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12 ECDIS
12.1 PURPOSE
This chapter is aimed at giving procedures and guidance on the use of ECDIS specifically
with respect to the settings inputs for the various ECDIS alarms and safety parameters.

12.2 PROCEDURES
The company procedures about ECDIS given in this manual should be read in conjunction
with below industry guidelines.
NP231 - Admiralty Guide to the Practical Use of ENCs
NP232 - Admiralty Guide to ECDIS Implementation, Policy and Procedures
NP 294 – How to keep your admiralty product up to date
NP 5012 - Admiralty Guide to ENC Symbols used in ECDIS
AVCS User Guide for the ECDIS Make & Mode
MSC.1/Circ.1503 ECDIS Guidance for Good Practice
MGN 285 (M+F) Electronic Charts - The Use of Risk Assessment Methodology, when
operating ECDIS in the Raster Chart Display system (RCDS) mode.

12.3 REGULATORY REQUIREMENT

Following requirements shall be complied with for a vessel to navigate paperless.
1. The vessel has two independents approved ECDIS with back-up arrangements
conforming to IMO Resolution MSC.232(82) “Performance Standards”. An approved
chart data ENC (S57/SENC) is to be used.
2. ECDIS is to be approved by the vessel’s flag state administration and should be included
in vessel’s Safety Equipment (SEQ) certificate.

12.4 TRAINING AND FAMILIARISATION

Master and all navigating officers on vessels fitted with IMO approved and operational ECDIS
as primary means of navigation must have following trainings with documentary evidence
1. Generic ECDIS training (based on IMO Model Course 1.27) before they are being
assigned to a vessel fitted with ECDIS.
2. Type specific training approved by the manufacturer, prior joining.
3. Familiarize on board by completing the company ECDIS familiarisation form (OP-16)
prior to taking charge of Navigational watch.

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12.5 COMPANY POLICY

12.5.1 PRIMARY MEANS OF NAVIGATION
1. When Vessels are fitted with ECDIS (in single or dual configuration entered in to the
SEQ), the primary means of navigation shall be ECDIS.
2. On vessels fitted with two ECDIS, the company shall provide paper charts for area where
vector charts are not available. These paper charts shall be maintained up to date by the
vessel.

There should be a clear display on bridge indicating the primary means of navigation.

12.6 VESSELS EQUIPPED WITH SINGLE IMO APPROVED ECDIS

While using ECDIS as primary means of Navigation and paper charts as back-up, following
must be complied with –
1. Vessel shall be fitted with One IMO approved ECDIS.
2. Both ECDIS and Paper charts are to be updated and always maintained.
3. Weekly corrections, navtex warning, nav area warning, T&P corrections, etc. are to be
applied to both ECDIS and Paper charts.
4. Passage planning to be replicated on both ECDIS and paper charts
5. Relevant paper chart of the navigating area should be kept ready on the chart table with
fixes plotted at regular interval.

12.6.1 VESSEL SPECIFIC INSTRUCTION ON ECDIS OPERATION

Master to ensure that vessel specific ECDIS operating instruction are included in standing
orders. Refer Appendix-I for guidance.

12.6.2 ECDIS BACKUP

The planned route, the ECDIS Notes folder (manual update list) containing all the Mariner’s
Notes, including AIO (T&Ps) if applicable, Navigation Area warnings, NAVTEX and other notes
should be backed up weekly to a dedicated USB drive, CD or external drive.
a. The backup ECDIS shall be fully synchronised with the primary ECDIS, and the installed
electronic charts checked to ensure they are updated correctly
b. The following shall be backed up and synchronised on the backup ECDIS, as a minimum:
1. Planned route
2. Relevant Mariners Notes
3. Monitoring methods
4. Display settings
5. Track information.

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6. Routes
7. Permits
8. Any other relevant records and documentation
c. Vessel fitted with dual ECDIS shall be equipped with Take home charts or other alternate
means such as Emergency Navigation System (ENS) e.g. Chartworld, Navstation etc that
can assist the vessel in reaching a port of refuge.
d. When paper charts serve as the back-up arrangement, all back up charts and publications
for the intended voyage must be present on-board, prior commencement of the voyage.
e. In case of absence of any official back up charts or publications, the below must be
followed:
1. Office to be contacted and appraised.
2. All efforts must be taken to procure official charts.
3. Under no circumstances scanned charts or any unofficial database must be used.
f. Storing and accessibility of ECDIS installation setup files in CD/DVD/USB

1. ECDIS installation media (CD/DVD/USB) shall kept in safe custody of Master

2. After initial installation, if any updates from makers are applied on ECDIS that should
be also stored in sequence. It is recommended to put numbers on these for
identifying sequence.
3. Entry shall made in the “ECDIS installation” section of NP-133C about the location of
the media and number of makers update till date.

The take home paper charts or the alternate means such as ENS service, which are
backup for ECDIS shall be maintained up-to-date and ready for use

12.6.3 AVOIDING OVER-RELIANCE & LIMITATION OF ECDIS

As with all electronic systems it is possible for ECDIS to malfunction or output erroneous
information. OOW shall ensure that the ECDIS is functioning correctly, by verifying following:
1. Screen displayed time is correct
2. Confirm cursor and menu responsiveness. It will confirm that the system has not
frozen and that sensor inputs are being processed.
3. A fix will determine whether the satellite positioning system is still feeding data
correctly.
4. Accuracy of the ECDIS position-fixing system (normally GNSSS) by following means:
a. Parallel indexing and use of clearing bearings.
b. Radar range and bearings.
c. Visual cross bearings.
d. Regular checks on the signal-to-noise ratio of the GNSS system in use.
e. Plotting positions on the ECDIS using electronic LOP from visual/radar bearings
and ranges to compare the position from the GNSS.
5. Position input integrity
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a. Use radar overlay to assess position accuracy.

b. Use a secondary position source input to assess position accuracy.
c. Set the primary/secondary position source differential alarm.
6. Chart accuracy:
a. During passage planning, the quality of the survey should be consulted for each
charted area when determining safety margins.
b. During passage planning and route monitoring, the applicability of navigational
warnings and ePNM (T&Ps), especially the latest corrections applied, should be
reviewed and acted on where necessary

• Chart scale
The zoom facility should be used with caution. The chart symbols are automatically rescaled
when zooming in and out on an ENC, it can be difficult to ascertain whether the scale in use
is appropriate.
• Chart symbols
Chart symbols on ENCs often differ substantially from paper charts and RNCs and may be
unfamiliar to the OOW. The OOW should regularly compare the chart symbols on the paper
chart and the ENC to promote familiarisation.
• Alarms
To avoid being overloaded by alarms, Master should set the alarm limit parameters to an
appropriate value. Never disable any alarm.

The below table specifies the accuracy checks for the sensors that feed the information to
the ECDIS.

Sensor Check Accuracy By

GNSS Visual Fixes, HDOP
Gyro Transit bearings, celestial observation
Speed Measured distance between 2 positions
Log
Echo Hand lead line or spot soundings on chart or Crossing
Sounder contours
Radar Visual fixes, Radar information Overlay can be used to
check Radar against GNSS

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12.7 USE OF RCDS MODE

RCDS (Raster Chart Display System) Mode – can only be used when suitable ENC’s are not
available or not of appropriate scale and subject to flag approval.
The full functionality of ECDIS cannot be achieved when operating in the Raster Chart Display
System (RCDS) mode, so the system should always be operated in ECDIS mode.
Limitations of RCDS Mode
When using ECDIS in RCDS mode, consider the limitations of Raster Charts (RNC’s) and
take into account the following points:
• The alarms will not get triggered off by the chart data
• It is not possible to customize the chart display
• Excessive under or over zooming will distort and degrade the display
• Chart features cannot be simplified or removed to reduce clutter
• It may be difficult to read the information in displays other than in North up mode
• Objects cannot be interrogated, to display any additional information
• Many RNCs are based on local datum and not on WGS 84
• CATZOC is not available on RNCs. Refer to “source data diagram” as for paper charts

12.8 CATEGORY ZONES OF CONFIDENCE (CATZOC)

• O.O.W. should be aware of the ECDIS function to activate the CATZOC symbol on ENC.
• The knowledge of CATZOC is important especially when vessel is passing an area of
shallow / restricted waters. These values can affect the vessel’s safety of navigation
• While planning the passage, navigating officer must check and consider the CATZOC for
the entire route of the passage

12.9 ECDIS INTERFACE

As per IMO performance standards, following minimum interfaces shall be provided to an
ECDIS:
a. Ship’s position fixing system.
b. Gyro compass.
c. Speed and distance measuring device.
However, most modern ECDIS equipment is provided with following additional interfaces:
a. AIS (automatic identification system).
b. Radar (radar image overlay).
c. VDR (voyage data recorder).
d. Echo sounder.
e. Navtex.
f. Meteorological instruments such as anemometers (measuring wind speed).

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Sensor Input from Alternate Sources (e.g GNSS-1/ 2, GYRO-1/ 2) must be

checked on regular interval to verify their functionality.

12.10 CHART MANAGEMENT

a. The Company shall provide the vessels with a subscription of official electronic charts
(Vector charts) and weekly update services to fulfil the chart carriage requirement.
b. The management of electronic charts, paper charts, licenses and updates are normally
assisted by a Chart Management System.
c. This will allow for continuous reception of new editions, permits/licenses, and weekly
updates even while the vessel is at sea.
12.10.1 ENC UPDATING
ENCs are updated by weekly ‘Notices to Mariners’ issued by Hydrographic Offices /
Regional ENC. The actual updating is either applied to the ECDIS chart database
automatically or by the user.
1. Master and all navigating officers must be fully aware of how to update and maintain
the on board ECDIS.
2. Upon receipt of the ECDIS updates, the Navigating Officer must ensure that the
corrections are applied to all ECDIS units fitted on board.
3. ENC/System update to be applied on the back up ECDIS first and monitor for any
malfunctions and finally to be applied on the Primary ECDIS.
4. Updates to ENCs are sequential during the updating process ECDIS always checks that
all updates in the sequence have been applied.
5. 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.
6. The ECDIS maintains a list of updates applied and the date of application. This list can
be used to check the update status of the ENCs loaded.
7. The ECDIS generates error message when the update is unsuccessful or when a ENC is
in use and has not been corrected up to date.
8. Updating principles should be covered under ECDIS generic training but, more
importantly, also under the type specific training as different ECDIS models vary in
their updating process.
9. Latest version of presentation library should be in use.

Vessels shall retain the data storage device used to install ENC at the time of installation,
where chart subscribers do not provide base CD periodically. Vessels receiving the base
CD shall keep the latest base CD in safe custody.

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Weekly updates that are auto stored on the planning station or received on the emails
shall be used in conjunction with the based CD or mentioned storage device to restore
after ECDIS failure.

12.10.2 MANAGEMENT OF T&P NOTICES

Temporary & Preliminary Notices are updated weekly on ECDIS. OOW must ensure that all
ENCs and AIOs are updated on ECDIS for applicable T&P NM’s

T&P NMs affecting the area of 60 miles (or 6 Hours of steaming distance at full sea speed
whichever is greater) for open waters and 20 miles for coastal waters on either side of the
vessel’s track must be plotted using the “user map/layer” function on the ECDIS. Alarmable
symbols/lines must be used to plot T&P NMs.

Procedure for verification and plotting of T&P Notices:

1. OOW must extract all the relevant T&Ps from the admiralty NM for the current
voyage and check the T&P NMs on ENCs.
2. Not all ENC producers include Temporary & Preliminary Notices (T&P NMs) in their
ENCs
3. Where the ENCs do not include T&P Notices, UKHO provides the Admiralty
Information Overlay (AIO), which contains Admiralty T&P NM’s.
4. All T&P NMs that are included as AIO, or any missing T&Ps must be manually plotted
on ENC. T&P NMs for paper charts are released one week earlier than ENC T&P NMs
in such case OOW must plot the T&P NM on the affected ENCs for the present
voyage.
5. In order to check whether the T&P notices are included in ENC or not OOW should
download pdf file called ‘ Status of T&P information of ENCs’ pdf published by UKHO.

This file is available to all users on their website from below link,

https://www.admiralty.co.uk/charts/digital-charts/admiralty-vector-chart-service –>
how to update AVCS tab (press - Find out how to update AVCS)-> T&P NMs in ENC tab(
press - Download the current status of T&P NMs in ENCs) and within the “INFO” folder
AVCS Base DVD.

The most recent printout of ‘Status of T&P information of ENCs’ must be filed in section
4 of NP 133C.
6. For ECDIS T&P NMs updating procedure please refer to Flow chart below

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Vessels should read the notes in ‘status of T&P information in ENCs’ and apply T&P NMs manually as required.

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7. Three categories of user map/layer folder shall be maintained in ECDIS for each
voyage
a. Route user map - Marking required for passage plan (eg. No Go Area, PI, Calling the
master, Marpol areas etc.)
b. T&P user map – All T&P corrections that require manual plotting
c. Nav warning user map – All nav warnings including Navtex.

*These folders should be kept for inspection purposes after the voyage.
*The User Chart assigned for Synergy broadcasts (Synergy UC) should be active in ECDIS,
irrespective of the vessel’s trading area. (See Navigation Manual Appendix:9)

The ‘User Map/Layer’ function should be used for plotting T & P NMs or EP NMs
correction, on the compilation scale of that ENC. Maintain appropriate records in the
passage plan under OP01J and as per 12.10.5 in the Record of T&P correction

8. EP NMs, as applicable on any ENC, must be plotted using the “user map/layer”
function.
EP NMs ENC Preliminary (EP) NMs include information on reported hazards to
navigation, which have been incorporated into the Admiralty paper chart but not yet
in the appropriate ENC. These NMs are displayed in the same way as T&P NMs, as a
polygon with a hatched fill which indicates the area affected by the NM. Each NM is
allocated a unique EP NM number and is exclusive to AIO.

Example of EP NM
The full text of the NM can be viewed in the ECDIS Pick Report. Where additional
information is needed to explain the NM an associated picture file displays the ENC
superimposed over the current paper chart information.

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9. ‘NO OVERLAY’ feature, must be plotted using the “user map/layer” function.
Where there is no ADMIRALTY paper chart at an equivalent scale to the ENC, UKHO is
not able to compare coverage and add additional information. In these areas, the AIO
shows a grey-hatched polygon labelled ‘No overlay’.

Example of No Overlay
ADMIRALTY paper T&P NMs may occasionally display within a ‘No overlay’ polygon if
the information has been published for smaller scale paper charts and is also
relevant at a larger scale. Additional information, such as local T&P NMs, may be
available in these areas from other sources. When navigating in these areas, seafarers
should ensure that other sources of information such as local web sites, Navtex, port
notices etc have been consulted.

10. T&P file (Paper copy) need to be maintained on board in following cases:
a. Vessel has single ECDIS
b. Back up of ECDIS is stated as paper charts in SEQ certificate (FORM E)
c. If the vessel maintains paper charts as contingency (take home charts).
d. If AIO function is not available on electronic charts system, the paper copy of T&P
notice should be maintained.

12.10.3 NAVIGATION WARNINGS

1. The sources of Nav warnings could be NAVTEX, R/T, VHF, and EGC. EGC warnings
are obtained from Sat-C, and the website of the NAVAREA coordinator. Care should
be taken while obtaining Nav warnings from the internet. No data should be
obtained from unofficial websites. Information about official websites is found in
ALRS.

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2. Navigation warnings affecting the area of 60 miles (or 6 Hours of steaming distance
at full sea speed whichever is greater) for open waters and 20 miles for coastal
waters on either side of the vessel’s track must be plotted using the “user
map/layer” function on the ECDIS. Alarmable symbols/lines must be used to plot
Navigation warnings.
3. OOW receiving the NAVAREA warnings should check if a warning is relevant (see
point no.2) for the current voyage. All relevant NAV warnings should be plotted
manually in ECDIS using ‘User Map/layer’, even if the ECDIS is integrated with
NAVTEX and supports automatic plotting (Marine Information Overlay). After
plotting the nav warning, OOW should include the comments and signatures on the
Nav warning printout.
4. If the NAV warning is not affecting the voyage, he should sign the NAV warning
printout and mention the reason for not plotting it in the ECDIS.
5. Some ECDIS allows users to delete the nav warning, which is displayed
automatically from NAVTEX, in such cases if required, then OOW must delete all
the expired nav warnings from the ECDIS.
6. Adequate records should be maintained to show that all navigation warnings have
been considered and the relevant ones have been applied to a passage plan.

The ‘User Map/Layer’ function should be used for plotting all Navigation warnings, on
the compilation scale of that ENC. Maintain appropriate records in the passage plan
under OP01J and as per 12.10.5 in Record of Nav Warning

12.10.4 ECDIS AND ENC MAINTENANCE RECORD (NP 133C):

1. Vessels are required to maintain the ADMIRALTY ENC Maintenance Record (NP
133C).
2. This log is designed by UKHO to streamline the management of paper records of
ENC and ECDIS maintenance and make information on official digital charts more
accessible for bridge team.

12.10.5 MANAGEMENT OF MANUAL CORRECTIONS

Record of T&Ps, Nav Warnings (Sat-C , Navtex, R/T, VHF) plotted/deleted on ECDIS
should be maintained.
Log of manually plotted T&P NMs and Nav warnings on ECDIS should be maintained in
section 4 of NP 133C as per the below templates.
a. Record of T&P correction

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Record of T&P correction

Type: Notice No. Affected Lat / Long (any one Brief Date Expiry date Remarks
Paper position included in description of applied
T&P / Chart correction) the correction
EP(NM)

T&P 1588(T)/18 NA 25-07.2N, 009-33.6E Submarine 14/05/2022 20/05/2022 Manual

cable plotted

EP 10665(EP)/22 BA4041 25-07.2N, 009-33.6E Rock patches 14/05/2022 NA Nil

b. Record of Nav warning

Record of Nav warning
Type: Nav Nav Affecte Lat / Long Brief Date Expiry date Remark Name/Ran
Area Warning Warnin d Paper (any one descriptio applied s k of officer
/ g No. Chart position n of the plotting
Navtex/coasta included correction the
l warning in correction.
correction
)
Navtex - CN OA15 NA 25-07.2N, Submarine 14/05/202 NA Navtex 2/o Manoj
009-33.6E cable 2
Nav warn - VII 100/22 BA4041 25-07.2N, Gunnery 14/05/202 20/05/202 Sat-C 3/o David
009-33.6E exercise 2 2

12.10.6 CANCELLED ENC

Periodically, ENCs are cancelled as part of the continuous maintenance of ENC coverage
worldwide. Normally, cancelled ENCs are automatically replaced, not causing any loss of
coverage. Service provider may automatically issue new permits for ENC to be deleted
and issue new permits for replacement ENCs.
Basis weekly Readme.txt file and Section VIII of NTM, delete any cancelled and
withdrawn ENCs from each ECDIS.
Excessive number of expired ENC in the ECDIS can interfere with ECDIS performance
and/ or updating process of valid ENC’s.

12.11 VOYAGE PLANNING USING ECDIS

12.11.1 APPRAISAL
Refer to section 5.3.1.1 for appraisal
SELECTING THE APPROPRIATE ENCS FOR A VOYAGE Pl
Master and Second Officer preparing the voyage plan shall conduct a risk assessment for
areas where vessel will be trading.

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a. This will determine that:

1. There is adequate ENC coverage of appropriate scale
2. The data is installed and updated
3. Permits held (or ordered) cover the duration of the Voyage Plan for the required
ENCs. ENC status report along with expiry of the permits shall be attached with
OP-01D.
b. The Risk assessment should also determine what constitutes an appropriate folio of
paper charts, needed to support in the areas not covered by ENC.
c. The assessment must be conducted using an updated version of the digital chart
catalogue.
d. The various caution notices contained in the ENC data covering the intended voyage
should be reviewed to determine if there is any significant information, such as
positional inaccuracies, which need to be considered.

Flag state requirement and guidelines should be verified prior using ECDIS in
RCDS mode.

12.11.2 PLANNING
In addition to Chapter-5 section 5.4.1.2 Planning following shall be considered for
passage planning in ECDIS
1. Planning process begins using smaller scale ENCs (Bands 1 and 2 – overview and
general), outlining a basic route.
2. Then moving to medium scale ENCs, (Band 3 – costal ENCs), bringing in more detail to
refine the overall plan and edit legs of the voyage as proximity to the safety contour
decreases.
3. Finally utilising Bands 4/5/6 (Approach, Harbour and Berthing ENCs) to prepare the
pilotage detail.
4. ZOC data should be considered, so that courses are planned through areas of most
suitable ZOC available during the passage.
5. AIO (T/P) corrections and Navtex overlay (including NAVAREA warnings) must be
switched on. If the ECDIS does not have these automated functions the relevant T/P,
Navtex and NAVAREA messages must be plotted on the ECDIS first.
6. Turn OFF attributes that can suppress chart symbols such as “SCAMIN” filtering.
7. NO-GO Areas where the vessel is restricted either by local regulations (i.e. marine
sanctuaries) or restricted due to water depth or local dangers or as per Channel Limit
shall be marked on the ENC for effective planning.
8. Maximum possible cross track distance (XTD) must be assigned for each route leg
and correspond with navigable waters, channel widths or traffic density.
9. XTD zone must be adjusted to avoid dangers and unsafe depths inside the zone and
in channels the XTD should be made as wide as possible.

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10. The adjusted XTD zones are used in conjunction with abort areas, parallel indexing
and the Safety Parameter settings to define the limits of the safe navigable waters.
11. ‘Auto-load’ and ‘Auto-scale’ function is ‘On’
12. Display mode on ‘All / Custom’ mode
13. Safety alarms shall be calculated and set as per navigating areas
During route planning and monitoring the operator must enable the date
dependent function and select a date or date range to display all date
dependent non-permanent chart objects.

12.11.3 ROUTE CHECK

1. Routes should be routinely checked as follows.
a. During and on completion of route planning
b. After a route has been modified
c. If any chart used by the route has been updated
d. Receiving “READ ME” file from weekly NTM and new chart orders.

2. During route check the following consideration shall be given.

a. Selection of ENC as the chart priority, selection of All /custom display so that all
navigable dangers may be viewed.
b. To ensure adequate XTD/XTE/Channel limit/corridor and safety margins for the
route legs and take into account.
3. AIO (T/P) corrections and Navtex overlay (including NAVAREA warnings) must be
switched on. If the ECDIS does not have these automated functions the relevant T/P,
Navtex and NAVAREA messages must be plotted on the ECDIS first.
a. SCAMIN function to be OFF.
b. Zone of Confidence to be ON.
4. Checking the route manually:
a. The ENCs must be checked in compilation Scale. B
b. By scrolling along the track with all safety parameters set as per the guidance
given in this manual. Any alarms, cautions and other indications should be
appropriately mitigated. Those that affect the passage and cannot be resolved
should be brought to the notice of Master.

Master to visually recheck all legs of the route on ECDIS before approving and
mark comments on OP-01, Passage plan

Route check function in the ECDIS will only detect certain dangers to navigations
parameters within the XTD of the planned route. It is therefore critical to
manually check the entire route on the compilation scale as a final safety check.

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12.11.4 RECOMMENDED SETTINGS

Safety Depth
1. Purpose of the calculated safety depth is to highlight spot sounding equal to or below
the selected value ‘in bold’.
2. It only informs the user of the depths that are insufficient for the vessel to safely pass
over. They do not trigger any alarm or indication.
The safety depth should be calculated as per the following example:
Draft =9 metre, Depth = 30 metre
Estimated maximum squat = 1.0 metre
Dynamic Draft = 10.0 metre
UKC Policy 20% Dynamic draft = 2.0 metre
Allowance for swell = 0.0 metre
CATZOC Area A1 = 0.5 + 1 % depth = 0.8 metre
(Since the UKC requirement(2mts) is stricter than the CATZOC error (0.8m), vessel
chooses only the UKC requirement and CATZOC depth correction is waived off)
Ht. of Tide = 0.5 metre
(Vessel to consider the minimum tide for transit time)
Then Safety depth = 10.0 + 2.0 – 0.5 = 11.5 metres

SAFETY CONTOUR:
An alarmable safety feature that distinguish between safe and unsafe waters detects
isolated danger marks and raises an anti-grounding alarm
The following rules dictate how the displayed safety contour may change during a
voyage.
1. Safety contour value will default to 30m, if not specified by operator in ECDIS setting.
2. If the safety contour selected by the operator is not available in the SENC, the ECDIS
will default to the next deeper contour.
3. In cases when the safety contour defaults to a value deeper than that preferred, the
safety contour may not represent the limit of navigable water.

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In above picture safety depth is 14.0 m, sounding less than or equal to 14.0m is shown in
bold on activating spot soundings.

12.11.5 SHALLOW CONTOUR AND DEEP CONTOURS

1. The shallow and deep contours are utilised when the four-colour depth display is
selected.
2. The area between the 0m contour and the shallow contour is coloured dark blue, the
area between the shallow and safety contour is coloured light blue, and the area
between the safety contour and the deep contour is coloured grey and beyond is
coloured white. This allows the gradient of the seabed to be graphically displayed
With reference to above example
Shallow contour = 10 metres
Safety depth = 14.0 metres
Safety Contour = 20 metres (Input value is 14.0 m, value may default to the nearest
available deeper contour.)
Deep Contour = 50 metres
3. Different colours (Colour Coding) can be used to highlight the different depths.

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4. Depth colours can be in 2 colours or 4 colour displays. It is preferred to have 4 colour

display for better visual appreciation of depth gradient.
In 2 colour displays, the shallower area is filled in deep blue than the safety contour

In 4 colour displays, the below are displayed in 4 different colours

1. Shallow Contour
2. Safety Depth
3. Safety Contour
4. Deep Contour

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12.11.6 ECDIS SAFETY SETTINGS TABLE

MINIMUM VALUES-ECDIS SAFETY SETTINGS

Type of passage
Function Open waters Coastal waters Confined
(Less than 25 nm from waters/Pilotage waters
coastline)
≥ Static Draft
Shallow contour < safety depth

Dynamic draft + (UKC Requirement /CATZOC depth Corr.)

Safety contour &
Safety depth + Allowance for swell (If Applicable) – Height of Tide.

Five times vessel’s draft or 30 m whichever is greater.

Deep contour
Cross track 2.0 Nm 0.5 Nm As per Master

Look 30 Min 15 Min 2 Min

Length
ahead
values PORT STBD PORT STBD PORT STBD
Width 1.0 NM 1.0 NM 0.5 NM 0.5 NM 50 m 50 m
(Frame &
sector) 90° 15° 10°
Sector
Notes:
1. Dynamic draft Refer Nav. Manual Chapter 6.3.1 to ascertain the factors that need to be considered for
establishing dynamic nature of draft.
2. Confined water’s minimum cross track settings to be determined by the master after reviewing the
passage for proximity of navigational hazards.
3. After calculating the Safety Depth, if the value obtained for Safety Depth/Safety Contour is LESS than
that of the Shallow Contour (ex. in High Tidal Ports), in that case, the value of the Shallow Contour Shall be
marked SAME as the Safety Depth/Safety Contour.

12.11.7 LIMITING DANGER LINE (LDL)

LDL is a manually drawn safety contour that will raise an alarm when the safety frame
crosses the LDL . The value of the LDL shall be equal as calculated value of Safety Depth.
OOW should be aware that if the safety contour selected is not available in the ENC, it
would default to the next available deeper contour, thus artificially displaying a reduced
amount of safe water on the chart.

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Due to this, the entire area inside the safety contour cannot be taken as non–navigable
water and areas with spot soundings highlighted in bold (Safety Depth) should be treated
as ‘No Go Area’.

To allow safe navigation in such cases vessel shall make use of LDL and set the safety
contour to the shallower depth contour available in the ENC data

For example, If the Safety Depth value is set to 6.5m, the system will automatically
highlight the next available contour, which is normally the 10m line. Therefore, if the vessel
by necessity has to proceed over soundings of less than 10m but greater than 6.5m, safe
areas cannot be defined. Furthermore, the system will continuously alarm, causing alarm
fatigue. In this case navigator shall plot LDL for 6.5 meters and set the ENC Safety contour
to a value of 5 m.

12.11.8 CONFIGURING ECDIS TO CROSS THE SAFETY CONTOUR USING LDL

Below procedure shall be followed for configuring ECDIS to cross the safety contour using
LDL:
1. Calculate safety depth and enter in ECDIS.
2. Ensure the display is set to ‘All’ Mode, for all possible dangers to be shown.
3. Switch on compilation scale of the ENC.
4. Preferably, keep the ECDIS on daylight mode
5. Reduce the safety contour setting to the next available contour below the original
setting.
6. Construct LDL with alarm attribute (trigger alarm when breached by look ahead
function) to create a safety contour equivalent to the safety depth, using the
highlighted spot soundings as an indication of the contour.
7. Run a route check to confirm that the LDL feature will alarm.
8. Master and bridge team to cross check the LDL.
9. It must be remembered that LDL is time dependant because it is based upon the
height of tide and that when no longer required it must be ensured that the Safety
Contour is reverted back to a value greater than Safety Depth.
10. Above method avoids the need to cross the safety contour (relying on the LDL for
alarm generation) and reduces number of unnecessary alarms, thus reducing alarm
fatigue.
Potential Hazards of using above method:
a. A hazard could be missed during the visual inspection of the ENC and the LDL
drawing process, with no electronic warning or alarm to warn the user, as the safety
contour is lowered.

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b. Generic isolated danger marks between the lowered safety contour and the LDL
line may not show-up, depending upon their depths.

12.11.9 CROSSING THE PLANNED SAFETY CONTOUR DUE TO EMERGENCY:

Vessel must at all times avoid crossing safety contour while navigating.
However, if a vessel has to cross the safety contour due to unavoidable circumstances
following factors should be considered:
1. Inform Master
2. Reduce speed
3. Confirm the isolated dangers are displayed
4. Display of spot sounding are turned ON
5. Suitably scaled ENC are available
6. Assess CATZOC quality
7. Define No Go areas using mariner added objects and activate danger alerts (use of
LDL)
8. Monitor the echo sounder
9. Use additional Bridge manning
10. Increase frequency of position verification.

12.11.10 OTHER ECDIS ALARMS AND SETTINGS:

Below is the list of mandatory alarms / indication as per MSC Resolution 232(82).
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.
S.No. Info Requirement
1 Crossing safety contour Alarm
2 Area with special conditions Indication or Alarm
3 Deviation from route Alarm
4 Positioning system failure Alarm
5 Approach to critical point Alarm
6 Different geodetic datum Alarm
7 Malfunction of ECDIS Indication or Alarm
8 Default safety contour Indication
9 Information overscale Indication

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10 Larger scale ENC available Indication

11 Different reference system Indication
12 NO ENC AVAILABLE Indication
13 Customized display Indication
14 Route planning across safety contour Indication
15 Route planning across specified area Indication
16 Crossing a danger in route monitoring Indication
mode
17 System test failure Indication

12.11.11 CROSSING A SAFETY CONTOUR

1. This is a user entered depth that ideally coincides with the contours, giving an
adequate safety allowance for the dynamic draft of the vessel.
2. This is the only contour that is required to generate an alarm upon crossing. Deep
and Shallow contours only provide display and are not required to generate any
alarms.

12.11.12 AREA WITH SPECIAL CONDITIONS

1. An alarm or indication, as set by the user, will be given if, within a specified time or
distance, own ship would cross the boundary of a geographic area for which special
condition exists.
2. Although the ECDIS displays alarm options for several areas, IMO specifies the
following areas for which an alarm or indication must be specified –
a. Traffic separation zone
b. Inshore traffic zone
c. Restricted area
d. Caution area
e. Offshore production area
f. Areas to be avoided
g. User defined areas to be avoided
h. Military practice area
i. Seaplane landing area
j. Submarine transit lane
k. Anchorage area
l. Marine farm/aquaculture
m. Particularly Sensitive Sea Area (PSSA)

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3. The Master must ensure that at least all the above-mentioned areas have been
selected on the ECDIS to generate an alarm or indication, considering the location of
the vessel (Ocean passage / Coastal / Congested waters) and the watch level being
maintained at that time

12.11.13 DEVIATION FROM ROUTE

An alarm will be given if the specified cross track limit for deviation from the planned
route is exceeded.

12.11.14 POSITIONING SYSTEM FAILURE

An error message will be displayed if the GNSS signal is lost stating that ‘DR positioning
is being used’.

Navigating officers should be aware of the non-reliability of the GNSS input to ECDIS.

12.11.15 APPROACH TO CRITICAL POINT

An alarm will be given by the ECDIS when the ship reaches a specified time or distance,
set by the mariner, in advance of a critical point on the planned route.

12.11.16 DIFFERENT GEODETIC DATUM

The positioning system and the SENC should be on the same geodetic datum. ECDIS
should give an alarm if this is not the case. It is recommended to keep GNSS in WGS-84
datum all the time.

12.11.17 MALFUNCTION OF ECDIS SIMILAR TO OTHER ELECTRONIC NAVIGATIONAL

EQUIPMENT
ECDIS can fail, either outright or in a way that can give misleading information. The
navigator shall transfer navigation to the back-up system.

12.11.18 DEFAULT SAFETY CONTOUR

1. If the mariner does not specify a safety contour, this will be set to 30 metres by
default. If the safety contour specified by the mariner or the default 30 metres
contour is not in the displayed SENC, the safety contour shown will default to the next
deeper contour.
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2. If the safety contour in use becomes unavailable due to a change in source data, the
safety contour will change to the next deeper contour by default.
3. In each of the above cases, an indication will be provided

12.11.19 INFORMATION OVERSCALE

ECDIS will provide an indication if the information is displayed at a larger scale than that
contained in the ENC.

12.11.20 LARGER SCALE ENC AVAILABLE

ECDIS will provide an indication if own ship’s position is covered by an ENC at a larger
scale than that provided by display.

12.11.21 DIFFERENT REFERENCE SYSTEM

ECDIS and added navigational information use a common reference system normally
referred to as Common Consistent Reference Point (CCRP). If this is not the case, an
indication will be provided.

12.11.22 NO ENC AVAILABLE

If the area covered by the ECDIS display includes waters for which no ENC is available,
ECDIS to be kept at a scale appropriate for navigation.
Where there is no ENC coverage, Master shall ensure that:

1. Flag state is informed as applicable

2. Paper charts are procured
3. The transit is undertaken during the day light hours.
4. Bridge team is briefed if strong currents are expected, and manoeuvring
characteristics discussed.
5. E/R is briefed about the concerns.
6. Route is planned as per the recommended shipping route.
7. Plan is discussed and routes in ECDIS are amended as per Pilot advise.
8. UKC is monitored and pilot is updated.
9. Squat kept to a minimum by reducing the speed and vessel’s steerage checked due
to reduced speed.
10. Pilot is alerted of any possible distractions.
11. Traffic related information is communicated with pilot
12. A level II risk assessment is prepared considering above points

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12.11.23 CUSTOMIZED DISPLAY

If information categories included in the Standard Display are removed to customize
the display, this will be permanently indicated. Identification of categories which are
removed from the Standard Display can be shown on demand. Indications displayed, or
the identification of the categories removed will be type specific to the ECDIS.

12.11.24 ROUTE PLANNING ACROSS SAFETY CONTOUR

An automated route check will provide an indication to the mariner wherever the
Safety Contour is crossed, during route planning.

12.11.25 ROUTE PLANNING ACROSS SPECIFIED AREA

An indication will be given if the mariner plans a route closer than a user-specified
distance from the boundary of a prohibited area or a geographical area, for which,
special conditions exist.

12.11.26 CROSSING A DANGER IN ROUTE MONITORING MODE

An indication will be given to the mariner, if, by continuing its present course and
speed, over a specified time or distance set by the mariner, own ship will pass closer
than a user-specified distance from a danger

12.11.27 SYSTEM TEST FAILURE

ECDIS is provided with means for automatically or manually carrying out on-board tests
of major functions. In case of a failure, the test will display information to indicate
which of the module(s) is at fault

12.11.28 ISOLATED DANGER MARK

Kept on during planning stage –this is to clearly see these dangers and avoid them
during planning. Kept off during monitoring – this allows the mariner to clearly see the
difference between a wreck/rock or an obstruction. Even when off the isolated danger
will still be highlighted in the look-ahead con.

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12.11.29 ANTI-GROUNDING CONE:

1. The anti-grounding cone safety frame covers the area that will be used by ECDIS for
generation of anti-grounding alarm, area alert or navigational alarm based on the
chart data analysis, or the user set safety parameters. Safety frame of the Anti-
grounding tool may be of below types:
a. Box shape (As Danger detection Vector)
b. Cone shape (As Danger detection Sector)
2. The size of anti-grounding tool will depend upon manufacturer of ECDIS system in
use. Within the option provided by the manufacturer.
Master should decide the optimum setting of size for particular passage or leg of
voyage basis size, manoeuvrability and speed of the vessel, proximity of navigational
hazards, position plotting frequency, etc. Refer ECDIS safety settings table 12.11.6.

3. Cross track distance (XTD) – It should be set depending on expected traffic situation,
ship particulars and geographical limitations (channels, fairways, etc.).
Refer ECDIS safety settings table 12.11.6.

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12.11.30 RECOMMENDED SAFETY ZONE SETTINGS

Look Ahead and cross track settings for the ECDIS to detect dangers or shallow water for
anti-grounding system should be set subject to the geographic location. Refer ECDIS
safety settings table 12.11.6.
The look ahead time/ angle or width must be set as large as possible (to allow sufficient
time to react) and as short as necessary to provide danger warnings in sufficient time to
take action without initiating unnecessary alarms.
The look ahead time should initially be set at system maximum when in open sea and
steadily reduced as the ship approaches confined waters (but still kept to the maximum
values possible).
Look-ahead zone should be reassessed in CATZOC area that have reduced position
accuracy to ensure that vessel has sufficient safety margin, appropriate to the prevailing
circumstances. Also, the limitation of option provided by the manufacturer must be
borne in mind.

12.11.31 SCAMIN
Scale minimum (SCAMIN) defines the minimum scale at which the features will be
displayed in an ECDIS. SCAMIN is used to significantly reduce the amount of information
on the ECDIS display when reducing the viewing scale of an ENC smaller than
compilation scale.

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 the display is not affected by SCAMIN is to always ensure that the chart is being
used on the best scale (compilation scale).

All ECDIS as per latest presentation library have the facility of switching the SCAMIN
feature on & off on ECDIS display. However, to use this feature effectively without losing
the critical information at various stage of passage planning following shall be followed by
deck officers:
1. During voyage monitoring, ECDIS must be operated at compilation scale (1:1),
when appropriate scale ENCs are available.
2. When OOW zooms out, the ECDIS may indicate an under-scale warning and may
limit this operation to a certain scale factor.
3. ECDIS system must be set to operate with SCAMIN OFF for appraisal, planning and
review phases to ensure all information is seen.

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4. SCAMIN must be selected ON for execution and monitoring of the voyage plan in
order to reduce the effects of an overcrowded display.

12.11.32 SETTING NO-GO AREAS

In shallow waters and during pilotage, system should be set to display only sounding up
to a certain depth. The highlighted depths can be used to create a user layer of manual
No-Go areas with alarm attribute and other annotation.
The main tool to clearly distinguish between safe and unsafe waters remain the No-
Go Area manually plotted by the navigator.

12.11.33 ALARM MANAGEMENT:

1. Alarm setting parameters should be agreed by the master and bridge team at the
passage planning stage and same to be reflected in the passage plan form.
2. The criteria for setting alarms, warning and cautions should be decided on board the
vessel in accordance with this chapter for various navigational conditions.
3. The alarm should be set to assist the master and officers in maintaining their
awareness and understanding of potential dangers to the vessel in a manner that
reduce alarm fatigue.
4. Additionally, random checks shall be made to ensure that user defined limiting
parameters, such as the safety contour etc., are not violated whenever the passage
plan is adjusted after departure.
5. Before acknowledging the alarm, Master and OOW should always understand and
confirm the type of alarm.
6. The habit of acknowledging alarm for the purpose of eliminating noise and
disturbance shall be avoided.

ECDIS alarms should never be disabled

Too many alarms can lead to an ‘Alarm Overload’ situation and too less can
lead to false sense of security. For efficient management of alarms, effectively
select the number of alarms/ indications at the various stages of voyage

12.11.34 RECOMMENDATIONS ON OTHER SETTINGS.

Day and Night settings

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a. Lighting conditions within which the ECDIS user is operating will vary and this may
have a significant effect on how easy it is to view and interpret the information
being displayed on the screen. For example, given screen brightness and contrast
level will look very different during daylight, with direct sunlight striking the
computer screen, from night-time when the bridge lighting will be very low, and
proper night vision must be maintained.
b. When operating at dusk or night. ECDIS users are therefore advised to consider the
following recommendations to optimize the clarity of the display:
1. Ensure that the safety contour is set as per the passage plan. It is easier to lose
sight of the fact that the user is operating in shallow waters behind the safety
contour when most of, or the entire screen is within the safety contour limit.
Features behind the safety contour, like buoys and depth contours. may become
more difficult to see.
2. Ensure that the display is set to two depth shades, rather than four, to increase
the contrast difference either side of the safety contour. See note below.
3. Ensure that the shallow water pattern is switched on if the ECDIS offers this
feature. to make it easier to distinguish areas behind the safety contour.
Use of four depth shades reduces the contrast difference between adjacent
depth areas. This may make it more difficult to distinguish between safe and
unsafe waters under certain lighting conditions, particularly at night where
its use is not recommended.

12.11.35 CROSS TRACK ERROR (XTE)

It is crucial that this parameter is set realistically for each leg of the voyage. The route
check function only indicates hazards within cross track distances.
Confined waters minimum cross track settings to be determined by the Master after
reviewing the passage for proximity of navigational hazards.
Alerts will not be activated for navigational hazards outside of the XTE lines

1. Other alerts to be set to assist the navigator

2. Waypoint Approach
3. Wheel-over positions and the expected radius of turn will be marked on the ECDIS
Provided that the maneuvering or handling parameters of the vessel are correctly
entered.
4. Off-course
5. To be set as per master’s instruction.
6. Track Control
7. Track control mode must not be activated at any time.

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12.11.36 PLANNING AND PILOTAGE

The Master (or delegated Deck Officer) should provide a short brief alongside the Pilot
Card and the Pilot needs to be made aware of
1. The ECDIS type, make and model
2. The ENCs and updates available and applied to the ECDIS for the port and
approaches
3. Any local warnings held onboard
4. Backup procedures and method.
5. Feeds available on the ECDIS.
6. Limitation of ECDIS.

12.11.37 ECDIS DISPLAY MANAGEMENT

Base Display Standard Display All Display
• Coastline (high water); • ‘Base’ Display + • ‘Standard Display’
• Own ship's safety contour. • Drying line +
• Isolated underwater dangers • Fixed and floating aids • Spot soundings
of depths less than the safety to navigation • Submarine cables
contour. • Boundaries of and pipelines
• Isolated dangers which lie fairways, channels, • Ferry routes
within the safe water defined etc. • Details of all
by the safety contour such as • Visual and radar isolated dangers
bridges, overhead wires, etc., conspicuous features • Details of aids to
and including buoys and • Prohibited and navigation
beacons whether or not restricted areas • Contents of
these are being used as aids • Chart scale cautionary notes
to navigation. boundaries • ENC edition date
• Traffic routeing systems. • Indication of • Geodetic datum
• Scale, Range, Orientation, cautionary notes • Magnetic variation
and display-mode. • Archipelagic sea lanes • Graticule
• Units of depth and height • Place names

1. As a minimum, when using ECDIS in route planning and route monitoring mode, the
display must be set in custom mode with below layers displayed
a. IMO standard display +
b. Depth Sounding and Contours
c. Wrecks, obstructions, and danger marks
d. Light characteristics (at night).

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2. Some important features such as soundings, submarine cables, and pipelines are not
included in this display mode, and must be switched on using the appropriate
‘Custom’ display settings available.
3. The ECDIS user should familiarise themselves with the ‘Custom’ display options of
the ECDIS to ensure the display can be configured safely.
4. It is recommended that the voyage plan included a list of the settings required for
each phase of the voyage.
5. Spot soundings must be always displayed.
6. Additional layers of information must be added depending on the situation.
7. For example, when the vessel is preparing to anchor submarine cables and pipelines,
seabed characteristics, Anchorage identification as well as any other applicable
navigation hazards, are to be displayed on the screen.
8. Full display should be switched on when the vessel is due to breach the limiting
boundaries of XTE, safety contour, LDL or whenever the risk of missing navigational
data could jeopardise safer navigation. Switching on all layers will lead to data
cluttering on the ECDIS. Master should be called immediately in such cases.
9. Masters shall mention their absolute minimum requirements for the information to
be displayed on the ECDIS during each stage of the voyage to avoid data cluttering.
10. This list must be specific to the particular ECDIS equipment fitted on board and
should not be considered exhaustive; additional layers can be added to suit the
prevailing circumstances
11. Settings once included in the passage plan and approved by the master should not
be changed without master’s approval.

Cluttered screen may lead to ‘information overload’, particularly if the ECDIS

display is also populated with radar overlay, ARPA and AIS information.

Example
Scenario Standard Display plus minimum additional layers:

Deep Sea Spot Soundings

Details of isolated dangers
Coastal Spot Soundings
Details of isolated dangers
Ferry routes
Details of aids to navigation
Contents of cautionary notes

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Anchoring Spot Soundings

Details of isolated dangers
Submarine cables and pipelines
Contents of cautionary notes
Pilotage Spot Soundings to a depth at least equal to the value of
the Safety Contour
Details of isolated dangers
Contents of cautionary notes
12.11.38 POSITION VERIFICATION
1. Use of a single method of fixing, especially one that is automatically plotted in
ECDIS, can lead to over – reliance.
2. OOW should therefore conduct frequent verification of displayed own vessel
position at regular intervals. It is strongly recommended that manual fixes, at
prescribed intervals, are established as part of the Voyage Plan and that these
become more frequent as the Voyage Plan approaches the safety contour.
Area Frequency Position verification methods may
be one or more of the following.
Ocean Passages/Deep Sea Once every 1. Comparison between two GNSS
(Having no land in vicinity) Watch (Visual & Calculated).
2. Astronomical Observations (if
possible).

1.Coastal Navigation At least once 1. Visual bearings

(Areas where vessel is close to every 30 min 2. Radar range/bearings.
shore and Radar and visual 3. Parallel Index.
objects are available for (Radar Overlay check (if available).
position cross check) NOTE: Comparison between two
GNSS (Visual & Calculated) can be
used only if no other means (Visual
/ Radar / PI / Radar overlay) are
available.
2. Confined /Pilotage waters At least once 1. Visual bearings
(When the vessel is in areas of every 30 min 2. Radar range/bearings.
shallow waters having limited 3. Parallel Index.
room to navigate) (Radar Overlay check (if available).
NOTE: Comparison between two
GNSS (Visual & Calculated) can be
used only if no other means (Visual
/ Radar / PI / Radar overlay) are
available.

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3. OOW may choose any of the above methods to verify the ship’s position, mark the
verification on the ENC and record it in the GNSS log book. The methods available
for plotting the verification on the ENCs vary depending on the options provided by
each ECDIS maker.
4. Options such as “Entering Position”, “Event Mark”, “User Map Editor” or Saving
screen shots to the ECDIS HDD, are just a few. ECDIS fitted with electronic means of
recording activities may record this automatically.
5. In poorly charted waters, the OOW should use manual updates to mark the legs on
the Voyage Plan which key contours in the approach to shallower water, which will
enable OOW to use the echo-sounder to make cross-checks.
6. In Costal navigation, the OOW should use visual marks and radar overlay to confirm
the ECDIS accuracy. Use of radar parallel indices may also provide a cross-check, but
the most immediate indicator of system accuracy is the radar overlay.
7. The occasional display of radar over the ENC gives a rapid visual confirmation of
positional accuracy.

When the radar overlay indicates a possible error in displayed position (i.e.
radar displays out of alignment with the chart) the OOW should seek an
alternative fix method to re-establish the vessel’s position.

12.11.39 TRACK HISTORY

The ECDIS should be set to display the vessels track history. This will give a quick
indication of the effects of set.

12.11.40 DEAD RECKONING

This facility can be used as an easy check to ensure gyro heading and log speed broadly
confirm the actual COG input from the GNSS.

12.11.41 ECDIS AND COLLISION AVOIDANCE

1. ECDIS, even with radar overlay, ARPA track display, or with AIS overlay activated,
should never be used in isolation for collision avoidance.
2. The responsibility for actions relating to collision avoidance belongs to the OOW and
radar remains the primary tool for collision avoidance.

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12.12 RECORD KEEPING

1. The ECDIS does keep an electronic copy of all events and with further development
in storage time and presentation. it may in the future be used as an electronic
logbook.
2. Master is to ensure that the normal hard copy paper logbook is being maintained
as required. All above verification of position by other means shall be recorded in a
GNSS log.
3. An electronic archive of ECDIS passage plans is to be maintained for a period of at
least one year.
4. Inventory of ENC permits as in schedule A shall be maintained along with ADP
update certificates.

12.13 ECDIS FAILURE

Failure of ECDIS is recognised as a hazardous situation depending on the redundancy
and the use. Failure can be of one or more sensors on a single unit or failure of both
the units. There may be various Equipment scenarios depending upon the usage of
the vessel (Primary or Secondary means of navigation).
Checklist ECDIS Failure and (ECDIS Sensor Failure) shall be used on board, as
required.

12.14 PLANNED MAINTENANCE AND MANAGEMENT OF ECDIS

The ENC records and ECDIS maintenance shall be maintained in NP 133C.The
maintenance routines from the manufacture’s manual must be consulted following
shall be included in the vessel’s PMS:
1. Input sensors shall be checked periodically to confirm that performance is
satisfactory.
2. Power backup to the ECDIS must be verified. This shall be from the Ships emergency
source.
3. UPS – system(internal/external), if fitted, shall be checked periodically to ensure the
continuous operation of the ECDIS. Battery to be replaced as required by the
manufacturer.
4. As ECDIS is software and firmware dependent, updates to applicable software and
firmware to meet changes in IMO and IHO regulatory requirements are needed.
5. This applies in case of retrospective changes to regulations which apply to all relevant
ships. This shall be carried out six monthly or as an when updates are available.
6. All ECDIS manufacturers (OEM) are obliged to update the IHO on the latest versions
of ECDIS software as provided by them. Vessel can download this information on
latest software and firm ware or ask the vessel superintendent to send it.

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Vessels may also contact IHO at [email protected]<mailto:[email protected]> for

obtaining this information.

7. When the backup to ECDIS is an ENC system, same must be tested periodically and
familiarised.
8. Master should refer to the manufacturer’s instructions when handling ECDIS failures
and malfunction. Instructions/ procedures from maker’s manual should be kept
handy for dealing with failures.
9. Vessels should maintain adequate spares on board as per manufacturer’s
instructions ECDIS to be listed under critical equipment.
10. Temporary files need to be deleted or old log files need to be cleared out as per
manufacturer’s guidance to avoid clogging up the system and slowing down the
operation.
11. User password allows the navigator to make minor setup changes (non-critical) to
ECDIS and this password shall be known to all navigating officers.
12. Administration password permits user to make critical set up changes and shall only
be accessed by the Master.
13. Administration password shall be included in master’s handing over notes.
14. ECDIS will give audio-visual alarm to the duty officer in the event of breach of set
values, the audio setting should NEVER be put to MUTE.
15. Each time alarm is activated it should be acknowledged, verified and necessary
corrective action taken.
12.15 CYBER SECURITY
Any device used to transfer ECDIS updates must be a dedicated unit for that sole
purpose only and be free of any viruses that may corrupt the ECDIS software.
Ship staff are strictly prohibited from using unauthorised USB, other diskettes
or installing any programs or software’s into the ECDIS without company
permission.

The bridge team shall consult the ISMS manual regarding usage of removable
media.

12.16 DRILLS
1. Drills must be held for GNSS input failure, Gyro input failure, Speed Log input failure
and Primary ECDIS failure.
2. Vessel specific procedures must be made for each of these scenarios and shall be
placed on the Bridge for easy reference.

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3. Above procedures shall be reviewed during a table-top exercise involving the

Master and all deck officers and practiced by each watch-keeper as per the “Drill
and Training Planner”.
4. The checklists must include the considerations as a minimum with sufficient ship
specific details particularly with respect to switching from primary to secondary
means of navigation.

12.17 INSPECTIONS
1. Verification of updates on ENC cells to be carried out by Master weekly once and
record it on the NP 133-C & OP-29 form.
2. This may be done by checking the ENC update status report and Digital catalogue
for the active route to confirm if any ENC cells pertaining to voyage missed out for
correction/update.
3. Verification of the correction procedure should include Navigation Warnings and
T&P notices.
4. Visiting Superintendents and 3rd party inspectors may also check that the ECDIS has
been correctly updated.

12.18 HYDROGRAPHIC NOTE

When any anomalies are noticed, they should be reported to the UKHO (copy to
Synergy) using the form given in NP100 with supporting evidence such as screen
snapshots. This feedback is vital to the current efforts to make the ENCs fool-proof.
12.18.1 GUIDANCE
12.18.2 OFFICIAL AND UNOFFICIAL DATA
1. An ECDIS can determine if data is from either an ENC or a private source by
interrogating the Agency Code (a two-character combination which is unique for any
data producer) embedded in the data.
2. Using this code an ECDIS will warn mariners that they must navigate with an official
up to date paper chart if data from a private source is in use. The ECDIS will show a
warning on the ECDIS screen:
«No Official Data -Refer to paper chart »
3. Private vector charts produced by commercial suppliers (e.g. Transas) are considered
unofficial as they do not meet IMO/SOLAS standards for chart carriage and can
therefore not be relied upon as a primary means of navigation.
4. Only ENCs officially authorised and produced by a National Hydrographic Office
conforming to IHO S-57 standard can be considered as fulfilling the chart carriage
requirements of SOLAS Chapter V. An ECDIS using unofficial chart data for navigation
is classified as an Electronic Chart System (ECS).

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5. If unofficial chart data is shown on the ECDIS display, its boundary is identified by a
one-sided red line with the diagonal stroke on the unofficial side of the line.

12.18.3 TEMPORARY INFORMATION ON ECDIS- ‘DATE DEPENDENT OBJECTS’

To manage the temporary and preliminary information a new magenta ‘d’ symbol has
introduced that can highlight ENC features having an encoded non-permanent
information. It is an inherent feature of the S 57 Chart.

This ‘d’ indicates - date dependent chart data.

During route planning and monitoring the operator must enable the date dependent
function and select a date or date range to display all date dependent non-permanent
chart objects.
12.19 RECORDS
• OP-01 - Passage plan form and checklist
• OP-16 - ECDIS Familiarization checklist

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