PARTICIPANTS

HANDOUT
ELECTRONIC CHART DISPLAY AND

INFORMATION SYSTEM (ECDIS)

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 I N D E X
N Page
TRAINING AREAS
o No’s

1 INTRODUCTION 4

2 LEGAL ASPECTS & REQUIREMENTS 6

3 PRINCIPAL TYPES OF ELECTRONIC CHARTS 19

4 ECDIS DATA 32

5 BASIC NAVIGATIONAL FUNCTIONS 41

6 PRESENTATION OF ECDIS DATA 44

7 SENSORS 65

8 ROUTE PLANNING 77

9 ROUTE MONITORING 86

INTEGRATION OF ECDIS WITH OTHER NAVIGATIONAL

10 97
SYSTEMS

11 DATA HANDLING & UPDATING 104

12 INTEGRITY MONITORING 112

13 ERRORS OF DISPLAYED DATA 114

14 ERRORS OF INTERPRETATION 120

15 ECDIS ALARMS & WARNINGS 123

16 DOCUMENTATION 129

17 BACKUP 131

18 RISK OF OVER RELIANCE 136

REFRENCES, ABBREVIATIONS & BIBLIOGRAPHY 139

 CHAPTER 1: INTRODUCTION

Introduction

ECDIS is a system that is able to display electronic chart information with

automatic position updates that has built in redundancy. ECDIS is a
complex system for ship-handling assisting the mariner in all aspects of
navigation. ECDIS display digital charts information together with ships
position and course and requires redundancy. It is the legal equivalent of a
paper chart.
Risks result from overreliance in the system of ECDIS Systems.

The collected information in this Hand-out gives a first overview of:

Legal , rules, regulations and standards,

basics of chart datum,

differences between raster- and vector presentation,

production, updating and distribution of vector charts,

Information, which can be incorporated in the ECDIS.

ECDIS is being developed and extended continuously.

Discussions on ECDIS
Even the most experienced and well-trained navigator can make a mistake
when forced to handle too much information at the same time.

 The mariner has to be shown what is available to him and he has to have
effective control over selecting what appears on the "prime Display", and
this control has to be standardised for all ships' bridges.

 You can argue that the crew member should have had sufficient
proficiency in ECDIS but what saves lives isn't what people should know,
it's what they do know. (Adapted from an American Marine Incident
Investigation)
ADVANTAGES OF USING ECDIS :

Increased overall effectiveness of fleet operations.

Cost Savings.
Simplified Voyage Data Management.
Optimising Route Planning & Monitoring.
Anti-Grounding Feature
Immediate Availability of ENC’s & Updates.
Weather Routing on ECDIS.
Ice Charts.
T & P Notices

WITHOUT
ECDIS HIGH
STRESS LEVEL
ON THE
BRIDGE

ECDIS allows the Master

to focus on making the
right decisions in a timely
and controlled manner.
 CHAPTER 2: LEGAL ASPECTS

On-board Requirements

To ascertain the legal equivalence between ECDIS and paper products the
ECDIS systems installed on a ship must be checked and approved by an
official body that is duly authorised by IMO and IEC. (International Electro
Technical Commission)

Following standards define the requirements:

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

IEC 61174: Maritime navigation and radio communication equipment and

systems - Electronic chart display and information system (ECDIS) -
Operational and performance, requirements, methods of testing and
required test results),

IEC 61162: Digital Interface for navigational data.

Certain areas are not fully covered with ENC data. Therefore, it is allowed
to carry raster charts (RNC) in RCDS mode together with a reduced
portfolio of official paper charts. (Recommendations see under Port State
Control).

Port State Control (Memorandum of Understanding on Port State

Control (MOU))

Port State Control activities must be co-ordinated internationally. Therefore

most port States have signed regional Memorandum of Understanding,
covering most of the earth′s navigable waters; they are:
 Europe and Northern Atlantic (Paris MOU);
 Asia and Pacific (Tokyo MOU);
 Latin America (Acuerdo de Viña del Mar);
 Caribbean (Caribbean MOU);
 Western- and Central Africa (Abuja MOU);
 Black Sea (Black Sea MOU);
 Mediterranean (Mediterranean MOU);
 Indian Ocean (Indian Ocean MOU) and
 Gulf Region (Riyadh MOU).

MOUs have defined principles for their inspections. Under the Paris MOU
the following items related to ECDIS systems on board are inspected:
 documentation whether the IMO Performance Standard has been
met;
  existence of written manuals if ECDIS system is the main navigation
system;
 existence of certificates showing that the mariners have been trained
in ECDIS (IMO ECDIS Model Course) and type specific training with
the ECDIS system used on board;
 existence of latest up-dates and new editions of ENC;
 existence of correct usage bands for the upcoming entire voyage,
 existence of additional nautical publications which have been defined
by national carriage requirements;
 agreements between sensor data and their presentation on ECDIS
system;
 existence of adequate back-up systems and
 existence of an up-dated collection of paper charts when the ECDIS
system is used in RCDS mode.

The selection of paper charts is the responsibility of the Master. It is

required that the voyage can be finished safely if the ECDIS system suffers
a total system malfunction.
Paris MOU has recommended chart scales which were adopted by other
MOU:
planning 1:750 000 to 1:1 500 000;

open sea navigation 1:100 000 to 1:500 000;

making landfall, navigation in areas with dense traffic, fairway and harbour
area better as 1:100 000

SOLAS Chapter V
IMO has adopted amendments to the International Convention for the
Safety of Life At Sea (SOLAS) in 2000.
The main regulations concerning the equivalence between printed
documents and ECDIS are

Regulation 2:
"For the purpose of this chapter...
2. Nautical chart or nautical publication is 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 governmental institution and is
designed to meet the requirements of the marine navigation".

Regulation 18, Approval, surveys and performance standards of

navigational systems and equipment and voyage data recorder,
Regulation 19 Paragraph 2
"2.1 All ships irrespective of size shall have:
2.1.4: nautical charts and nautical publication 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,"

Regulation 27, Requirements on nautical charts and publications

Regulation 28, Records of navigational activities,

Regulation 34, Recommendations an guidelines for a safe navigation and

avoidance of dangerous situations.

Guidelines of the CONFERENCE OF PARTIES TO THE

INTERNATIONAL CONVENTION ON STCW FOR SEAFARERS, 1978
STCW has taken the coming carriage requirement for ECDIS into
consideration and has published new guidelines for mariners training which
come into force 1 January 2012. The following extracts are related to
ECDIS:

STCW/CONF.2/34 THE 2010 MANILA CONFERENCE

PART 2 – RECOMMENED GUIDANCE REGARDING PROVISIONS OF THE

STCW CONVENTION. 

Specification of minimum standard of competence for officers in charge of a navigational

watch on ships of 500 gross tonnage or more.

Table A-II/1

FUNCTION: Navigation at operational level

Competence
Use of ECDIS to maintain the safety of navigation
 Note: Training and assessment in the use of ECDIS is not required for
those who serve exclusively on ships not fitted with ECDIS.
 These limitations shall be reflected in the endorsements issued to the
seafarer concerned.

Knowledge, understanding and proficiency

Navigation using ECDIS
Knowledge of the capability and limitations of ECDIS operations, including:
.1 a thorough understanding of Electronic Navigational Chart (ENC) data,
data accuracy, presentation rules, display options and other chart data
formats
.2 the dangers of over-reliance
.3 familiarity with the functions of ECDIS required by performance
standards in force

Proficiency in operation, interpretation, and analysis of information

obtained from ECDIS, including:
.1 use of functions that are integrated with other navigation systems in
various installations, including proper functioning and adjustment to
desired settings
.2 safe monitoring and adjustment of information, including own position,
sea area display, mode and orientation, chart data displayed, route
monitoring, user-created information layers, contacts (when interfaced with
AIS and/or radar tracking) and radar overlay functions (when interfaced)
.3 confirmation of vessel position by alternative means
.4 efficient use of settings to ensure conformance to operational
procedures, including alarm parameters for anti-grounding, proximity to
contacts and special areas, completeness of chart data and chart update
status, and backup arrangements
.5 adjustment of settings and values to suit the present conditions
.6 situational awareness while using ECDIS including safe water and
proximity of hazards, set and drift, chart data and scale selection,
suitability of route, contact detection and management, and integrity of
sensors.

Methods for demonstrating competence

Examination and assessment of evidence obtained from one or more of the

following:
.1 approved training ship experience
.2 approved ECDIS simulator training.

Criteria for evaluating competence

Monitors information on ECDIS in a manner that contributes to safe

navigation.

Information obtained from ECDIS (including radar overlay and/or radar

tracking functions, when fitted) is correctly interpreted and analysed,
taking into account the limitations of the equipment, all connected sensors
(including radar and AIS where interfaced), and prevailing circumstances
and conditions.

 Safety of navigation is maintained through adjustments made to the ship's

course and speed through ECDIS-controlled track-keeping functions (when
fitted).

 Communication is clear, concise and acknowledged at all times in a

seamanlike manner.

 Specification of minimum standard of competence for masters and chief

mates on ships of 500 gross tonnage or more.

Table A-II/2

FUNCTION: Navigation at management level

Competence

Maintain the safety of navigation through the use of ECDIS and associated
navigation systems to assist command decision making.

 Note: Training and assessment in the use of ECDIS is not required for
those who serve exclusively on ships not fitted with ECDIS. This limitation
shall be reflected in the endorsement issued to the seafarer concerned.

Knowledge, understanding and proficiency

Management of operational procedures, system files and data, including:

.1 manage procurement, licensing and updating of chart data and system
software to conform to established procedures
.2 system and information updating, including the ability to update ECDIS
system version in accordance with vendor's product development
.3 create and maintain system configuration and backup files
.4 create and maintain log files in accordance with established procedures
.5 create and maintain route plan files in accordance with established
procedures
.6 use ECDIS logbook and track history functions for inspection of system
functions, alarm settings and user responses.

 Use ECDIS playback functionality for passage review, route planning and
review of system functions.

Methods for demonstrating competence

Assessment of evidence obtained from one of the following:
.1 approved in-service experience
.2 approved training ship experience
.3 approved ECDIS simulator training

Criteria for evaluating competence

Operational procedures for using ECDIS are established, applied, and

monitored.
Actions taken to minimize risk to safety of navigation.

PART 4 - WATCHKEEPING AT SEA

Part 4-1 - Principles to be observed in keeping a navigational watch

Watch-keeping under different conditions and in different areas

Coastal and congested waters

The largest scale chart on board, suitable for the area and corrected with
the latest available information, shall be used. Fixes shall be taken at
frequent intervals, and shall be carried out by more than one method
whenever circumstances allow. When using ECDIS, appropriate usage code
(scale) electronic navigational charts shall be used and the ship’s position
shall be checked by an independent means of position fixing at appropriate
intervals.
Carriage Requirement

High Speed Craft

Together with the adoption of the amendments to the INTERNATIONAL

CODE
OF SAFETY FOR HIGH-SPEED CRAFT, 2000

IMO adopted in 2006:

High-speed craft shall be fitted with an ECDIS as follows:

1. craft constructed on or after 1 July 2008,

2. craft constructed before 1 July 2008, not later than 1 July 2010.

All other vessels

ECDIS is a part of the carriage requirements defined at SOLAS Chapter V

rule 19 for all other vessels now.

The relevant amendments of rule 19 related to the carriage requirement

are listed below.
General Carriage Requirement for ECDIS Systems

Regulation 19 - Carriage requirements for ship borne navigational systems

and equipment
1. After existing paragraph 2.9, add new paragraphs 2.10 and 2.11 as
follows:
"2.10 Ships engaged on international voyages shall be fitted with an
Electronic Chart Display and Information system (ECDIS) as follows:
.1 passenger ships of 500 gross tonnage and upwards constructed on or
after [1 July 2012];
.2 tankers of 3,000 gross tonnage and upwards constructed on or after [1
July 2012];
.3 cargo ships, other than tankers, of 10,000 gross tonnage and upwards
constructed on or after [1 July 2013];
.4 cargo ships, other than tankers, of 3,000 gross tonnage and upwards
but less than 10,000 gross tonnage constructed on or after [1 July 2014];
.5 passenger ships of 500 gross tonnage and upwards constructed before
[1 July 2012], not later than the first survey on or after [1 July 2014];
.6 tankers of 3,000 gross tonnage and upwards constructed before [1 July
2012], not later than the first survey on or after [1 July 2015];
.7 cargo ships, other than tankers, of 50,000 gross tonnage and upwards
constructed before [1 July 2013], not later than the first survey on or after
[1 July 2016];
.8 cargo ships, other than tankers, of 20,000 gross tonnage and upwards
but less than 50,000 gross tonnage constructed before [1 July 2013], not
later than the first survey on or after [1 July 2017];
.9 cargo ships, other than tankers, of 10,000 gross tonnage and upwards
but less than 20,000 gross tonnage constructed before [1 July 2013], not
later than the first survey on or after [1 July 2018].

2.11 Administration may exempt ships from the application of the

requirements of paragraph 2.10 when such ships will be taken permanently
out of service within two years after the implementation date specified in
subparagraphs 2.10.5 to 2.10.9 of paragraph 2.10."

 2 Amend existing paragraph 2.14 as follows:

"2.1 All ships irrespective of size shall have:
.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) is
also accepted as meeting the chart carriage requirements of this
subparagraph. Ships to which paragraph [2.10] applies shall comply with
the carriage requirements for ECDIS detailed therein;"

IMO Minimum Requirements on ECDIS Systems

The IMO minimum requirements for ECDIS systems (ECDIS Performance

Standard) are defined in IMO Resolutions A.817 (19), MSC.64 (67) and
MSC.86 (70) for systems installed after 1 January 1996 but before 1
January 2009. Systems installed on or after 1 January 2009 have to
conform to the standard defined in IMO Resolution MSC.232 (82).

   ECDIS Performance Standard defines functional minimum

requirements: Use of official digital chart data in standardised formats (S-
57, RCDS),
 Presentation of chart data according to the Colours and Symbol
Specification (S52),
 Support of essential navigational functions (VRM, EBL, Route
planning, Route monitoring),
 Handling of data received from other navigational equipment (e.g.
GPS, Gyro),
 Performance tests , alarms and indications for (e.g. Anti-Grounding)
or for malfunctions of e.g. navigational interfaces,
 Power supply
 Back up arrangements.

Observing the IMO Performance Standards

Vessels under European flag can carry only those ECDIS systems which
have been certified by an independent auditing agency to the requirements
of the IMO Performance Standards for ECDIS.

The type approval consists of:

 System integrity,

No separation between hardware and software.

 Vector chart functionality

based on IEC 61174 Standard,

 Data installation using IHO test charts,

Control the presentation according to INT1 (EC) in conjunction with printed

version of S52.

 Raster chart functionality

Based on Annex H of IEC 61174 Standards.
 Navigation interfaces, system reaction to following inputs and
Outputs

correct input and processing,

system reaction to missing inputs (GPS, Log, etc.),

broken cable,

alarm or indication according to their logical reason.

Back up arrangements according to Annex G of IEC 61174,

redundant installation,

continuation of route planning,

Continuation of the voyage without system integrated information (GPS,

Log, terrestrial bearings).

 Robustness

test will be conducted by accredited test laboratories according to IEC

60945 Standard
heat, coldness, humidity, vibrations, ergonomic, electromagnetic influences
(radiation) and resistance.
 Monitor tests
true colour presentation by using calibrations.
  Additional tests
special ECDIS system requirements of manufactures,
additional functions of the ECDIS system,
tests according to manual or technical documentation,
 System test according to a fixed scenario.

What is the difference between ECS and ECDIS?

ECDIS (ELECTRONIC CHART
ECS (ELECTRONIC CHARTING
DISPLAY & INFORMATION
SYSTEM)
SYSTEM)

ELECTRONIC CHART SOFTWARE TYPE APPROVED HARDWARE

UNOFFICIAL CHARTS (e.g. C-MAP

TYPE APPROVED ECDIS
PROFESSIONAL + OR TRANSAS
SOFTWARE
TX 97.

NONE APPROVED HARDWARE

APPROVED INSTALLATION

OFFICIAL CHARTS (ENC, SENC,

ARCS)

CHART CORRECTION
SUBSCRIPTION

CREW HAS BEEN TRAINED FOR

THE USAGE

CAN BE USED AS AN AID TO CAN BE USED FOR PRIMARY

NAVIGATION NAVIGATION
TYPICAL SYSTEM LAYOUT:

APPROVED HARDWARE MEETING IEC 60945

MINIMUM SENSORS
 EPFS (ELECTRONIC POSITION FIXING SYSTEM)
 HEADING INPUT ( GYRO )
 SPEED INPUT ( LOG, SPEED MEASURING DEVICE)

Minimum sensors are required to be connected directly to both

stations in order to comply with the ECDIS performance standard
requiring safe takeover between main & backup solution.
Training Requirements for ECDIS Use.
All Officers on board are required to be trained in the use of ECDIS as per:

1. IMO Model Course 1.27, conducted by APPROVED TRAINING

CENTER (Required by Regulations II/1, II/2 and II/3 of the
Annex to the STCW Convention, in accordance with the IMO
Model Course 1.27)
2. Ships Specific Equipment Training – Hands On conducted. E.g.
by ECDIS maker or via Computer Based Training. (Can be
required by local administrations) or ON-BOARD
FAMILIARISATION AS PER ISM CODE.
 Chapter 3: CHARTS
(Electronic Chart Display and Information System)

ECDIS; how it is presented; approach Warnemünde

Use of different chart formats

Quite often different chart types are used in ECDIS systems, e.g. Raster
Charts. The constraints when using both chart types for the various
segments of a voyage and the considerations to be taken are described in
the Vector/Raster part of ECDIS basics.

Vector- and Raster presentation

Although originally designed for using vector charts ECDIS Systems are
able to work with raster charts too. Raster chart presentation in ECDIS is
mentioned here to provide a complete overview of all functionalities of
ECDIS systems.

It is necessary to have an agreed view on the pre-settings of functions,

alarms and indicators to be used on the ECDIS when both chart types have
to be used for different segments of a voyage.
Generalisation of chart information
ENCs are loaded and administrated in SENC in different usage bands. Each
of those usage bands is associated to a specific scale range.

 The chart display will vary dependent on the scale range selected. The

larger the selected scale (usage band) the better the chart accuracy.
Cartographers call the process of smoothing of too much detail caused by
limited space generalisation . Currently an automatic generalisation is not
sufficiently possible.

 The examples below show how the chart accuracy and display of a coastal
area will be varied related to the selected scale range.

Sources: US NOAA ENC Cells US2EC03M, US3EC08M, US4MD81M,

US5MD32M.
General description of raster drawings
A "raster drawing" is a drawing given to the viewing application with

1 instruction: Draw exactly this. Image size and resolution were factored
into the instructions when the image was made - in effect, it has already
been drawn. Any attempt to change them must be done by the viewing
application. With no further data available for resize beyond the original
size, extrapolation delivers images of increasingly poorer quality.  

Raster Chart Presentation

Zoom based on raster drawing

Raster chart data is created by scanning the information on

a paper chart and storing this information in the form of
pixels. Many thousands of pixels together make a flat digital
image. Each pixel contains all the data for a particular
point; colour, brightness etc. They are also geographically
referenced which makes the raster chart identical in every
way to the paper chart on which it is based. Raster charts
cannot be manipulated or queried.
The example provides a zoomed chart extract. The decreased presentation
quality can easily be seen.
General description of vector drawings
Vector is a set of maths functions (vectors) given to the viewing application
with an instruction to run these functions and render the result. The
functions of a vector image give reference to the sizes and resolutions,
which are passed to it when the image is drawn and rendered. Because of
this they can be of any dimensions and resolution. The only factors then to
consider are the limits of the operating system and the environmental of
the drawing application.

Vector Chart Presentation

Zoom based on vector drawing

Vector data is digitised information taken from charts and

other sources e.g. coastlines and buoys. Vector data could
contain geographical reference as points, lines or polygons
which is then stored in Spatial Objects.

Features of Spatial Objects and feature attributes e.g.

colour, shape, are held in a database-like structure which
allows them to be selectively displayed and queried. This
creates the potential for manipulating the chart image when
displayed on screen. It also allows for the possibility of
adding information e.g. pictures or text to a spatial object.
 

The example shows that the zoomed charts details are still at high quality.

IMO Circular

IMO provides in deep information about the problems occur when using
vector or raster charts; see "SN/Circ.207/Rev.1 - Differences between
RCDS and ECDIS ".

Chart Examples

Direct comparison of a chart let showing a part of a New York fairway

underlines the advantages of vector presentation. The vector presentation
offers a lot of additional information. A mouse click allows the user to
obtain a lot of information coded in various objects on the same geometry
(in this case the point of the mouse). The presentation of information
depends on ECDIS manufacturer's software and may differ from the
image provided here.
Raster presentation cannot provide more information than displayed on
the image of the chart.
Raster Chart

Source: NOAA Chart 12334

Vector Chart

Source : NOAA Cell US5NY1CM.000

Distribution
Although the RENC distribution mechanism is recommended by the IHO,
some Hydrographic Organizations distribute their ENCs through other
channels.

Countries as Canada, South Korea, Japan or Australia distribute their ENC

directly or through chart chandlers.

Different SENC processing

The figure presents the data provision from a Hydrographic Office to a
presentation on an ECDIS screen.

ENC have to be processed at SENC, to be presented correctly. Two

different methods are available:

 the processing aboard;

 the processing ashore.

The latter is mostly offered by ECDIS manufactures acting as Value Added

Reseller (VAR). The pre-processing to the required SENC format saves a lot
of time and is more user friendly.

ENC Data processing aboard ENC Data processing ashore

Overview data supply and use

Supply and use of chart data: ECDIS is able to process a variety of official
and private data. Accordingly, back-up requirements are different.

WEND (Worldwide Electronic Chart Database)

IHO aims at providing a worldwide ENC data service, called WEND
(Worldwide Electronic Navigational Chart Database).
The purpose of WEND is to ensure a global coverage of official and updated
ENCs observing uniform quality standards. This should be realised through
integrated services that fulfil chart carriage requirements of SOLAS Chapter
V, and the requirements of the IMO Performance Standards for ECDIS.
The data distribution should be realised by RENC (Regional Electronic
Navigational Chart Co-ordinating Centre).

The IHO WEND committee is disbanded. The work will be continued by the
INTER-REGIONAL COORDINATION COMMITTEE (IRCC) now.

The Role of the RENC

 The Term RENC stands in the WEND documents for as “Regional ENC Co-
ordinating Centre”. This term is composed from a geographical component,
an object of its activities, and a function. It is defined in the “Glossary of
ECDIS-related Terms” (S-52, App. 3) as follows:

In the Worldwide Electronic Navigational Chart Data Base (WEND) the IHO
network of Hydrography Offices, the regional node being responsible, as
Issuing Authority, for official ENCs and official updates compiled from
national ENC data.

Indeed, the two currently existing RENCs, Primar-Stavanger and IC-ENC,

are mainly composed from the members of a respective region (it appears
logical for HOs of neighbouring countries to closely co-operate), but neither
does membership follow the structure of Regional IHO Commissions, nor
does a regional flavour preclude membership to the RENCs from far distant
regions. Thus, a regional character is not required for a RENC, but may be
just a feature.

The remaining three letters of “RENC” have far more significance. The EN
illustrates that the core business of a RENC is related to “ENCs”; this does
not need further explanation.

The “C” is related to “Co-ordination” as the functional element of the term

“RENC”. This is indeed describing the core of the responsibilities of a
“RENC”. In its widest sense, co-ordination has the following targets:

¨ Data Quality: ensure consistency and uniformity of a high level of

data quality across the participants of a RENC, and also across all
other RENCs and contributing HO’s. ECDIS as a world-wide, official
system needs a world-wide consistent quality guarantee.
¨ Service: ENCs are only as good, and can only be called official, as
they are being kept continually updated. For the management of a
vessel engaged on international voyages it would be a nightmare if it
would have to collect all ENC data, and updates to it, from all
national services individually, particularly in fragmented regions such
as Europe, Asia, the Caribbean, or Africa. Thus, co-ordination of data
services is a core task for RENCs. This does not necessarily imply
that also the services must be supplied by the RENC itself.

Indeed, the definition shown above refers to the RENC only as “Issuing
Authority “. Thus, the actual service to the market can be left to service
providers as long as the governmental responsibility for a RENC remains
uncompromised, and the service providers operate on a clear contractual
framework with respect to the services.

Thus, RENCs are organisational entities where IHO members

have established co-operation amongst each other to
guarantee world-wide consistent levels of high quality data,
and for bringing about co-ordinated services with ENCs and
updates to them.

Present RENC’s:

1. PRIMAR – STAVANGER NORWAY.

2. IC-ENC – U.K. Taunton, Somerset, UNITED KINGDOM

3. JHA – JAPANESE Hydrographic Association – Tokyo, Japan.

Organisation on board

Normally, ENCs as well as RNCs will be organised in one system on board.

The combination of vector charts and raster charts is called "dual fuel”
modes. International agreements allow the use of raster charts where no
vector charts are available or the vector charts coverage is not adequate to
ensure a safe navigation. The requirements for suitable back-up
arrangements must be fulfilled. The risk of different chart datum is to be
noticed. The table below shows the organisation of the respective chart
systems. The administration of the charts is described in the sub-menus.

DB- Electronic Chart Data Base ECDIS and RCDS in "dual

ENC- Electronic Navigational Chart
SENC- System Electronic Navigational Chart
ECDIS- Electronic Chart Display and
Information System fuel" Mode
RNC- Raster Navigational Chart
SRNC- System Raster Navigational Chart
RCDS- Raster Chart Display System

ENC-Organisation on Board
An ENC will be presented, together with its updates, in a SENC (System
Electronic Navigational Charts).
The methodology for presenting ENC data for voyage planning or for the
voyage on the screen is not explicitly defined in IMO Performance
Standards for ECDIS, and each ECDIS manufacturer will deal with this in
different ways.

Two different approaches, discussed in more detail, follow:

Data for ENCs with a better Usage Band will be presented as early as
possible and overlap the previously displayed ENC. This could result in an
information overflow. To counteract this, Scale Minimum attributes for
certain objects are given, helping to avoid such an overflow. These
attributes define in which scale range the object will be presented on the
screen.

Data for ENC with a better Usage Band will be presented as late as
possible. The mariner selects at which stage the best ENC Usage Band will
be presented. The presentation of better Usage Bands will happen from
about twice the scale of the chart, which means that if there is a current
scale of 1:50 000 the next better Usage Band will be presented when a
scale of 1:25 000 is reached.

Vector chart presentation will not deteriorate if the mariner selects a scale
for which the Usage Band was not defined. The chart information presented
will only be the optimum available for the current Usage Band selected;
this may not be to the level of accuracy required. Therefore a warning
system must be in place to inform the mariner when the wrong scale for a
Usage Band is selected. Manufacturers have designed, as requested by the
IMO Performance Standards for ECDIS that highlight over-scale patterns or
different coloured backgrounds to show the use of wrong scales.
The figures display one option to indicate incorrect usage of scale ranges.
The different own ship presentation for both scales has been defined in the
S52 standard and will be generated automatically by the system.

ENC Overlapping
Although ENCs with the same Usage Band may overlap; the displayed
information must not. ENCs with a different Usage Band could overlap both
area and displayed information. The image shows the possibility of
overlapping of ENCS with different Usage Band.

Overlapping of ENC

RNC-Organisation on Board
RNCs are organised in a SRNC (System Raster Navigational Charts).
International agreements defining in which order a raster chart with better
scale will be shown on screen are not yet available. Each manufacturer will
deal with in this different way. All systems are intended to provide the
mariner with the best available scale as early as possible. Therefore, the
connected charts will be presented with their original scale or the scale of
the chart in current use.

DISTINCTIONS:
ECS ECDIS RCDS

Navigation aid Primary navigation An ECDIS using official

 system RNC charts

No substitute for Substitution of paper Primary navigation

paper charts charts permitted. system if area is not
covered by ENC’s

All Chart formats Using ENC charts Backup substitution

permitted. (Official & of paper charts
Un-official) depends on flag state.

Status definition Clear Definition If using unofficial

data, ECDIS becomes
an ECS.

If using non official

data, ECDIS becomes
an ECS.

ENC COVERAGE AREA

 CHAPTER 4 – ECDIS DATA

ENC

The Electronic Navigational Chart (ENC)

means the database, standardized as to the content, structure and format,

issued for use with ECDIS on the authority of the government authorised
hydrographic offices & conforms to IHO standards.

The ENC contains all the chart information necessary for safe navigation &
may contain supplementary information in addition to that contained in the
paper chart which may be considered necessary for safe navigation.
(RESOLUTION MSC .232(82))

SENC
System Electronic Navigational Chart (SENC) means a database, in
the manufacturer’s internal ECDIS format, resulting from the lossless
transformation of the entire ENC contents and its updates.

It is this database that is accessed by ECDIS for the display generation

and other navigational functions, and is equivalent to an up-to-date paper
chart. The SENC may also contain information added by the mariner and
information from other sources.

(RESOLUTION MSC .232(82))

S52 Standard
S52 Standard defines rules for the presentation of information on the
ECDIS screen which has been encoded according to S57 Standard.
The standard defines rules for presentation as well as standards for the
"Presentation Library" (Pres.Lib), e.g.:
 usage of uniform colours,
 definition of symbolisation rules,
 creation of ECDIS chart display,
 creation, edition and cancellation of objects during runtime,
 test for true colour presentation on the monitor.
National Implementation

The equivalence between ECDIS and paper products must be recognised by

flag States.
The recognition must be promulgated by an IMO Circular.

S57 Standard
S57 Standard "IHO Transfer Standard for Digital Hydrographic Data" is a
greatly simplified model of the (hydrographic) reality and consists of geo-
referenced and non-geo-referenced information. Information is stored in
objects.
Objects are defined as:
 spatial objects, containing information about position and geometry,
and
 feature objects, containing attribute information.

Attributes could be defined into one or more sub-information.

A spatial object can exist without a feature object, but a feature object
must have a related spatial object.

Limitations of S57 Standard

As good as S57 is the standard has some disadvantages. The main are:
the exclusive use for encoding ENCs and for their use in ECDIS;

 the missing acceptance in the GIS world;

 S57 is frozen since a long time;
 the inflexibility in maintaining and correcting;
 the standard is not sufficiently future orientated;
 the inflexibility in handling of different file format and
 the GIS world sees S57 as exclusively used for ENC data.

 The new S100 Standard in force since 1 January 2010 promises

improvements.
S100 Guide
The guide can be seen as a frame for modelling and coding of much
different geo-spatial information. The standard bases on several GIS ISO
norms in force.
S100 is no longer linked directly to products. Rather it offers the
opportunity to develop and distribute many different products. The well-
known ENC will be only one product of the product portfolio to be
developed. The standard number for the ENC will be S101.

S100 Universal Hydrographic Data Model

S100 Universal Hydrographic Data Model

Performance of the S100 Guide

S100 is trying to be future orientated as much as possible. File formats are
an example. The guide does neither regulate nor limit the file formats of
external files to be used nor limits the content presentation.
 
S100 supports 3D products. That opens the field to a 3D presentation of
the sea area supported by an official IHO standard. There are various
studies presented. 3D ENC could become reality if having passed the
necessary type approval procedure.
 
A further improvement of ENC promises the implementation of time
depended features. S100 offers the necessary structure. 
 
The guide offers data supplier outside the Hydrographic Organizations the
option to deliver and maintain data. Doing that, IHO expects an innovation
push and significant enhancement of future ECDIS.

Download of the current version

The current version of the standard can be downloaded from the IHO
Website.

NOTE:

Beginning on 1 January 2011, the IHO S-57 Data Producer Code Register is
no longer hosted on the Open ECDIS Forum. Instead, under the new IHO
S-100 Geospatial Information (GI) Registry, companies or organizations
producing IHO S-57 and/or IHO S-100 data are registered under the new
Data Producer Code Register.

A listing of companies and organizations currently listed in the Data

Producer Code Register are available from the IHO website:
http://registry.iho.int/s100_gi_registry/home.php.

S-63 standards:
The publication S-63 - IHO Data Protection Scheme describes the
recommended standard for the protection of ENC information. It defines
security constructs and operating procedures that must be followed to
ensure that the data protection scheme is operated correctly and to provide
specifications that allow participants to build compliant systems.

Associated security test data sets are provided as an appendix to S-63, to

assist in the implementation and testing of the security scheme.
Present edition: S-63

IHO DATA PROTECTION SCHEME IHO Data Protection Scheme

(Edition 1.2.1, March 2020)

This document specifies a method of securing ENC --Information and

maintaining the integrity of an ENC service with multiple data services
serving a large customer base. The purpose of data protection is threefold:

1. Piracy Protection: To prevent unauthorised use of data by encrypting the

ENC information.

2. Selective Access: To restrict access to ENC information to only those cells

that a customer has been licenced for.

3. Authentication: To provide assurance that the ENC data has come from
approved sources

Piracy protection and selective access are achieved by encrypting the ENC
information and providing cell permits to decrypt them. Data Servers will
encrypt ENC data provided by producer nations before supplying it to the
Data Client. The encrypted ENC is then decrypted by the ECS/ECDIS prior
to being reformatted and imported into the systems SENC. Authentication
is provided by means of digital signatures within the data.

The scheme does not specifically address how ENC or SENC information
can be protected once it is within an end-user application. This is the
responsibility of the OEMs.

The scheme allows for the mass distribution of encrypted ENCs on hard
media (e.g. CD-ROM or DVD) and can be accessed and used by all
customers with a valid licence containing a set of permits. Selective access
to individual cells is supported by providing users with a licenced set of
permits containing the encrypted cell keys. This licence is created using a
unique hardware identifier of the system and is unique to each Data Client.
Consequently, licences cannot be exchanged between individual Data
Clients.

The scheme uses a compression algorithm to reduce the size of the

dataset. Unencrypted ENC data contains many repeating patterns of
information, e.g. coordinate information. Compression is therefore always
applied before the ENC information is encrypted and uncompressed after
the decryption on the data client system (normally an ECS/ECDIS)

1.2.1 Scheme Administrator

The Scheme Administrator (SA) is solely responsible for maintaining and

coordinating the scheme. The SA role is operated by The International
Hydrographic Bureau (IHB), as secretariat of the IHO, on behalf of the IHO
member states.

The SA is responsible for controlling membership of the scheme and

ensuring that all participants operate according to defined procedures. The
SA maintains the top-level digital certificate used to operate the S-63 Data
Protection Scheme and is the only body that can certify the identity of the
other participants of the scheme.

The SA is also the custodian of all documentation relating to the S-63 Data
Protection Scheme.

1.2.2 Data Servers

Data Servers are responsible for the encrypting and signing ENC data in
compliance with the procedures and processes defined in the scheme. Data
Servers issue ENC licences (permits) so that Data Clients, with valid user
permits, can decrypt ENC data.

Data Servers will use the M_KEY and HW_ID information, as supplied by
the SA, to issue encrypted ENC cell keys to each specific installation. Even
though the cell keys used to encrypt each cell are identical, they will be
encrypted using the unique HW_ID and therefore cannot be transferred
between other ECDIS from the same manufacturer.

Hydrographic Offices, Value Added Resellers and RENC organisations are

examples of Data Servers.

1.2.3 Data Clients

Data Clients are the end users of ENC information and will receive
protected information from the Data Servers. The Data Client’s software
application (OEM System) is responsible for authenticating the ENC digital
signatures and decrypting the ENC information in compliance with the
procedures defined in the scheme.

Navigators with ECDIS/ECS systems are examples of Data Clients.

1.2.4 Original Equipment Manufacturers (OEM)

OEMs subscribing to the IHO S-63 DPS must build a software application
according to the specifications set out in this document and self-verify and
validate it according to the terms mandated by the SA. The S-63 standard
contains test data for the verification and validation of OEM applications.
The SA will provide successful OEM applicants with their own unique
manufacturer key and identification (M_KEY and M_ID).

The manufacturer must provide a secure mechanism within their software

systems for uniquely identifying each end user installation. The scheme
requires each installation to have a unique hardware identifier (HW_ID).

The software application will be able to decrypt the cell keys using the
HW_ID stored in either the hard lock or soft lock devices attached to or
programmed within the application to subsequently decrypt and
uncompressing the ENC data. The CRC value contained within the ENC [1]
can then be verified to establish the integrity of the underlying S57 data.

Special Notes for users:

All type approved ECDIS are manufactured to accept official ENC data
services that conform to requirements of IHO S-63
S-63 1.1 offers improvement over the older version.
It can support large media formats allowing the entire ENC dataset to
be distributed on single DVD.
Each ECDIS machine on board the vessel will need to install the
IHO.CRT in order to authenticate S-63 1.1 data
Once the vessel upgrades to S-63 1.1 DVD they must inform their chart
agents to ensure they receive correct version of the licenses or permits.
The above is effective 1st Jan 2014.

ENC Production
ENCs can be produced in two different ways. Either by using paper charts
as source or by exploiting original basic data.
Whereas the production based on paper charts can be realized fairly
rapidly, the exploitation of the original basic data requires considerably
higher efforts.

ENC creation based on source data

The creation of ENC based on source data requires much more effort than
the creation based on paper charts. Survey data from

 Bathymetric mapping and

 Geodetic surveying

are used. The source data will be pre-processed using filter algorithms. So
that the data quantity becomes manageable.

Furthermore, data from administrative and legislative bodies, commercial

users and infrastructure information can be added, e.g.

 Military,
 Coast Guard,
 Ships Routeing,
 Installations to generate renewable energy,
 Oil and gas exploitation,
 Mining.

The vector data must be correlated with S57 objects and attributes must
be assigned.

Corrections which have been published during the process have to be

implemented.

Finally, the ENC must be checked and validated. Only ENCs which have
passed both check and validation can be used for navigation.

ENC creation based on paper charts

The creation of ENC based on paper charts is divided into the following
(strongly simplified) steps:

Scanning of each colour slide of a paper chart (raster data will be edited),

Geo-referencing of the scan,

Digitising / Vectorizing of the scan (the raster image of the paper chart will be
reproduced),

Convert into S57,

Optimise the geometry,

Correlate vectors with S57 objects and assign attributes,

Implementation of corrections which have been published during the process.

Finally, the ENC must be checked and validated. Only ENCs which have
passed both check and validation can be used for navigation.
Chapter 5: Basic Navigational Functions

ONLY SMART
PEOPLE READ
THE MANUAL.
ARE YOU SMART?

Getting started with new

equipment always requires
some time for familiarization.
Every ECDIS manufacturer has
a different understanding of
“HOW TO PERFORM” a task in
the most user-friendly way &
the general look like of the GUI

Several Regulations take care

about the major capabilities of
an ECDIS, stated in the
performance standards.
RESOLUTION MSC.232(82)
5.3 ECDIS should present the Standard Display at any time by a single
operator action.

5.4 When an ECDIS is switched on following a switch off or power failure, it

should return to the most recent manually selected settings for display.

5.6 For any operator identified geographical position (e.g. by cursor

picking) ECDIS should display on demand the information about the chart
objects associated with such a position.

6 SCALES

6.1 ECDIS should provide an indication if:

.1 the information is displayed at a larger scale than that contained in the

ENC; or

.2 own ship’s position is covered by an ENC at a larger scale than that

provided by the display.

8.1 It should always be possible to display the SENC information in a

“north-up” orientation. Other orientations are permitted. When such
orientations are displayed, the orientation should be altered in steps large
enough to avoid unstable display of the chart information.

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

8.3 When true motion mode is in use, reset and generation of the chart display
of the neighbouring area should take place automatically at own ship's
distance from the edge of the display as determined by the mariner.
8.4 It should be possible to manually change the displayed chart area and
the position of own ship relative to the edge of the display.

9.4 ECDIS should allow the mariner to select whether own ship is displayed in
true scale or as a symbol.
Understand the principles of operation:

Dedicated Keyboard operations

Trackball operations

Important functions:

Ahead
Zoom Control
Chart types
Chart layers
Warnings & alarms.

Display Orientation

North-up or Course-up Orientation

ECDIS systems offer two different options for own ship orientation; North-
up or Course-up.

IMO Performance Standard considers that most anti-collision calculations

work better when using a North-up orientation and thus a single control for
switching over from Course-up to North-up must be provided.

Display Orientation

Course Up North Up
 CHAPTER 6 – PRESENTATION OF ECDIS DATA

6: PRESENT
ECDIS data can be presented in many ways depending on the
environmental conditions, the stage of your voyage & your vessels
parameters.

The user must be able to select & apply appropriate settings to his ECDIS.
By doing so the information displayed will match the navigational situation
at hand.

"Dual fuel" Presentation

The situation where vector charts and raster charts are shown together on
one screen is called "Dual fuel" modes. The borderline between both
presentation forms is clearly distinguishable by using a clear signature. In
this case the mark points to the raster chart side.

Navigating in a raster chart area the carriage requirements for paper charts
must be observed.

Limit between ENC and unofficial data

Examples

ENC Designation
Each ENC has its own identifier and the identifier has 8 characters. The first
2 characters indicate the producing country. The 3rd character designates
the navigational purpose (see Usage Bands); the remaining 5 characters
are unique to and are defined by ENC producing company.
ENC-Scales (Usage Bands)
ENCs are created and designed for different scale ranges (Usage Bands).
The definition of which scale has to be used for which Usage Band is not
yet internationally agreed; however the IHO is currently circulating a paper
with recommendations. The table provides an overview about the common
scale ranges for each Usage Band:

Number Usage Band Scale Range

1 Overview smaller than 1:300 000

2 General 1:150 000 to 1:400 000

3 Coastal 1:50 000 to 1: 150 000

4 Approach 1:20 000 to 1:50 000

5 Harbour 1:2 000 to 1:25 000

6 Berthing 1:2 000 to 1:5 000

E.g.: U S 3 N Y _ _--US NOAA HYDROGRAPHER, 3 – STANDS FOR Coastal

chart, NY – this case is New York state or alpha numeric character.

Like: JP4 , , , , , Japanese Hydrographer, Approach Chart.

Exception given to China which can use C1 & C2.

ENC scales and Radar ranges

ECDIS can overlay the chart display with radar image. To harmonize both
displays reasonable accurate Hydrographic Offices are encouraged to
adjust their ENC scales with the usually used Radar ranges. The table
below gives an overview and compares both:

Radar Range ENC Scale

200 nm 1:3 000 000

96 nm 1:1 500 000

48 nm 1:700 000

24 nm 1:350 000

12 nm 1:180 000

6 nm 1:90 000

3 nm 1:45 000

1,5 nm 1:22 000

0,75 nm 1:12 000

0,5 nm 1:8 000

0,25 nm 1:4 000

Coding of Data

Chart Agents will supply ENC data to vessels in coded form, in accordance
with IHO-Standard S-63. The standards define code and decode modes for
ENC products and the data supplier, and may be downloaded gratis from
the IHO website. The code guarantees the authenticity and integrity of the
data.

Content Settings
Mariners have the option to choose between three pre-defined different
presentations of ENC content. Individual variations between presentations
are possible.

However, it is not possible to reduce the content level below the Display
Base (the mandatory minimum content level).

Chart Content
RESOLUTION MSC.232(82)

3.5 Display Base means the chart content as listed in appendix 2 and
which cannot be removed from the display. It is not intended to be
sufficient for safe navigation.

3.4 Standard Display is the display mode intended to be used as a

minimum during route planning and route monitoring.

5.2 SENC information available for display during route planning and route
monitoring should be subdivided into the following three categories,
Display Base, Standard Display and All Other Information.

5.3 ECDIS should present the Standard Display at any time by a single
operator action.

Appendix 2

SENC INFORMATION AVAILABLE FOR DISPLAY DURING ROUTE PLANNING

AND ROUTE MONITORING

1. Display base to be permanently shown on the ECDIS display,

consisting of:
.1 coastlines (high water);

.2 own ship's safety contour;

.3 isolated underwater dangers of depths less than the safety contour

which lie within the safe waters defined by the safety contour;

.4 isolated dangers which lie within the safe water defined by the safety
contour, such as fixed structures, overhead wires, etc.;

.5 scale, range and north arrow;

.6 units of depth and height; and

.7 display mode.

2. Standard display consisting of:

.1 display base

.2 drying line

.3 buoys, beacons, other aids to navigation and fixed structures

.4 boundaries of fairways, channels, etc.

.5 visual and radar conspicuous features

.6 prohibited and restricted areas

.7 chart scale boundaries

.8 indications of cautionary notes

.9 ships’ routeing systems and ferry routes

.10 archipelagic sea lanes.

3. All other information, to be displayed individually on demand, for

example:

.1 spot soundings

.2 submarine cables and pipelines

.3 details of all isolated dangers

.4 details of aids to navigation

.5 contents of cautionary notes

.6 ENC edition date

.7 most recent chart update number

.8 magnetic variation

.9 graticule

.10 place names.

Chart Symbols
Mariners can choose between the traditional or a simplified presentation of
chart content.
According to last information the display of simplified symbols will not be
continued with the new S101 standard. The IHO reacts herewith on request
given by ECDIS users.

Change of symbols

Simplified Traditional

Use of SCAMIN (Scale Minimum)

Depending on the usage bands selected an ENC will display varying levels
of data. The ENC scale used can vary from the best possible to a very small
scale. When using a small scale, mariners may not wish to display all the
object data available for an ENC. Under the S-57 Standard provision is
made for adding a special feature object called SCAMIN (Scale Minimum)
for defined spatial objects (see S-57 Standard). Once defined, the value of
SCAMIN determines the display scale below which these objects will no
longer be displayed, and this may have a significant effect on the
presentation of ENC data.

Some spatial objects may not be included within SCAMIN, these are:

 Objects covering the earth's surface (e.g. coastlines),

 Objects used for presentation of the Display Base,
 Meta objects that ensure consistency of ENC information.

SCAMIN is a powerful tool and mariners should be aware that they could
significantly reduce the amount of information displayed. With SCAMIN
applied caution should be exercised.

SCAMIN PRESENTATION

WITH SCAMIN WITHOUT SCAMIN

Problems of different SCAMIN use at adjacent ENCs

The SCAMIN determination for spatial objects which are basically allowed
to carry those characteristics, are not harmonised internationally. Few ENC
producers undertake so called SCAMIN drafts and assign SCAMIN values
very carefully. Other ENC producers do not do it at all, or not sufficiently.

SCAMIN values are provided for certain depth contour lines at the western
ENC in the example below. The eastern ENC does not carry any SCAMIN
information. By setting different scales, you can see how the display
changes. The example is based on real ENCs and is some years old. It was
only selected to represent the problem. For that reason, all geographic
names have been intentionally obscured.

Different employment of SCAMIN values leads to misinterpretation and

mistrust especially with adjacent ENCs.

Anyhow, alarms and indications will be still generated according to the

defined ship's parameter

Colour Settings

RESOLUTION MSC.232 (82)

10.3 The display should be capable of meeting colour and resolution recommendations of IHO.
10.4 The method of presentation should ensure that the displayed information is clearly visible
to more than one observer in the conditions of light normally experienced on the bridge of the
ship by day and by night.

Colour Settings will depend on light levels on the vessel's bridge. Mariners
can choose between different colour settings. The colours vary from
maximum brightness for daylight use (Day bright) and minimum brightness
for night use (Night), with three alternative settings between the maximum
and minimum.

Day Bright Day White Back

Day Black Back Dusk

Night Display
 IHO PERFORMANCE
STANDARDS PROVIDES FOR
3 MODES

 DAY MODE
 DUSK MODE
 NIGHT MODE

Makers give more than above

minimum requirement.

Own Ship Presentation:

When increasing the ENC scale, presentation of Own Ship will change from
a double circle with an arrow to a defined symbol or shape. The S-52
Standard stipulates that the mariner should be allowed to select
whether Own Ship is displayed in true scale or as a symbol or
shape, and that the selection may be made manually or
automatically.

Own Ship presented in true scale on the largest scale display gives the
possibility of high navigational accuracy when transiting small rivers and
river bends; also, for narrow channels e.g. docks, locks or bridges.
Own Ship
Presentation
on different
Scales

SHIP BY CONTOUR

SHIP BY SYMBOL
Problems with ENC at the Same Usage band
ENCs are produced in accordance with the S-57 standard. However, to
some extent, the standard is open to different interpretations by
Hydrographic Offices. This can result in problems to mariners which are
explained with some examples below.

 Assume a vessel navigates from one ENC cell to another with the same
usage band. With well harmonised cells, the transition is seamless on the
chart display. Unfortunately, that is not always the case.

Coastline cell US5MD32M.000

Coastline cell US5MD22M.000

Interrupted coastline US5MD32M.000

Line break on a coastline

In the following example, the coast line is interrupted and a line break can
be seen.

Depth contour cell US5MD32M.000

Depth contour cell US5MD22M.000

Interrupted depth contour

The example shows an interrupted depth contour. ECDIS generated alarms
for Safety Contour and Safety Depth based on this depth contour. This
problem should not be underestimated by the mariners.

This example uses chart extracts of NOAA ENCs US 5MD32M.000 and US

5MD22M.000.

SCAMIN dependent symbols

Different SCAMIN settings

The next example shows the same cable with different SCAMIN settings in
adjacent ENCs. The different SCAMIN settings cause different symbolisation
of this cable.

The work to resolve the disparities must be done by the responsible ENC
producer.

Problems with ENCs of different Usage Bands

The above-mentioned problems can also occur if one has to shift to a larger
scale usage band (This means from one to the next usage band). The chart
can occasionally show significant differences on both sides of the border;
see following examples.  

Problems at borders between 2 different Usage bands

The following screen shot is of the area W of Outer Hebrides.

ECDIS DISPLAY DATA: Perf. STD: MSC 232(82)

5 DISPLAY OF SENC INFORMATION

5.8 It should be possible for the mariner to select a safety contour from
the depth contours provided by the SENC. ECDIS should emphasize the
safety contour over other contours on the display, however:

.1 if the mariner does not specify a safety contour, this should

default to 30m. If the safety contour specified by the mariner or the default
30 m contour is not in the displayed SENC, the safety contour shown
should default to the next deeper contour;

.2 if the safety contour in use becomes unavailable due to a change in

source data, the safety contour should default to the next deeper contour;
and

.3 in each of the above cases, an indication should be provided.

5.9 It should be possible for the mariner to select a safety depth. ECDIS
should emphasize soundings equal to or less than the safety depth
whenever spot soundings are selected for display.

11.4 Route monitoring Perf. STD: MSC 232(82)

11.4.3 ECDIS should give an alarm if, within a specified time set by the
mariner, own ship will cross the safety contour.

SAFETY CONTOUR:
Your ECDIS system can assist in the graphical presentation of navigable
waters by using various depth contours; Safety contour may be defined &
must work as per below. You should set a “Safety Contour” value taking
into account your vessel’s maximum draft, allowance for squat and UKC
policy of your Company. The “Route check” (XTD or Safety Corridor) &
“Monitoring” (Safety Frame) features will use this separation between
navigable and non-navigable waters to trigger the alarm function.

1. is a line of soundings joining areas of same depth.

2. the safety contour can only use depth contours already available from
the chart.

3. it demarcates the navigable & non navigable waters.

4. it is highlighted in bold on the chart.

5. it is alarmable

6. if user input value is not available on the chart then the next deeper
value is shown.

7. default value at system start-up should be 30 m.

SAFETY DEPTH
 Is an available spot sounding on the chart.
  The sounding equal to or less than the user input safety depth
value (dangerous value) is highlighted in bold.
 The sounding greater than the user input value (safe sounding)
is not highlighted but appears as faint soundings on the chart.
 Not required to generate an alarm but some ecdis
manufacturers can.
 Display value limits can be controlled by the user & may even
be switched off totally from the display.
It is highly recommended by IHO to keep the safety contour &
safety depth value the same.

UNSAFE DEPTHS

SAFE DEPTHS
DISPLAY OF NAVIGABLE & NON NAVIGABLE WATER ( 4
SHADES )

Your ECDIS may be capable of showing 4 shades of water:

Dark Blue: NON-Navigable water. –

Light Blue: NON-Navigable water –

Light Greyish Blue: Navigable with squatting effects –

White: Deep seas without squatting effects.

ISOLATED DANGERS : DISPLAY OF UNDERWATER OBSTRUCTIONS
SAFE / UNSAFE FOR SURFACE NAVIGATION
Depending on the safety parameters, the display mode and the position of an object,
its presentation style might change in order to indicate a danger.

Example: Isolated danger.

If the isolated danger has a safe passing

depth less than your Safety Contour, it
will be considered “NOT SAFE TO PASS
OVER” and the top warning symbols will
be in use.

If the safe passing depth is more than your

Safety Contour the isolated danger
becomes insignificant and is only shown if
selected in chart layers and according to
the blue symbol.

The same happens if the isolated danger

lies in waters already declared non –
navigable by the safety Contour.

IN DETERMINING IF THE UNDERWATER OBSTRUCTION IS

DANGEROUS TO SURFACE NAVIGATION THE USER INPUT
VALUE OF THE SAFETY CONTOUR IS USED.
The IHO Standard S-52 contains the specification for chart content and
display aspects of ECDIS including:

 Guidance on updating ENC

 Colour and symbol specification for ECDIS
 Symbol library for the use in ECDIS.
 Chapter 7: SENSORS
Chart Datum
The specification of a position on earth requires define a geo-reference
system. A reference system, also called geodetic datum, defines the
orientation of a coordinate system in relation to a global X, Y, and Z-
system.

The horizontal datum defines the position in relation to the x, y-axis and
the vertical datum the position in relation to the Z-axis.

Horizontal Datum
Out of the numerous systems used, about 170 reference systems are
important for marine applications. Although the reference system of most
sea charts is known, there are also some cases where it is unknown.
Knowledge of the local reference system was not relevant for a couple of
centuries, as the inaccuracies of fixes were larger than the differences
between reference systems. With the advent of terrestrial radio positioning
systems like Decca, Omega or Loran C the accuracy of fixes improved
considerably, so that it became necessary to use identical reference
systems for charts and transmitter stations. Initially hyperbola was printed
on the chart as the receivers were not able to calculate and display
geographical coordinates. As modern receivers now can directly provide
these coordinates the imprint of hyperbola is superfluous.

The reference system WGS 84 has been adopted as the compulsory

horizontal datum for ENCs. Hydrographic offices are working
intensively to convert charts to WGS 84 or a WGS 84 compatible
datum.
The usage of ECDIS is limited in areas which are not covered by ENCs.
Under these circumstances ECDIS systems can be used for navigation in
RCDS mode. Here datum conversion problems occur; mariners have to
determine the difference between the WGS 84 related position from the
positioning system and its equivalent related to the reference system of the
chart.

If charts with different horizontal datum are used in RCDS mode the
conversion between the WGS 84 position of the GPS receiver and the
relevant chart datum is necessary. The horizontal datum is described under
the remark “Positions” on each raster chart. Most GPS receivers offer the
possibility to convert between horizontal datum’s.

ECDIS systems should give an alarm in both ECDIS and RCDS mode
if there are differences between the GPS horizontal datum and the
horizontal datum of the chart.

WGS 84
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.

Horizontal Datum ED 50
ED 50 has been introduced in Europe shortly after World War II. It is still in
use as horizontal datum for numerous sea charts for European waters.
Conversion parameters for ED 50 to WGS 84 exist for 15 different regions.
The use of different parameters is necessary because the ED 50 grid is
distorted over great distances.

Position differences between WGS 84 and other

reference systems

Positions may differ significantly between two reference systems. For

example, the position can differ between WGS 84 and:
 ED 50 up to 200 m (European Waters),
 IGN 51 up to 500 m (Guadeloupe),
 Tokyo Datum up to 500 m (Japan),
 IGN 47 up to 1500 m (La Réunion).
A brilliant graphical presentation of the differences between WGS 84 and
other reference systems was developed by Prof. H. Dana, see here .

Example of geo-reference difference

Source: National Geospatial-Intelligence Agency

The difference between a local datum and WGS 84 (red line) can be clearly
seen by an example of a little island somewhere in the Pacific Ocean. The
differences are between 0.5 and 1 nm.

Horizontal Datum (Conversion)

In the past different spheroids and reference systems (horizontal datum)
based on these spheroids have been calculated. Reference systems have
only been calculated for limited regions, e.g. ED 50 for the European main
land.
In general, conversions between different reference systems are possible.
Transformation parameters are available in ECDIS systems to convert
between different horizontal datum’s.
The IHO has published the User´s Handbook on Datum Transformations
involving WGS 84, 3RD edition (July 2003) which contains an extensive
documentation for datum conversion.

The development of reference systems is not finished. Geodesists have

developed the European Terrestrial Reference System (ETRS 89) which
takes the dynamics between the Eurasian plate and a global reference
system into account. The differences between ETRS 89 and WGS 84 are so
small that they can be ignored for navigation.
GPS
The satellite navigation system consists of three segments:

the space segment; at least 24 satellites in 6 orbit planes at an altitude of

about 20 000 km. They broadcast continuously time, track and correction
data to the user,

the control segment; the master control station at Schriever Air Force Base
(Colorado Springs) controls all transmitter and receiver stations
(monitoring stations). Each monitoring station communicates information
about satellite tracks, satellite clocks, transmission corrections and others
to Schriever AFB,

the user segment; GPS receiver with different accuracy and system
stability. The position of the antenna is important. Undisturbed reception of
the signal must be ensured.

The position accuracy of GPS is specified with ≤ 13 m. The USA reserves

the right to decrease the accuracy without prior notice in regions where
national interests of the USA are affected.
The accuracy of GPS position can be improved by using DGPS (Differential
GPS).

DGPS

Differential-GPS (DGPS) is employed to improve the accuracy of GPS

positions.

Pseudo-range corrections (correction data) are determined at a shore-

based reference station and then broadcast to GPS users.

The coverage of a reference station is limited to the coastal zone. Therefore

the correction data can only be used at a limited distance from the
reference station.

The limitation results from two effects:

Decrease of accuracy of correction data caused by the limited frequency

range used by reference stations,

Limitation of radio range resulting from broadcasting method.

Vertical Datum
The vertical datum, which is also called Chart Datum, is used as reference
surface for water depths in ENCs.
The Chart Datum is equivalent to Mean Sea Level in non-tidal areas.
Different chart datum’s for tidal waters can be found on sea charts. A
commonly used chart datum for tidal areas is LAT (Lowest Astronomical
Tide).
Although LAT has been defined as the common chart datum for the North
Sea since 2005, the table shows the differences which can be found
between different adjacent chart datum’s. To avoid conflicts in the
presentation of contour lines in ENCs, they will be manipulated in those
areas where two or more different chart datum’s disagree.

Country Difference to LAT (m)

Germany/Denmark appr. +0.5 m

Netherland appr. +0.1 bis 0.2 m

Norway appr. +0.1 m

United Kingdom 0,0

Belgium appr. -0.05 m

France appr. -0.25 m

The water depth provided by ENCs is the minimum depth.

The actual water level depends on different external factors.
In tidal areas the height of the tide has to be observed.
Atmospheric pressure and wind may exert great influence on the actual
water level. It is possible, that under special circumstances like extreme
wind from a particular direction, the water level can fall below chart datum.
Effects of different vertical datum in ECDIS
The example shows the effects of different vertical datum of adjacent ENCs
on the presentation of several depths contours.

Different vertical datum of adjacent ENCs

Charts
Mariners' Routeing Guide/Planning Guides

Charts for navigation in difficult waters, where navigation will be affected

by the dangers of reduced water depths, other dangers affecting navigation
as well as areas where dense traffic might be expected and extensive
routeing measures,

Providing all detailed information which is necessary for navigation in the

area covered,

Information is shown on planning charts by means of Notes, Tables and

Information boxes,

IMO recommends that certain Routeing Guides should be carried on board.

According to present information Mariners' Routeing Guides/Planning
Guides are available for:

 English Channel and North Sea,

 Gulf of Suez,
 Malacca and Singapore Straits,
 German Bight,
 Southern North Sea,
 Deep draft planning guide, Greenwich buoy to Europort (for vessels
between 20.7 and 22.6 m draught),
 Navigation through Danish Waters (only available via Internet ),
 Baltic Sea.

Books
Nautical publications offer additional information which is not included on
charts e.g.:

Sailing Directions

 Restrictions, recommendations and regulations, which should be

noted and applied during navigation of the vessel. They provide a
thoroughly detailed overview of:
 Natural conditions for the regional areas covered by each book and
also for specific local areas,
 Vessel Traffic Services and Pilot services,
 Traffic and other Signals,
 Maximum vessel dimensions and the limitations these may cause,
 Anchorages and Ports.

List of Lights

Description of fixed and permanent navigational lights ashore together with

selected buoys and beacons where required,

Tidal Stream Atlas

Information about the direction and strength of the tidal streams at given
times.

Tide Tables
Information about the heights of tide.

List of Radio Signals

Radio Services provided; communication methods with coastal radio

stations, vessel reporting requirements, Vessel Traffic Services, pilotage
and harbours.

Nautical Almanac

Information to assist in fixing a ship´s position using the planets, stars or

the sun when electronic positioning systems are not available.

VTS Guide

Information about Vessel Traffic Services and Pilot services.

Brochures
Catalogues containing a complete list of official charts and nautical
publications of a country's Hydrographic Office:

there is no mandatory requirement to carry a catalogue but carriage and

maintaining it in an updated condition is recommended. Catalogues also
contain details of chart agents and other distribution methods for
Hydrographic Office publications

Mandatory sensors to be used in an ECDIS:

1. EPFS – Electronic Position Fixing System.

2. Heading Input.

3. Speed Input.
MSC 232(82) Perf. Std: MSC 232(82)

11.4.7 The ship’s position should be derived from a continuous positioning

system of accuracy consistent with the requirements of safe navigation.
Whenever possible, a second independent positioning source, preferably of
a different type, should be provided. In such cases ECDIS should be
capable of identifying discrepancies between the two sources.

11.4.8 ECDIS should provide an alarm when the input from position,
heading or speed sources is lost. ECDIS should also repeat, but only as an
indication, any alarm or indication passed to it from position, heading or
speed sources.

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

11.4.15.2 ECDIS should indicate discrepancies between the positions

obtained by continuous positioning systems and positions obtained by
manual observations.

15 CONNECTIONS WITH OTHER EQUIPMENT

15.1 ECDIS should not degrade the performance of any equipment

providing sensor inputs, nor should the connection of optional equipment
degrade the performance of ECDIS below this standard.

15.2 ECDIS should be connected to the ship's position fixing system, to the
gyro compass and to the speed and distance measuring device. For ships
not fitted with a gyro compass, ECDIS should be connected to a marine
transmitting heading device.

It is to be noted that any incoming errors from the host sensors

can cause misinterpretation of the data shown. ECDIS is one unit
which consolidates data from all incoming sensors. Failure or part
failure may affect other data shown on the ECDIS or as a whole
and render the full ECDIS useless.
Position Check & backup:

It is important that the officer of the watch continuously monitors &

critically judges the position sensor.

 Use position difference alarm function if a second EPFS is

connected.
 Use radar Overlay in coastal waters to confirm position.
 Use ARPA plot of charted objects.
 Compare Bearing Distance to charted objects by radar &
ECDIS.
 Compare SOG – COG with gyro heading, magnetic heading &
log speed.
 Manually fix vessels position.
 By checking the difference in positions “PRIMARY - SECONDARY
DIVERGED’ alarms by selecting a secondary source & by using
the built in fall back chain functionality.
CONSISTENT COMMON REFRENCE POINT ( CCRP )

Radar 1

Radar 2

Targe
Visua t
l
Radar 3

Since the ship may have multiple radar & GPS antennas in different
locations there is a risk of errors in bearing- range for objects that are
presented by the multiple sensors.

IMO has therefore decided that all incoming information from sensors such
as radar, GPS should be converted to indicate the same place on board, the
consistent Common Reference point.

This place is normally the wheelhouse conning position.

To allow for this, the location of each sensor antenna is measured, and
incoming data (e.g. range rings, target range and bearing, cursor, target
data) is converted using antenna locations and the gyro heading .
The sensor page must be commissioned by a certified engineer.

Radar overlay

Radar Overlay is a powerful position verification tool. If the radar image fits
well over charted objects, everything should be fine.

Position Errors:

EPFS Errors.
Chart Datum Error.
Sensor Set up Error.

Azimuth Errors:

Gyro error
Gyro alignment error
Radar alignment error
Sensor set up error.
 CHAPTER 8: ROUTE PLANNING

Proper voyage planning and good back-up management

It is important to carry out a proper voyage plan, ensuring all safety
parameters of the vessel are addressed. Keeping in mind a change of
parameters during the course of the voyage. E.g. Safety contour and safety
depth. The value in the domain window which prevents the vessel from
grounding which will also change based on speed over ground and vessel’s
response to helm based on the type of vessel and the condition of the
vessel.

Perf. STD: MSC 232(82)

11 ROUTE PLANNING, MONITORING AND VOYAGE RECORDING

11.1 It should be possible to carry out route planning and route monitoring in a simple and

reliable manner.

11.2 The largest scale data available in the SENC for the area given should always be used by

the ECDIS for all alarms or indications of crossing the ship's safety contour and of

entering a prohibited area, and for alarms and indications according to appendix 5.

11.3 Route Planning

11.3.1 It should be possible to carry out route planning including both straight and curved

segments.

11.3.2 It should be possible to adjust a planned route alphanumerically and graphically

Including:

.1 adding waypoints to a route;

.2 deleting waypoints from a route; and

.3 changing the position of a waypoint.

11.3.3 It should be possible to plan one or more alternative routes in addition to the selected

route. The selected route should be clearly distinguishable from the other routes.

11.3.4 An indication is required if the mariner plans a route across an own ship's safety
contour.

11.3.5 An indication should be given if the mariner plans a route closer than a user-specified
distance from the boundary of a prohibited area or a geographic area for which special
conditions exist (see appendix 4).An indication should also be given if the mariner plans a
route closer than a user-specified distance from a point object, such as a fixed or floating aid to
navigation or isolated danger.

11.3.6 It should be possible for the mariner to specify a cross track limit of deviation from the
planned route at which an automatic off-track alarm should be activated.

Certain in-built automatic checking functions for voyage planning,

approving and executing provided by ECDIS are described by the figures
provided.

Ship Passage Planning – Essential Steps

A ship’s passage planning involves 4 major steps/stages. They are as follows:

1.  Appraisal
2. Planning
3. Execution
4. Monitoring
Each stage in the passage planning has its own importance and it is extremely
important to carry out each one of them with utmost care and up-to-date seamanship
to ensure a safe sail.

In the start, a rough estimate is made of the whole sailing process. Once the rough
plan is ready, it is further tweaked and modified/refined considering various details
obtained from charts, pilot book, weather routing etc. These processes are carried out
throughout the appraisal and planning stages.

In the next two stages i.e., execution and monitoring, the plan is used as a guideline,
and the sailing is executed taking into consideration various factors, both observed
and predicted.
USE OF ECDIS HAS NOT CHANGED THE ABOVE BASIC PRINCIPLES
FOLLOWED OVER THE GENERATIONS.

Each aspect of passage planning has been explained in detail below:

1. Appraisal
In this stage, the master of the ship discusses with the chief navigating officer
(usually the First Officer), as to how he intends to sail to the destination port. (In some
cases it may be required for the master to plan the passage).
Taking into consideration master’s guidelines, company’s guidelines, ship’s cargo,
marine environment, and all other factors that may affect the ship, the navigating
officer draws upon a general track, which the ship shall follow.

For the ease of planning, this plan is first laid out on a small scale chart, which is later
transferred to larger scale charts, and then minor modifications are made as and when
deemed necessary.

2.  Planning
In this stage the intended courses of the ships are actually laid out on the
charts of suitable scale and all additional information is marked. The plan is laid out
from pier to pier, including the pilotage waters.
It is a good practice to mark dangerous areas such as nearby wrecks, shallow water,
reefs, small islands, emergency anchorage positions, and any other information that
might aid safe navigation.
In addition to the above mentioned things, is it advisable to layout the rate of turn for
waypoints and laying out of PI ranges for suitable objects, if any.
Reporting areas should also be clearly marked on the charts. 

3. Execution
In this stage, the navigating officers execute the plan that has been prepared.
After departure, the speed is adjusted based on the ETA and the expected weather
and oceanographic conditions. The speed should be adjusted such that the ship is not
either too early or late at its port of destination.

4. Monitoring
A safe and successful voyage can only be achieved by close and continuous
monitoring of the ship’s progress along the pre-planned tracks. Situations may arise
wherein the navigating officer might feel it prudent to deviate from the plan. In such
case he shall inform the master and take any action that he may deem necessary for
the safety of the ship and its crew. This stage is a very important stage wherein all the
deck officers contribute their part to execute the plan. This calls for personal
judgement, good seamanship and experience.
 Voyage Planning
The voyage planning combines route planning and time planning. Multiple
schedules can be made depending on assumed ETD’s & the schedules can
also be monitored.

 Route with waypoint table

Route planning
Route planning can start when the port of destination is received. The
route is created from scratch; or waypoint coordinates are entered; or a
whole route is imported from another system; or adapted from a previous
route.

The result is a route plan table.

 Edit notice
  Display notice

Each waypoint can be added by an individual notice displayed on that

point.
 Set XTE to 50 m

The required cross track error can be individually set for each part of the
route. The example provided shows the effect to the route display if the
XTE was set to 50 m.
 Safety depth 10 m

 Result of route check

Safety depth amended to 15 m

 Result of route check

Route check
The route check will be performed soon after the route has been created.
The route check declares a route as useful for the current ship's condition
when no warnings or risks appear. Routes should be rechecked
whenever the route is adjusted.

The result of that check depends on predefined ship's parameter

like XTE.

Further warnings/alarms may appear during the execution of the route.

They depend on ship's parameters as well. The officer on watch (OOW) is
responsible for the correct handling of those warnings/alarms and he
should consider the action required. Ignoring warnings/alarms is definitely
not an option.

In the example provided the safety depth was changed. That must not be
the correct solution. Probably the correction of the route or a part of the
route has to be taken into consideration.

Highly recommended to do route checks in review mode with own

eyes then allow the ECDIS to check the route depending on set
parameters.
 CHAPTER 9 ROUTE MONITORING

Perf. Std: MSC 232(82)

11.4 Route monitoring

11.4.1 For route monitoring the selected route and own ship's position should appear whenever

the display covers that area.

11.4.2 It should be possible to display a sea area that does not have the ship on the display (e.g.

for look ahead, route planning), while route monitoring. If this is done on the display

used for route monitoring, the automatic route monitoring functions (e.g. updating ship’s

position, and providing alarms and indications) should be continuous. It should be

possible to return to the route monitoring display covering own ship's position

immediately by single operator action.

11.4.3 ECDIS should give an alarm if, within a specified time set by the mariner, own ship will

cross the safety contour.

11.4.4 ECDIS should give an alarm or indication, as selected by the mariner, if, within a

specified time set by the mariner; own ship will cross the boundary of a prohibited area

or of a geographical area for which special conditions exist (see appendix 4).

11.4.5 An alarm should be given when the specified cross track limit for deviation from the

planned route is exceeded.

11.4.6 An indication should be given to the mariner if, continuing on its present course and

speed, over a specified time or distance set by the mariner, own ship will pass closer

than a user-specified distance from a danger (e.g. obstruction, wreck, rock) that is

shallower than the mariner's safety contour or an aid to navigation.

11.4.7 The ship’s position should be derived from a continuous positioning system of an

accuracy consistent with the requirements of safe navigation. Whenever possible, a

second independent positioning source, preferably of a different type, should be

provided. In such cases ECDIS should be capable of identifying discrepancies between

the two sources.

11.4.8 ECDIS should provide an alarm when the input from position, heading or speed sources

is lost. ECDIS should also repeat, but only as an indication, any alarm or indication

passed to it from position, heading or speed sources.

11.4.9 An alarm should be given by ECDIS when the ship reaches a specified time or distance,

set by the mariner, in advance of a critical point on the planned route.

11.4.10 The positioning system and the SENC should be on the same geodetic datum. ECDIS

should give an alarm if this is not the case.

11.4.11 it should be possible to display alternative routes in addition to the selected route. The

selected route should be clearly distinguishable from the other routes. During the

voyage, it should be possible for the mariner to modify the selected sailing route or

change to an alternative route.

11.4.12 It should be possible to display:

.1 time-labels along a ship's track manually on demand and automatically at intervals

selected between 1 and 120 minutes; and

.2 an adequate number of: points, free movable electronic bearing lines, variable and

fixed range markers and other symbols required for navigation purposes and

specified in appendix 3.

11.4.13 It should be possible to enter the geographical co-ordinates of any position and then

display that position on demand. Also, it should be possible to select any point

(features, symbol or position) on the display and read its geographical co-ordinates on

demand.

11.4.14 It should be possible to adjust the displayed geographic position of the ship manually.
This manual adjustment should be noted alpha-numerically on the screen, maintained

until altered by the mariner and automatically recorded.

11.4.15.1 ECDIS should provide the capability to enter and plot manually obtained bearing and

distance lines of position (LOP), and calculate the resulting position of own ship. It

should be possible to use the resulting position as an origin for dead-reckoning.

11.4.15.2 ECDIS should indicate discrepancies between the positions obtained by continuous

Positioning systems and positions obtained by manual observations.

MONITORING: Settings for automatic watchdog

Route monitoring functions:

Display the selected route and own ship's position whenever the display
covers that area

If in a sea area without the ship on the display, monitoring functions should
nevertheless be activated

Display an alternative route in addition to the selected route which is

clearly distinguishable from other routes

Possibility of modifying the selected route or changing an alternative route

Possibility of displaying time-labels along ship's track manually on demand

and automatically, at selected intervals between 1 and 20 minutes
Voyage recording:

Store and be able to reproduce minimum elements required to reconstruct

the navigation, and verify the official database used during the previous 12
hours, and the voyage track

Record at 1 minute intervals:

 Own ship's past track

 time,
 position,
 heading,
 speed
 Official data used:
 ENC source
 ENC edition
 date,
 cell and update history
 Ensure that recorded data manipulation is not possible
 Additional functions:
 Integration of environmental data
 Monitoring function
 Advisory navigational functions.

Decision assistance by ECDIS

ECDIS manufacturers are integrating more and more decision assistance
tools into ECDIS to increase the possibilities their system offers.
 
For years the Man over Board function has been the only tool of that type
but now it is accompanied by other decision assistance tools.
 
The following examples provide a first view on such new features.

Man over Board Functionality

An important tool is the "Man over Board" functionality.  

 
Anyhow, depending on the SAR situation the OOW needs to decide
between different search methods. Three of those are described with
ECDIS relevant details and an associated diagram below. 
 
Each method requires different parameters. The system will not generate a
search method proposal if the parameters value is not in line with his
respective ships manoeuvre parameter.
 Expanding Square Method
 

Expanding Square Search

Expanding Square search method requires following parameters:

Search pattern heading - search direction;

Turn radius - turn radius between the route legs;

Number of legs - number of successive route legs;

Starting leg length - start leg length.

Parallel Tracks Search Method

Parallel Track Search

Parallel Tracks Route requires following parameters:
Search pattern heading - search direction;

Turn radius - turn radius between the route legs;

Number of legs - number of successive route legs;

Leg length - length of each leg;

Track spacing - width of zone between the parallel tracks.

Sector Search Method

Sector Search

Sector Search Route requires following parameters:

Search pattern heading - search direction;

Turn radius - turn radius between the route legs;

Number of sectors - number of sectors;

Search radius - search area radius (sectors);

Turn angle - sector turn angle.

Route monitoring
Once classified as useful for the ship the voyage can start. According to
IMO Performance Standard the selected route and possible alternative
routes should differ significantly. A modification of the selected route or the
change to the alternative route should always be possible.

Keep always in mind: "The checked route is only useful for the ship, but
not for all situations."

Activating WP 3

After passing WP2 the system generates WP 3 (yellow highlighted) as the

new destination for that segment of the whole route.
Watchdog provides an alarm

The watchdog generates an alarm when approaching a danger.

 Log book entry

Helm was applied to port to avoid a collision with the buoys. The automatic
log book makes an entry at 0600 and provides the appropriate chart entry.
Edit the notice

 Display of the notice

Since we have just avoided the collision with the buoys we set up the
course and steer to WP 3 now.

WP 3 gets a notice which is being displayed afterwards.

Off course error 500 m and watchdog

It is decided to set 500 m as off track error for the last part of the route.
The watchdog shows an alarm.

Warning message content

ECDIS is able to show the reason of that alarm. In this case the ship
approaches a depth area. For convenient the position of each issue in the
message box is displayed.

As stated before, ignoring those warnings is definitely the wrong way. It is

better to solve the problem.

Anti-Grounding Function
The 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 be 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.
Chapter 10 :DISPLAY AND FUNCTIONS OF OTHER
NAVIGATIONAL INFORMATION.

Perf. STD: MSC 232(82)

1.6 The ECDIS display may also be used for the display of radar, radar tracked target

Information, AIS and other appropriate data layers to assist in route monitoring.

7 DISPLAY OF OTHER NAVIGATIONAL INFORMATION

7.1 Radar information and/or AIS information may be transferred from systems compliant

with the relevant standards of the Organization. Other navigational information may be

added to the ECDIS display. However, it should not degrade the displayed SENC

Information and it should be clearly distinguishable from the SENC information.

7.2 It should be possible to remove the radar information, AIS information and other

navigational information by single operator action.

7.3 ECDIS and added navigational information should use a common reference system. If

this is not the case, an indication should be provided.

7.4 Radar

7.4.1 Transferred radar information may contain a radar image and/or tracked target

information.

7.4.2 If the radar image is added to the ECDIS display, the chart and the radar image should

match in scale, projection and in orientation.

7.4.3 The radar image and the position from the position sensor should both be adjusted

automatically for antenna offset from the conning position.

Presentation of Radar/ARPA Data

ECDIS with RADAR and ARPA overlay, Source: Screenshots of NaviSailor 2400,

The presentation of hydrographic and traffic information on one screen is

one of the great advantages when navigating with ECDIS. Briefly the
advantages are:

All data for navigating in difficult situations is available at any time,

The GPS/DGPS position can be checked by radar image,

Differences of reference systems and sensor data can be detected,

Radar echoes can be better identified,

Anomalies with floating aids to navigation (e.g. buoys in strong currents or

adrift) can be easily detected,

Radar specific limitations can be compensated for to some degree,

Transfer of Radar bearings and distances on a sea chart becomes

superfluous and human error can be limited.

Overlaying hydrographic data with Radar/ARPA information can produce

problems. These are:

Sea clutter,
Information overflow,

Mutual coverage of information,

Priority of presented data,

System failure e.g. "black out" will affect two navigation systems,

If ARPA only targets displayed then all other Radar targets will be
suppressed.

The ECDIS performance standard requires that Radar/ARPA data does not
affect the ECDIS presentation.

Presentation of AIS Data

AIS data can be presented in different ways. Users can choose between
simple presentation of main target information or the presentation of all
data available.

AIS targets will be displayed, according to their status, in different ways.

AIS information will appear on an ECDIS screen but no further assistance

about AIS or its effect on navigation is given here.

Please consult the IALA website in case of further interest.

AIS Symbols
AIS Symbol Meaning

Activated Target

Activated Target
AIS Symbol Meaning

Dangerous Target

Selected Target

Sleeping Target

Lost Target

AIS broadcast
The IMO AIS carriage requirement for AIS units divided between not
carriage required and carriage required vessels. The information given
below is related to the latter group of vessels.
According to IMO AIS carriage requirement following data will be
broadcast:

  Static information  

Radio Call Sign and Name of ship

MMSI number

IMO ships identification number

Dimensions of ship - to nearest meter

Type of ship

Location of  reference point for position reports

Dynamic information

Position of the vessel

Time stamp in UTC when information was generated

Course over ground

Speed over ground

Heading

Navigation status (e.g. under way using engine, at anchor)

Rate of turn

Voyage specific information

Draught

Type of cargo

Destination and ETA

Route planning (at Master’s discretion)

Air draught (optional)

Security Message (abbreviated version)

Presentation of AIS data on an ECDIS display

AIS Data at TRANSAS equipment

NOTE: AIS, ARPA & RADAR DATA IS ONLY AS

ACCURATE AS THE INCOMING DATA TO THE ECDIS.
ECDIS and AIS

AIS Data pilot vessel

Chapter 11: UPDATING

Perf. STD: MSC 232(82)

4 PROVISION AND UPDATING OF CHART INFORMATION

4.1 The chart information to be used in ECDIS should be the latest edition, as corrected by

official updates, of that issued by or on the authority of a Government,

government-authorized Hydrographic Office or other relevant government institution, and

conform to IHO standards.

4.2 The contents of the SENC should be adequate and up-to-date for the intended voyage to

comply with regulation V/27 of the 1974 SOLAS Convention as amended.

4.3 It should not be possible to alter the contents of the ENC or SENC information

transformed from the ENC.

4.4 Updates should be stored separately from the ENC.

4.5 ECDIS should be capable of accepting official updates to the ENC data provided in

conformity with IHO standards. These updates should be automatically applied to the

SENC. By whatever means updates are received, the implementation procedure should

not interfere with the display in use.

4.6 ECDIS should also be capable of accepting updates to the ENC data entered manually

with simple means for verification prior to the final acceptance of the data. They should

be distinguishable on the display from ENC information and its official updates and not

affect display legibility.

4.7 ECDIS should keep and display on demand a record of updates including time of

application to the SENC. This record should include updates for each ENC until it is

superseded by a new edition.

4.8 ECDIS should allow the mariner to display updates in order to review their contents and

to ascertain that they have been included in the SENC.

4.9 ECDIS should be capable of accepting both non-encrypted ENCs and ENCs encrypted in

accordance with the IHO Data Protection Scheme3.

5.11 ECDIS should provide a means to ensure that the ENC and all updates to it have been

correctly loaded into the SENC.

5.12 The ENC data and updates to it should be clearly distinguishable from other displayed

information, including those listed in appendix 3.

RENC (Regional Electronic Navigational Chart Co-

ordinating Centre)
The main objectives of a RENC are:

Collection, validation and distribution of ENC data of associated national

hydrographic offices,

Tests to ascertain that the ENCs conform to standards and that adjacent
ENCs of neighbouring states are in good agreement,

Collection of homogenous ENC,

Ascertain an uniform interpretation of the data standard,

Maintain a uniform quality standard.

Currently three RENCs exist.

The International Centre for ENCs (IC-ENC) is located in Great Britain and
PRIMAR is located in Norway. JHA- Japanese Hydrographers association
based in Japan. The number of Hydrographic Offices which are distributing
their ENCs via a RENC is increasing continuously. The list can be obtained
directly from the RENC websites.

Data Distribution and Updating Service

Data distribution will be realised either by authorised dealers or by Value
Added Resellers (VAR). Both should be able to provide the mariner with
charts for the entire voyage (Collection of ENC and RNC). VAR can be
traditional chart suppliers or software and ECDIS manufactures who offer
complete solutions.
Updating
ENCs can be updated either automatically or manually.

Implementation of relevant updates is checked interlaid via Port State

Control.

Manually Updating
In circumstances where automatic ENC updates are not possible, it must be
done manually. To achieve this, "Mariners Navigational Objects" (NavObj)
are built in to each ECDIS system in accordance with the relevant Annex of
the S52 Standard.
Manual updates must be saved into separate folders in order to avoid
overlap with update data received by CD ROM/ DVD (see Automatic
Updating). Manual updates may be deleted from the system when
necessary.

Automatic Updating
ENCs stored in a SENC require regularly update. The updates are
sequential. ECDIS systems indicate that previous updates are missing. The
update procedure cannot be completed until the missing previous updates
have been applied.

Updating data can be made in two ways:

 sending a DVD ROM by post,

 data transfer by satellite or mobile phone.

Data transferred by satellite or mobile phone must be burnt on to a CD

ROM / pen drive / DVD after being received; this can then be used to
update the ENC in the normal way. The CD ROM/ DVD is necessary for
keeping a hard copy of the update available.
Internet based updating
Since early 2010 PRIMAR is the first RENC offering the possibility of ENC
updating via Internet. ESIG (ECDIS security internet gate) type approved
ECDIS units are able to download directly the data from PRIMAR server.

Further Information
ECDIS does not encompass all nautical publications required to fulfil
carriage requirements. The flag state should be consulted with regards
carriage requirements.

Data delivery
The data will be usually delivered on a DVD- ROM.

Some Hydrographic Offices offers their data for direct download.

Since early 2010 PRIMAR offers the Internet based download of their
ENCs. To use this new feature an ESIG (ECDIS security internet gate) type
approved ECDIS unit is essential.
Sample ENC Distribution Process:

ENC data and corrections are compiled & coded by each national
hydrographic office. Most Hydrographic offices provide their data for
distribution via Regional Electronic Chart Co-ordinating center. (RENC).

The RENC provides all official ENC data to chart suppliers. Chart suppliers
send DVD’s by mail to each ECDIS ship.

Your ECDIS needs to convert the ENC to SENC – which is a heavy load for
the ECDIS computer, extended time & several conversion errors.
Some Chart suppliers have opted to convert the ENC data to SENC ashore
thereby causing reduced times for installing & without errors.

However some Local Hydrographers do not permit the conversion of Data

ashore hence the VAR will still have to provide ENC data from these
Hydrographers.

Some VAR (British Admiralty) have now decided to supply base DVD’s
every week containing ENC data.

Licensing:
Without payment of a license fee the data on the chart will not be visible.
Different service providers have different methods of ordering licenses,
whilst some Local Hydrographers offer license’s for only all the chart within
their jurisdiction or none whilst some offer licenses only for a year nothing
lesser.

Sample Ordering Process:

VALUE ADDED RESELLERS HAVE VARIOUS SUBSCRIPTION OPTIONS SOME
OF WHICH ARE DETAILED HEREUNDER:

‘Pay As You Sail’ (PAYS) the vessel will have licensed access to view and
pre-plan in official charts at no extra cost. The vessel will only be charged
for charts used for actual navigation monitoring; in other words, charts
that have been displayed on the screen (BEST SCALES) together with ships
position and symbol or generated navigational alarms. Recording and
reporting of charts used is done with and by extraction from the Transas
logbook.

Jeppesen Flat Fee

The subscription is licensed and invoiced once a year. Customers can

subscribe to world coverage or separate zones.

Jeppesen Open ENC

Jeppesen Open ENC is a PAYS solution that lets you easily plan routes on
ECDIS, with free access to Jeppesen’s entire ENC database. This way, you
can comply with the ECDIS mandate while paying only for the charts you
use for navigation. 

Jeppesen Dynamic Licensing

Jeppesen Dynamic Licensing service (Pay-As-You-View) . The service

ensures immediate access to ENC licenses whenever they are needed, by
panning and zooming on the screen or when navigating the vessel into a
new ENC on the ECDIS. Compared to conventional licensing methods,
Dynamic Licensing automates the process of acquiring these licenses and
simultaneously uses subscription zones and credit limits to control costs. 
 Chapter 12 : INTEGRITY MONITORING

System Integrity
Although ECDIS can be used for chart display only, it is most efficiently
used when all available ancillary systems and data are linked to it. This
provides the mariner with convenient, detailed and accurate navigational
information. Examples of the systems available to be used in conjunction
with ECDIS are given below.

System Integrity

System Integrity in ECDIS

It should be remembered that some systems may have to be specially
configured to work with ECDIS and that such configurations should be
periodically checked.

Performance Checks:

By integrating all available tools your ECDIS becomes a very powerful tool.
Since your ECDIS is only as good as the weakest link, it is utmost
importance to check your system & sensor quality.

A malfunction has to be detected immediately in order to prevent

your crew & vessel from potential danger.

Your ECDIS may have a boot up self-check process during power up.

In some ECDIS, the sensor malfunction can be checked & recorded via the
‘COM TRACE’ panel.

IHO HAS MADE SOME RECOMMENDATIONS FOR HYDROGRAPHIC DATA

TESTS.
THESE INSTRUCTIONS ARE INTENDED FOR MARINERS CARRYING OUT THE
IHO ENC/ECDIS DATA PRESENTATION AND PERFORMANCE CHECKS

INSTRUCTIONS
The IHO has produced a simple dataset (two fictitious ENCs) that are
designed to alert mariners to the possibility that their ECDIS software may
require upgrading and that, in the meantime, if any shortcomings are
revealed, then they may need to take extra measures, such as employing
particular equipment operating procedures. This has been done because of
the concern expressed at the IMO that not all ECDIS being used at sea
works as expected according to the latest applicable standards.
The IHO ENC/ECDIS Presentation and Performance Checks are intended to
make mariners aware of any shortcomings with their ECDIS. Mariner
feedback from the checks will also enable the IHO to identify how the
different brands of ECDIS display and handle chart data. This information
will be used to inform the IMO, national Hydrographic Offices, ECDIS
manufacturers and others, so that they can take any corrective action that
may be necessary.
PLEASE VISIT THE FOLLOWING WEB SITES TO CARRY OUT THE
CHECKS & TO FILL IN THE REPORTING FORM:

http://www.iho.int/iho_pubs/ECDIS/ECDIS_check-Instructions_for_Mariners.pdf

http://www.iho.int/iho_pubs/ECDIS/ECDIS_check-Reporting_form.pdf
Chapter 13: ERRORS OF DATA

Survey data quantity

Following example provides an overview of the efforts to be made if
evaluating source data.

In the past single depths were sounded and the depth contour of a sea
chart was modelled from those depths. Nowadays, with the use of multi
beam sonar or Side Scan sonar, the data quantities cannot be compared.

A standard conform survey can produce between ~27.000 and ~670.000

measurements per nm2. Surveying an area with multi beam sonar 250
single depth have to be checked per measurement, with Side Scan sonar
the quantity is much higher.

Depths Changes

The 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.

Survey old Survey new

The charts have been produced by Kartovision .

Decaying Survey Data

Decaying survey data is not new and not only a problem assigned to ENC.

Only red depths were known until 1963, example below. Higher accurate
surveys have produced a completely different depth contour.

Paper charts have greater advantages against their electronic counterparts

that their presentation (old print, copperplate print, depths' density) which
might indicate older or unreliable surveys. A well trained mariner will
always navigate with particular caution in those areas.

The electronic version is not able to provide such (mental) indications.

Consulting and correct interpretation of the appropriate symbols is
essential when navigating with ECDIS.

Survey Accuracy of ENC Sources

Survey data can be based on information from different sources. Their

accuracy depends on survey frequency, time and method and can vary
from very accurate to un-assessed. It should be noted that even the
extreme accuracy classifications can be juxtaposed.
As the information displayed on an ECDIS screen is derived from vector
data the presentation of information is always sufficiently accurate. But due
to the above mentioned facts, misinterpretations can occur if the mariner is
not informed of the accuracy of the information presented.
The S57 Standard allows to link information about the accuracy of the
survey data to each ENC cell. The standard maps survey accuracies to
different zones of confidence (ZOC) and the S52 Standard defines how to
display the corresponding information on an ECDIS screen. The table below
gives a brief overview of chart symbols for different zones of confidence
and the related accuracies. For further details the S57 Standard should be
consulted.

Zones of Positio
ECDIS Depth Seafloor
Confident n
Presentati Accurac Coverag
ial Accura
on  y e
(ZOC) cy

Full area
search
undertak
en.
± Significan
=0.5m+
5m+5 t seafloor
A1 1% of
% features
depth
depth detected
and
depth
measured
.

Full area
search
undertak
en.
Significan
=1.0m+
t seafloor
A2 ± 20 m 2% of
features
depth
detected
and
depth
measured
.

B ± 50 m =1.0m+ Full area

2% of search
depth not
achieved;
uncharte
d
features,
hazardou
s to
surface
Zones of Positio
ECDIS Depth Seafloor
Confident n
Presentati Accurac Coverag
ial Accura
on  y e
(ZOC) cy

navigatio
n are not
expected
but may
exist.

Full area
search
not
=2.0m+
± 500 achieved;
C 5% of
m depth
depth
anomalie
s may be
expected.

Full area
search
not
achieved;
worse than figure
D large
above
depth
anomalie
s may be
expected.

U Un-assessed, the quantity

of bathymetric data has not
been assessed.

MDSC
No information is available
for corresponding sea area.
How it looks on board?

The image shows how the presentation of the relevant Zones of Confidence
in ECDIS is presented.

The example shows that only information of the relevant Zone of

Confidential is given. The meaning of the Zone of Confidence keeps hidden
for non-experienced users.
 Different CATZOC at an area

The example shows different CATZOC in an area. The area off the cape has
been surveyed with a higher accuracy. The closer to the shore south-
westwards, the accuracy becomes impaired.
The screen shot is published with the utmost permission of ECDIS Ltd.
It should be further noted that delay in the hydrographer promulgating the
information & the time it takes to reach the vessels is variable. Update
CD’s may be delayed in transit, new berths & ports may be made
constructed without promulgating sufficient information & as such the ENC
charts are only as accurate as the hydrographer who compiles all the data.

Latest local H.O. issued paper charts should always be consulted,

passage plan drawn & checked as a matter of prudent seamanship.

Radar overlay is a powerful tool which can be used to check the

accuracy of the data as well as the position of the vessel. If chart image &
charted data fit well it may be assumed that sum of errors is close to zero,
but if not then the cause of the mismatch should be investigated.
CHAPTER 14 - ERRORS OF INTERPRETATION
An ECDIS displays quite a considerable amount of data & it is
important that the Officer on Watch understands what is displayed. A mis-
interpretation of the presented data may lead to unsafe navigation.

90 % of marine accidents are caused due to human error & mis

interpreting the data on the ECDIS screen could also lead to the same.

Errors of mis interpretation can be caused due to following factors:

1. Modes of vector stabilisation.

2. Over scaling / Under scaling of a display.
3. A cluttered screen.
4. Over reliance on EPFS.
Errors of misinterpretation can be avoided by

Maintaining appropriate scale when using ECDIS.

Selection of main sensor & back up sensor best suited for the given
situation.
Correctly inputting the safety values.
Correct Display characteristics.

Vectors:
Heading Vector – Single
Headed Arrow. Source from
Heading Input & Speed
through water Input.

COG Vector – Double

Headed Arrow. Source COG
sensor & SOG sensor.
Any divergence between the two may be due to input sensor errors
or due to set & drift.

Safety Settings:

The company’s navigation policy needs to determine minimum UKC

requirements. The weather conditions & dynamic characteristics of the
vessel, salinity etc. need to be considered while calculating safety
parameters.

In an ECDIS the two most important settings are

the Safety Contour & safety Depth. Erroneous input of
these values or accidental changes to these values
can jeopardise the safety of the vessel without the
OOW realising that it has happened.

IN- CORRECT DISPLAY

CORRECT DISPLAY

In certain areas due to the Safety Contour settings & the safety
contour displayed value in relation the vessels draft may cause a lot of
non-navigable water to be shown around the vessels track. Therefore
under certain circumstances the safety contour may be reduced to the
previous available lower one.
HOWEVER CARE MUST BE TAKEN TO RETAIN THE SAFETY DEPTH
SETTING (IF AVAILABLE) TO THE ACTUAL CALCULATED VALUE &
MARK OFF THE DANGEROUS AREAS MANUALLY. SPOT SOUNDINGS
MUST BE KEPT ON & IF CUSTOMISABLE THE VALUE AT LEAST UPTO
THE SAFETY DEPTH OR HIGHER SHOULD BE DISPLAYED.

DISPLAY CLUTTER:

A RNC cannot be customised for display clutter; however an ENC should

be customised for the navigation task at hand.

Additional sensor data like Radar & ARPA may clutter the display.

Additional ENC layers like

Four shades,

 Full light lines,

 Highlight info,
 M- Quality objects
 Grid lines
 Chart boundaries
 Radar Overlay

All add to the clutter & should only be used when actually needed.

Sensor accuracy should be checked often using radar overlays. Radar

overlay is a fantastic feature to check the errors on the display but must be
used intermittently as it leads to clutter & may completely mask the ENC
data.

CHART SCALING:

Selection of zoom level is always a compromise between a good display of

the area nearby and reasonable look-ahead distance.

o Zooming out – Under scaling will clutter the display unless

SCAMIN is in use.
o Zooming IN – Over scaling gives a false sense of security that
chart is more accurate and reliable than needed.

Compilation scale should normally be used along with largest scale charts
for that area.
 SUMMARY: TRADITIONAL NAVIGATION TECHNIQUES ALONGWITH
PRUDENT SEAMANSHIP ARE NOT TO BE FORGOTTEN. EACH OFFICER ON
WATCH IS REQUIRED TO USE ALL AVAILABLE MEANS TO CHECK HIS
POSITION.
 Chapter: 15 - ALARMS & INDICATIONS

PERF STDS : RESOLUTION MSC.232(82)

 ------- XXX ------

DEFINITIONS:
ALARMS: An alarm announces by audible means, or audible & visual
means, a condition requiring attention.

INDICATORS: Indicators give a visual indication of information

concerning the condition or status of a system or equipment.

SOURCES OF ALARM GERNERATION:

 Self-test of own computer to check if all sensors are working fine.

 From Basic settings- due to ships characteristics.
 From Position sensors.
  User selectable alarms- current depth of water, intended and allowed
navigational activity.
 Data from available ENC charts.
 Target data from AIS and ARPA.

Your ECDIS may automatically trigger alarms using the Safety Frame /
Safety zone / Safety cone during monitoring stage. The same warnings
may be displayed during the Route checking stage. However the Safety
frame checks for alarms which are only for hydrographic ENC data & does
not triggers alarms when it touches Targets, or other user information
added by the user. However a manual correction on the chart can be made
alarmable.

Setting of the safety frame settings & the alarms to be monitored are
largely governed by the navigational task at hand. The user may use too
many alarms causing over burden on the OOW whilst not using any non-
mandatory alarms means not using the system to its capabilities.

Following are some of the warnings & alarms which may be shown on the
screen. However they are equipment specific and the user must familiarise
himself with the system prior taking it into use.

Small scale Large scale

Under scale indications

Look up better chart

Not recommended scale

OVERSCALING INDICATIONS

  Dangerous scale

DISPLAY of over scale for ENC outside used ENC

Alarms and Indicators
For ECDIS Systems the IMO publication (Code on Alarms and Indicators.
IMO-867E) applies. In accordance with this Code:

The following items should be detected by an ECDIS system automatically.

When detected, an alarm and an indicating display should be activated.

 Traffic separation zone

 Traffic routeing scheme crossing or roundabout
 Traffic routeing scheme precautionary area
 Two-way traffic route
 Deep-water route
 Recommended route
 Inshore traffic zone
 Fairway
 Restricted area
 Cautionary area
 Offshore production area
 Offshore wind farm
 Areas to be Avoided
 Military practice area
 Seaplane landing area
 Submarine transit lane
 Ice area
 Channel
 Fishing ground
 Fishing prohibited area
 Pipeline area
 Cable area
 Anchorage area
 Anchoring prohibited area
 Dumping ground
 Spoil ground
 Dredged area
 Cargo transhipment area
 Incineration area
 Specially protected areas

 
Chapter 16: DOCUMENTATION
PERF STDS : RESOLUTION MSC.232(82)

11.4.12 It should be possible to display:

.1 time-labels along a ship's track manually on demand and automatically at intervals

selected between 1 and 120 minutes; and

.2 an adequate number of: points, free movable electronic bearing lines, variable and

fixed range markers and other symbols required for navigation purposes and

specified in appendix 3.

11.4.13 It should be possible to enter the geographical co-ordinates of any position and then

display that position on demand. Also, it should be possible to select any point

(features, symbol or position) on the display and read its geographical co-ordinates on demand.

11.4.14 It should be possible to adjust the displayed geographic position of the ship manually.

This manual adjustment should be noted alpha-numerically on the screen, maintained until
altered by the mariner and automatically recorded.

11.4.15.1 ECDIS should provide the capability to enter and plot manually obtained bearing and

distance lines of position (LOP), and calculate the resulting position of own ship. It should be
possible to use the resulting position as an origin for dead-reckoning.

11.4.15.2 ECDIS should indicate discrepancies between the positions obtained by continuous

positioning systems and positions obtained by manual observations.

11.5 Voyage recording

11.5.1 ECDIS should store and be able to reproduce certain minimum elements required
to reconstruct the navigation and verify the official database used during the previous 12

hours. The following data should be recorded at one minute intervals:

.1 to ensure a record of own ship's past track: time, position, heading, and speed; and

.2 to ensure a record of official data used: ENC source, edition, date, cell and update

history.
11.5.2 In addition, ECDIS should record the complete track for the entire voyage, with
time

marks at intervals not exceeding 4 hours.

11.5.3 It should not be possible to manipulate or change the recorded information.

11.5.4 ECDIS should have a capability to preserve the record of the previous 12 hours
and of the voyage track.

SAMPLE ELECTRONIC LOG BOOK.

Many ECDIS provide the

ability to playback the voyage recording including real time position &
information of ARPA and AIS targets.

The playback functionality can be used for:

On board briefing and de – briefing.

Analysis of incidents & /or accident’s.
OPTIONAL Evidence in Court.

Import and exporting these data files is provided by many ECDIS

manufacturers as a part of their software.
 Chapter 17 : ECDIS BACK -UP

PERF STDS : RESOLUTION MSC.232(82)

14 BACK-UP ARRANGEMENTS

Adequate back-up arrangements should be provided to ensure safe navigation in case of an

ECDIS failure; see appendix 6.

.1 Facilities enabling a safe take-over of the ECDIS functions should be provided in order to
ensure that an ECDIS failure does not develop into a critical situation.

.2 A back-up arrangement should provide means of safe navigation for the remaining part of a
voyage in the case of an ECDIS failure.

16 POWER SUPPLY

16.1 It should be possible to operate ECDIS and all equipment necessary for its normal
functioning when supplied by an emergency source of electrical power in accordance with the
appropriate requirements of chapter II-1 of the 1974 SOLAS Convention, as amended.

16.2 Changing from one source of power supply to another or any interruption of the supply
for a period of up to 45 seconds should not require the equipment to be manually re-initialized.

Appendix 6

BACK-UP REQUIREMENTS

1 INTRODUCTION

As prescribed in section 14 of this performance standard, adequate independent back-up

arrangements should be provided to ensure safe navigation in case of ECDIS failure.
Such arrangements include:

.1 facilities enabling a safe take-over of the ECDIS functions in order to ensure that an
ECDIS failure does not result in a critical situation;

.2 a means to provide for safe navigation for the remaining part of the voyage in case of
ECDIS failure.
2 PURPOSE

The purpose of an ECDIS back-up system is to ensure that safe navigation is not compromised
in the event of ECDIS failure. This should include a timely transfer to the back-up system
during critical navigation situations. The back-up system shall allow the vessel to be navigated
safely until the termination of the voyage.

3 FUNCTIONAL REQUIREMENTS

3.1 Required functions and their availability

3.1.1 Presentation of chart information

The back-up system should display in graphical (chart) form the relevant information of the

hydrographic and geographic environment which are necessary for safe navigation.

3.1.2 Route planning

The back-up system should be capable of performing the route planning functions, including:

.1 taking over of the route plan originally performed on the ECDIS;

.2 adjusting a planned route manually or by transfer from a route planning device.

3.1.3 Route monitoring

The back-up system should enable a take-over of the route monitoring originally performed by

the ECDIS, and provide at least the following functions:

.1 plotting own ship’s position automatically, or manually on a chart;

.2 taking courses, distances and bearings from the chart;

.3 displaying the planned route;

.4 displaying time labels along ship’s track;

.5 plotting an adequate number of points, bearing lines, range markers, etc., on the chart.

3.1.4 Display information

If the back-up is an electronic device, it should be capable of displaying at least the information

equivalent to the standard display as defined in this performance standard.

3.1.5 Provision of chart information

.1 The chart information to be used in the backup arrangement should be the latest edition, as
corrected by official updates, of that issued by or on the authority of a Government, authorized
Hydrographic Office or other relevant government institution, and conform to IHO standards.

.2 It should not be possible to alter the contents of the electronic chart information.

.3 The chart or chart data edition and issuing date should be indicated.

3.1.6 Updating

The information displayed by the ECDIS back-up arrangements should be up-to-date for the

entire voyage.

3.1.7 Scale

If an electronic device is used, it should provide an indication:

.1 if the information is displayed at a larger scale than that contained in the database;

and

.2 if own ship’s position is covered by a chart at a larger scale than that provided by the system.

3.1.8 If radar and other navigational information are added to an electronic back-up display, all

the corresponding requirements for radar information and other navigation information of

this performance standard should be met.

3.1.9 If an electronic device is used, the display mode and generation of the neighbouring area

should be in accordance with section 8 of this performance standard.

3.1.10 Voyage recording

The back-up arrangements should be able to keep a record of the ship’s actual track, including

positions and corresponding times.

3.2 Reliability and accuracy

3.2.1 Reliability

The back-up arrangements should provide reliable operation under prevailing environmental
and normal operating conditions.

3.2.2 Accuracy

Accuracy should be in accordance with section 12 of this performance standard.

3.3 Malfunctions, warnings, alarms and indications

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

4 OPERATIONAL REQUIREMENTS

4.1 Ergonomics

If an electronic device is used, it should be designed in accordance with the ergonomic

principles

of ECDIS.

4.2 Presentation of information

If an electronic device is used:

.1 Colours and symbols should be in accordance with the colours and symbols

requirements of ECDIS.

.2 The effective size of the chart presentation should be not less than 250 mm x 250mm

or 250 mm diameter.

5 POWER SUPPLY

If an electronic device is used:

.1 the back-up power supply should be separate from the ECDIS; and

.2 conforms to the requirements in this ECDIS performance standard.

6 CONNECTIONS WITH OTHER EQUIPMENT

6.1 If an electronic device is used, it should:

.1 be connected to systems providing continuous position-fixing capability; and

.2 not degrade the performance of any equipment providing sensor input.

6.2 If radar with selected parts of the ENC chart information overlay is used as an element of

the back-up, the radar should comply with resolution MSC.192(79).

Practical considerations of Backup arrangements:

OPTION 1: Traditional Paper Charts for your Primary Navigation.

However most Flag state and PSC will insist on ECDIS being the primary
source of navigation.

OPTION 2: Primary ECDIS + secondary Paper Charts.

But this would involve duplication of work as both ECDIS & paper charts
will need to be ready with voyage plans.

OPTION 3: DUAL ECDIS. Both complaint with new ECDIS carriage

requirement.

Contingency planning: A contingency plan must be drafted & available in

the vessels ISM manual for ECDIS failure.

Failure of single ECDIS during the voyage:

 What action will you take?

 Whom do you inform?
 Are you complying with statutory requirements?
 Action to be taken if unable to repair ECDIS in subsequent port.
 Effect on any statutory certificate.

Failure of both ECDIS during the voyage:

 Company to have Contingency plan in force.

 Sufficient spares & repair material on board.
 Online service.
 Take me home Paper Charts.
 Paper charts for emergency use for critical areas for the
voyage.
Chapter 18 : RISK OF OVER- RELIANCE

 Over-reliance on ECDIS

ECDIS is a tool that helps a

mariner to navigate a ship safely
and efficiently. It is not a "cure-
all" for problems encountered
while navigating a ship.

 ECDIS is not like RADAR.

RADAR when it is working or
not, can be easily seen. Unlike
ECDIS which is much more
complex software and not as
easily seen to be working or not,
when it is non-operational.

One of the biggest problems

with a transition to ECDIS is an over-reliance on the information provided.

THE USE OF THE

ECDIS DOES NOT
RELEIVE THE OFFICER
ON WATCH FROM HIS
DUTY TO USE ALL
AVAILABLE MEANS.
Consideration should be given to:

o Poor GPS performance;

o DGPS used/not used;
o Manipulated GPS signal (system external interference);
o ECDIS malfunction;
o Installation setup;
o ENC compilation errors (e.g. datum);
o Chart errors (omissions, out-dated);
o Survey errors;
o Human error.

The ECDIS is a single unit that consolidates several sensors and the
navigation chart. Any error in a sensor, the chart or the ECDIS itself, may
lead to a dangerous situation.

The officer on watch should therefore conducted regular checks of all

connected sensors, the backup ECDIS and use sight and hearing as well as
all available means to fix ships position and progress.

The ECDIS is an industrial type of computer. A single component failure

may affect a single function or the whole ECDIS.

Most errors should be immediately obvious to the officer of the watch, and
also detected by the backup ECDIS, but in rare occasions an almost
invisible freeze of the computer might occur, and may go undetected for
some time.

It may be advisable to reboot ECDIS computers periodically with different

re boot times for main & back up units.

OOW should always be sceptical of the system & assure himself that his
position is being shown correctly & everything is working fine.
Every vessel at all times shall maintain a proper lookout by sight & hearing
& use all available means to maintain safety of navigation & avoid the risk
of collision.

ECDIS HAS ONLY REPLACED YOUR PAPER CHARTS AND IS NOT

INTENDED TO REPLACE YOUR TRADITIONAL NAVIGATIONAL
SKILLS.
References and abbreviations
AIS: Automatic Identification System. A short range coastal tracking
system used on ships and by vessel traffic services (VTS) for identifying
and locating vessels by electronically exchanging data with other nearby
ships and VTS stations.

ARPA: Automatic Radar Plotting Aid. A function that creates tracks on the
radar display using radar contacts. Such systems can calculate the tracked
object’s course, speed and closest point of approach.

COG: Course Over Ground. The GPS system’s calculation of the ship’s
heading in relation to the installed chart system.

DCDB: Data Center for Digital Bathymetry. Operated by the National

Geophysical Data Center in Boulder, Colorado, USA, DCDB is a focal point
for digital hydrographic data services for IHO Member Countries.

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

uses a network of fixed, ground-based reference stations to broadcast the
difference between the positions indicated by the satellite system and the
known fixed positions.

DNC: Digital Nautical Charts. A vector-based digital product designed to

give navigators an up-to-date seamless database of the world. DNCs are
published by the National Geospatial-Intelligence Agency – part of the
United States’ Department of Defence.

DSCC: Data Supply Chain Certification. A system of handling data intended

to ensure that the transmission of data from its source to the point at
which it is displayed on the end-user screen does not degrade the data.

EBL: Electronic Bearing Line. A feature in radar that is used to determine

the relative bearing of an object from the observing ship’s bearing.

EC: Electronic Chart. A term used to describe the data, the software and
hardware system capable of displaying electronic chart information.

ENC: Electronic Navigational Chart. An electronic chart designed to be used

in the ECDIS and issued on the authority of government-authorized
hydrographic offices

FIG: International Federation of Surveyors. An international, non-

governmental organisation whose purpose is to support international
collaboration for the progress of surveying in all fields and applications.
GAGAN: GPS and GEO Augmented Navigation System

GEBCO: General Bathymetric Chart of the Oceans. An international group

of experts who work on the development of a range of bathymetric data
sets and data products.

GLL: Geographic position. Used to send position from the GPS, LORAN C or
other satellite receiver to other devices, such as radar or ECDIS

GLONASS: Global Navigation Satellite System. A space-based, radio-

positioning, navigation and time-transfer system operated by the
Government of the Russian Federation.

GNSS: Global Navigation Satellite System. A world-wide position, time and

velocity radio-determination system comprising space, ground and user-
segments of which GPS, GLONASS, EGNOS, COMPASS and IRNSS are
components.

GPS: Global Positioning System. A US-based global navigation satellite

system that provides positioning, navigation and timing services to
worldwide users on a continuous basis.

HDT: Heading-True. Used to send heading information from the gyro-

compass to other devices including radar and ECDIS

IALA: International Association of Marine Aids to Navigation and

Lighthouse Authorities. A non-profit, non-governmental international
technical association that gathers marine aids to navigation authorities,
manufacturers and consultants from all parts of the world, and facilitates
knowledge sharing.

IAPH: International Association of Ports and Harbours. A global alliance of

ports representing 230 ports in 90 countries. IAPH is non-profit and non-
governmental. Headquartered in Tokyo, Japan.

IBS: Integrated Bridge System. Ship systems that take input from sensors
throughout a ship in order to display position and control information
electronically for bridge officers. Navigators manage this system, choosing
how to set the system, interpreting output and monitoring interactions
between controls and the ship.

ICA: International Cartographic Association. The world’s authoritative body

for cartography, the discipline dealing with the conception, production,
dissemination and study of maps.
IFHS: International Federation of Hydrographic Societies. A partnership of
national and regional hydrographic societies that promotes the
development of hydrography and knowledge exchange in the hydrographic
community.

IHO: International Hydrographic Organisation. An intergovernmental

organization representing over 80 national hydrographic organizations.
Coordinates hydrographic activity between states.

IMSO: International Mobile Satellite Organization. An intergovernmental

organization that oversees certain public satellite safety and security
communication services provided by the Inmarsat satellites.

IOC: Intergovernmental Oceanographic Commission. A UNESCO

commission that coordinates marine research, services, observation
systems, hazard mitigation and capacity development in order to better
manage the ocean and coastal areas.

QZSS: Quasi-Zenith Satellite System. Is the Japanese regional satellite

system that will enhance the GPS in Japan.

RENC: Regional ENC Coordination Centre. Entities set up by the IHO; a

RENC validates and distributes ENCs from producing nations to end-users.
Each major geographical area of the world is meant to be represented by a
RENC, but only two currently exist, in Norway (PRIMAR) and the UK (IC-
ENC).

RNC: Raster Nautical Chart. Raster charts that conform to IHO

specifications and are produced by digitally scanning and geo-referencing
the image of a paper chart.

S-52: An IHO publication developed in conjunction with the IMO’s

performance standards for ECDIS that provides specifications and guidance
regarding the issuing and updating of ENCs, and their display in ECDIS.

S-57: IHO Special Publication 57. Contains the IHO Transfer Standard for
Digital Hydrographic Data. The major components of S-57 Edition 3.1 are:
Theoretical Data Model, Data Structure, Object Catalogue, ENC product
Specification, Use of the Object Catalogue for ENC.

S-63: The IHO recommended standard for the protection of ENC

information. It defines security constructs and operating procedures that
must be followed to ensure that the IHO Data Protection Scheme is
operated correctly.
S-100: A project under IHO to develop the new geospatial standards for
hydrographic data. It is purported to be a wider standard catering to other
users apart from ECDIS and based on the ISO TC211 standards for
contemporary GIS. The ENC product specifications based on S-100 will be
drawn (termed S-101) which will in due course of time replace the S-57.

SBAS: Satellite Based Augmentation System

SENC: A database in the manufacturer’s internal ECDIS format produced

as a result of transforming the ENC. The conversion from ENC contained in
the ASCII form to SENC in a binary form may be carried outside the ECDIS
in a lab. This is a preferable way to provide efficient and error-free
electronic charts to the end-user.

SOG: Speed over Ground. The GPS system’s approximation of the ship’s
speed in relation to the installed chart

TCS: Track Control System. Via a connection with the autopilot, TCS in an
ECDIS that controls the ship’s GPS position follows a pre-planned track.

TTM: Tracked Target Status. Used to send tracked target information from
ARPA to ECDIS.

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

VRM: Variable Range Marker. A feature of radar used to determine relative

distance to any target seen on the screen.

VTS: Vessel Traffic Services. A marine traffic monitoring system

established by harbour or port authorities, similar to air traffic control for
aircraft. These use radar, CCTV, VHF radiotelephony and AIS to track
vessels.

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

the US region.

WEND: Worldwide Electronic Navigational Chart Data Base. An IHO

concept, based on the set of WEND Principles, designed specifically to
ensure a world-wide consistent level of high-quality, updated official ENCs
through integrated services that support chart carriage requirements of
SOLAS and the requirements of IMO PS for ECDIS.
Bibliography:
1. IMO resolution MSC.191(79) on Performance Standards for the presentation of

Navigation related information on ship borne navigational displays.

2. IMO resolution A.694 (17) on Recommendations on general requirements for
ship borne radio equipment forming part of the Global Maritime Distress and Safety
System (GMDSS) and for electronic navigational aids

3. SN.Circ/207 (1999) on Differences between RCDS and

ECDIS

4. IMO SN/Circ.243 (2004) on Guidelines for the

Presentation of Navigation-related Symbols, Terms and
Abbreviations
5. IMO MSC/Circ.982 (2000) on Guidelines on ergonomic criteria for bridge
equipment and layout.

Publications

6. Special Publication No. S-52, Specifications for Chart Content and Display
Aspects of ECDIS

7. Special Publication No. S-52 appendix 1, Guidance on Updating the Electronic

Navigational Chart

8. Special Publication No. S-52 appendix 2, Colour and Symbol Specifications for
ECDIS

9. Special Publication No. S-32, Hydrographic Dictionary

10. Special Publication No. S-57, IHO Transfer Standard for Digital Hydrographic
Data

11. Special Publication No. S-61, IHO Product specification for Raster Navigational
Charts (RNC)

12. Special Publication No. S-63, IHO Data Protection Scheme

WISHING YOU SAFE AND UN EVENTFUL ECDIS

NAVIGATION.
Capt. Joel Joseph.