. Configuration

It is essential that the system is set up correctly prior to executing the route or important
information will not be displayed. This relates to settings for display, data for the vessel itself
and the configuration of Alarms on systems that allow it. For display purposes, the amount of
information must be configured prior to executing the route and for this purpose 3 types of
display must be available for use with ENCs; S52 Base, Standard, and All other. The ‘Base’
display (bottom left screenshot) provides a manual amount of information and represents
data that cannot be removed from the display. As such, the Base display does not provide
enough information for safe navigation. The ‘Standard’ display (centre screenshot)
incorporates the Base display plus additional features to provide a more appropriate display
for safe navigation (of note it does not include Soundings). The ‘All Other’ display (bottom
right screen shot) presents all layer of data and I would suggest that this provides too much

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information for effective navigation. This is because the volume of data shown clutters the
display making it difficult to see safety critical information. Therefore, most manufacturers
provide an extra display category, normally called ‘Custom’ that allows the operator to
configure their display to incorporate information between Base and All Other. Some systems
also allow the saving of such displays so that the operator can customize displays for all
environments such as Pilotage, Coastal, Open Ocean, Anchoring etc., selecting them as and
when required. However, due to the sheer volume of settings and configuration that is
possible, it is recommended that check-off cards be produced to cover all environments.
Remember, too much information is as dangerous as too little.

b. SCAMIN

The system auto-filter means that unless you are navigating on the best scale chart, you will
not see all the information available for display. Therefore, when zooming out the system will
automatically deselect certain features from display such as Soundings, Lights and
Topographical detail. The only way to ensure that your display is not affected by SCAMIN is
to always ensure you are navigating on the best scale chart! It is therefore essential that the
operator knows how to select the best scale chart on their system.

c. New Symbology

ENCs have brought new symbols that must be learnt and understood, like the two featured
below.

Isolated danger depth less than safety contour or Depth unknown

d. Fixing

The ECDIS system tirelessly fixes and records ship position based upon the primary fixing
system (GPS or DGPS), whilst searching the track ahead for risky or even dangerous
conditions such as Traffic Separations Schemes, charted wrecks and shoal patches. The
system is also capable of loading charts automatically as you execute your passage, based
upon ship position. Additionally ECDIS also offers high levels of confidence by fusing
different fixing modes (GPS / Visual / RIO) into one display. Manual fixing functionality is also
provided, although some systems provide more functionality in this regard than others.

e. Precise Navigation

If the positional information is accurate, the system can be used to give valuable information
about a ship’s position when turning in confined conditions. Some manufacturers have
developed precise navigation tools such as the Docking Mode function that allows detailed
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 information on the forces at work on the vessel to be viewed in a separate panel.
Furthermore, functions such as the Predictor can also be used to predict the future position
of the ship based upon real-time influences on the vessel such as wind, tidal stream,
acceleration and deceleration and Hydro-dynamic data (see screenshot below). When used
correctly, both are excellent tools to reassure the operator of what is being seen out of the
window “this looks a bit tight, we need to put more wheel on – ECDIS concurs…”

Summary

Inadequate training is responsible for a large number of collisions and groundings as

operators are over-reliant on ECDIS and simply do not understand the shortfalls of such
systems. However, ECDIS systems are a revolution and do go a long way in making
navigation safer and easier, but only if:
• The operator uses the system correctly.
• The operator configures the system correctly.
• The operator understands the capabilities and limitations of the system in use.
• The operator is not over-reliant on GPS or on the ECDIs system.
• The operator utilizes spare capacity by looking out the window and assessing the integrity of
navigation aids and equipment.
• The operator manages and supervises the system adequately.

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 17. ARPA / Radar Overlay:
The ECDIS display may be used for the additional display of radar, radar tracked targets,
AIOS and other appropriate data layers to assist in route monitoring.

ECDIS Radar Overlay:

Integrating an electronic chart with radar provides a system which can be used for checking
vessel position. Transferred radar information may contain

- A radar video image containing charted navigational objects such as buoys and land
structures as well as target ships and other objects which are not included in the ENC
and/or
- Tracked target information about acquired/activated targets.

Radar overlay is not required but allowed by the IMO Performance Standards.

Requirements from IMO Performance Standards:

According to the IMO Performance Standards for ECDIS MSC 232 (82), the radar
information may be included in ECDIS as long as:

- Radar information that does not degrade the chart image is clearly distinguishable
from SENC information and can easily be removed from Ecdis by a single operator
action,
- The chart and the radar image match in scale, projection and in orientation and use a
common reference system (otherwise an indication is provided),
- The radar image and the position from the position sensor are both adjusted
automatically for antenna offset from the conning position.

Positioning Monitoring

The very useful navigational use of the ECDIS radar overlay is that it allows quick
crosscheck of the ship’s position. If ground-fixed objects such as (suitable) coastlines or
other reference targets of the radar picture and of the electronic chart do not match (i.e. the
whole radar picture is shifted), this is a clear indication that ship’s position (egg, by GPS;
potentially the horizontal datum) is incorrect. In practice, the ECDIS radar overlay provides
continuous and easy-to-use radar fix in which radar takes the role of a second independent
position fixing system. Generally, differences between chart and radar image provide a
chance to detect errors which otherwise might not have been detected at all- although,
needless to say, these differences exist also in the separated displays, but they are not so
easy to notice. Care has to be taken when using buoys (not ground-fixes) and flat coastlines
(no realistic radar image) for the position cross check.

Benefits of the Radar Overlay

The integration of ECDIS and radar offers a number of significant advantages such as:

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 1. Radar targets can be more easily identified when viewed together with charted
information. In particular the identification of objects such as ships in the channel,
buoys adjacent to the channel, and vessels lying at anchor is much easier.

2. The set of navigation buoys (the direction of the current flow or the off-place of buoys)
can be determined by their actual (radar) and charted (ECDIS) position.

3. Human errors (e.g. when transferring information from one system to another) are
reduced.

4. The radar image in the ECDIS display serves as a continuously independent position
fix. It monitors continuously the primary position fixing system (GPS/DGPS).

The overlay of radar and ECDIS is contributing to overall navigation safety, however some
drawback exist.

1. An ideal perfect match may not always be possible, e.g. because of flat and tide-
variable coast-lines, because of buoys which are out of position due to current and
because of sensor input inaccuracies.

2. The (unwanted) display of clutter by sea, rain and unwanted echoes in the display
makes the chart picture to a certain degree ‘speckled’. In some situations, the priority
rules and the radar ‘underlay’ in which the display of radar echoes of charted port
infra-structure are suppressed may be helpful, but the display of see clutter- which is
always displayed “over” area objects like depth areas- is annoying.

3. The radar overlay adds a lot of information on the ECDIS display such that information
overflows might occurs.

Tracked Target (ARPA) Overlay

The radar system can track the movements of radar targets automatically. For this the
targets may be acquired on the radar manually or automatically by the rudder display. The
course and speed of this target are displayed on the radar display using true or relative
vector, etc.

Concerning tracked target overlay, there is serious risk: if only the tracked target data, not
the whole radar video, are transferred to the electronic chart, only part of the ship traffic is
displayed because targets are not acquired on the radar display are not displayed in the
electronic chart. This is extremely dangerous. The watch Officer must be extremely vigilant
using this type of overlay and, must observe the original radar video on a second screen as
well.

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 18. AIS Function

ECDIS may display AIS target information, though not mandatory:

Many targets critical to navigation may not be transmitting AIS data, therefore the data set will be
incomplete and decisions made solely on the basis of AIS data can be dangerous.

There should be various ways for controlling the actual display of AIS target.

Filtering of AIS target based on factors such as range should be possible.

IMO Approved symbols for the display of AIS targets on ECDIS

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 19. System Reset & Back-up

When using an approved ECDIS the vessel must have an adequate back-up system.
(Commonly may be another ECDIS system or paper charts).

The Back-up system should ensure that safe navigation is not compromised in event of ECDIS
failure. A timely transfer should be possible in case of ECDIS failure.
The Backup system must have the planned route displayed on appropriate and up to date charts
available for quick use.

Appendix 6 of IMO Performance Std for ECDIS: BACK-UP REQUIREMENTS:

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.

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.

The Information displayed by the ECDIS back-up arrangements should be up-to-date for the
entire voyage.

If an electronic device is used, it should provide a suitable alarm or indication of system

malfunction.

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 20. Archiving ECDIS date and Data logging

ECDIS has the facility to record and save voyage data.

ECDIS performance standard requires the following:

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 use: 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 will be possible to review the recorded data but it should not be possible to manipulate or
change the recorded information.

ECDIS should have a capability to preserve the record of the previous 1 hours and of the voyage
track.

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 21. Responsibility
ECDIS- Electronic Chart Display and Information System 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 automated 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, echo sounder and automatic identification system (AIS). It may also display additional
navigation-related information, such as sailing directions.

Training requirements

ECDIS is widely used on an increasing number of ships, both as a primary and secondary
navigation system. Proper training and education for the navigators are vital if the safety benefits
of ECDIS are to be truly realized. Knowing how to make proper use of electronic chart system is
fundamental to safe navigation. Despite a recent strengthening of regulations, it is apparent that
many mariners are being expected to operate these systems without sufficient, or indeed in some
cases, any training. At best this means that the efficiencies these systems can bring are not being
realized; at worst safety is put at risk. Experience and investigations show that many mariners are
not sufficiently familiar with the basics and proper use of ECDIS, particularly in “non- standards
situations”. Recognizing this problem the IMO has requested STW sub-committee to review the
requirements for ECDIS training.
For large sectors of the industry, going digital is compulsory, within a rigid timetable. As we
already know, 2009 brought confirmation of an immovable timetable, as below; for the mandatory
adoption of ECDIS.

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Legal aspects with respect to ECDIS training - STCW 2010

International ECDIS training requirements are now included in STCW 2010 part A (code) through
the Manila Amendments of 2010, effective 01st January 2012 with a 5- year transition period.

The basic STCW competence requires maintaining the safety of navigation using ECDIS, with
differences in application for Operational and Management level officers:

• Table A-II/1, Navigation at the operational level, >500GT

• Table A-II/2, Navigation at the management level, >500GT
• Table A-II/3, Navigation at the operational level, <500 GT

Under the terms of the ISM Code (International Ship Management Code), the ship owner or
operator has a responsibility to ensure that personnel are given proper familiarization with their
duties. In this case: If a ship is equipped with a complaint ECDIS as the primary means of
navigation at sea, the ship owner has to ensure that ECDIS users are both properly trained and
familiar with the shipboard equipment before it is used. Future impacts on insurance and liability
are possible.

Training Objectives

Those who successfully complete this course should be able to demonstrate sufficient knowledge,
skill and understanding of ECDIS navigation and electronic chart to undertake the duties of a
navigational watch officer defined by STCW Code, as amended. This knowledge, skill and
understanding should include Column 1 ECDIS competencies of Tables A-II, but is not limited to:

• Knowledge of the capability and limitations of ECDIS operations, and all indicated sub-
topics
• Proficiency in operation, interpretation, and analysis of information obtained from ECDIS,
and all indicated sub-topics
• Management of operational procedures, system files and data, and all indicated sub-topics

ECDIS training should be both generic and type-specific.

Ideally, the training should cover the full extent of functions and procedures necessary to deal with
a wide range of possible navigational problems. It should cover through route planning and both
visual and automatic route monitoring in typical navigational situations and sea areas. To prepare
a user for practical operations, decision-making and alarm handling, real time complex ECDIS
simulator exercises should be conducted.

Certification of ECDIS education

The certificate shall document that:

• The candidate has completed a course in operational use of ECDIS (Electronic Chart
Display and Information System), based upon the IMO Model Course 1.27 “The
Operational Use of Electronic chart Display and Information Systems (ECDIS)”.
• The Course fulfils the requirements of IMO STCW-2010

The certificate shall be governmental issued or the issuer governmentally approved.

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IMO Approved ECDIS: To legally comply with IMO regulations.

An ECDIS must receive type approval, which is typically conducted by recognized organizations
of marine classification societies nominated by flag states.

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

• ECDIS should present the Standard Display at any time by a single operator action.
• 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 ENC and all updates to it should be displayed without any degradation o their
information content.
• 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 should 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.
• 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.

IMO requirement on board:

To support a safe nautical environment for all, IMO requires nautical charts to be carried
onboard. Amendments to SLAS regulations that came into force in July 2002 allow these
requirements to be met solely by electronic means provided there is an appropriate 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 Charts (ENC)
supplemented by a suitable back-up arrangement).

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

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Regulation 2 (IMO SOLAS V/2)

2.2 Nautical chart or nautical publication I a special-purpose map or book, or a Specially compiled
database from which such a map or book is derived, that is issued officially by or on the
authority of a government, authorized Hydrographic Office or other relevant government
institution and is designed to meet the requirements of marine navigation.

Regulation 19 (IMO SOLAS V/19)

2.1 All ships irrespective of size shall have:

2.1.4 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;

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.

Regulation 27 (IMO SOLAS V/27)

Nautical charts and nautical publications, such as sailing directions, list of lights, Notices to
mariners, tide tables and all other nautical publications necessary for the intended voyage shall be
adequate and up-to-date.

Does your ECDIS meet the carriage requirement ?

Are ENCs
available for area YES NO YES NO
of operation?
What Digital ENC (coverage at RNC ( coverage at
Charts are being an appropriate an appropriate RNC Private Charts
used in the ECDIS scale for scale for (6)
by the mariner? navigation) navigation)
What backup Independent Independent
system is ECDIS or other ECDIS or other None required None required
required? backup solution backup solution (3) (3)
required required
What are the An “ appropriate” All up to date All up to date
requirements for None needed (1) folio of up to date paper charts paper charts
the carriage of {except if back up paper charts to required for safe required for safe
Official paper is a folio of paper be used in navigation in navigation for the
charts? charts} conjunction with areas where ENCs intended voyage
the ECDIS in RCDS are available
mode
How is the ECDIS As an ECDIS As an ECDIS in As an ECDIS in As an ECS
operating? RCDS mode RCDS mode
Does the ECDIS
fulfil Chart YES (1) YES (2) NO (4) NO (5)
Carriage
Requirements?

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 22. Effective Navigation with ECDIS.
There are several Benefits for use of ECDIS such as:

1. ECDIS integrates a variety of information and graphically displays in a comprehensive

manner. The most visible advantage is the simultaneous integration of both chart and
navigation related information.
2. It Continuously and automatically displays Own ships position in real time, with heading.
Course and speed information.
3. The navigator is provided chart and navigation related information at a central workplace.
4. Navigator can concentrate more on operating the vessel and on overall situational
awareness.
5. The proper use of ECDIS enables the Navigator to select the amount of chart information
to be displayed based on the current situation and task on hand.
6. It can do route monitoring and when set correctly will give alarm for anti grounding, etc.
7. Updating of charts can be done in a quick and easy manner, and reduce the possibility of
human error.

Performance of ECDIS can get affected due to:

1. Error in application software in ECDIS.

2. If not updated to the latest version of IHO standards may not meet the chart carriage
requirement as set out in SOLAS.
3. An ECDIS which is not upgraded to be compatible with the latest version of the product
specification or S-52 Presentation Library may not be able to correctly display the latest
charted feature. Additionally, the appropriate alarms and indication may not be activated
even though the features have been included in the ENC.
4. An ECDIS, which is not updated, to be fully compliant with the latest version of the S-62
data protection Standard may fail to decrypt or to properly authenticate some ENCs,
leading to failure to load or install.

However the dangers of over reliance on ECDIS should always be noted Consideration
should be given to:

- Poor GPS performance

- DGPS used/not used
- Manipulated GPS signal (jamming, interference errors);
- ECDIS malfunction (eg, failing to give Safety Contour alarm);
- Installation setup;
- A system malfunction and data inaccuracy is always a potential,
- Error in the displayed sensor data
- Errors/ inaccuracies in one subsystem may degrade others and can potentially render
ECDIS useless.
- ENC compilation errors (e.g. datum);
- Chart errors (omissions, out-dated);
- Survey errors;
- Human error;

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- Safety depth/Safety Contours not being correctly entered or fail to alarm.
- The ECDIS display being set incorrectly (insufficient data being displayed or the display
being over cluttered).

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Reference:

• IMO Model Course 1.27, The Operational Use of ECDIS, 2012 Edition
• Norris, A ECDIS and Positioning. London: Nautical Institute
• Hecht, et al. The Electronic Chart,
• The ECDIS Manual, Witherby Seamanship International
• ECDIS Performance Standards, IMO Resolution A.817 (19) ECDIS Performance
Standards.
• Amendment to Resolution A.817 (19), MSC.64 (67 Apex. 6 Back0up requirement & MSC.
86 (70) Apex. 7 RCDS Mode.
• MSC.232 (82) Adoption of REVISED PERFORMANCE STANDARDS FOR ECDIS.
• 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-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.
• IEC publication 61174, (ECDIS)- Operational and Performance Requirements, Method of
Testing and Required Test.

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ECDIS Course First batch 29th April 2013

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Digital Version of This Handout compiled by –

Capt.P.K.Singhal
Ent. Mgmnt (I.I.T Delhi)
AFNI (UK), MICA
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