[Company Name]

[Vessel Name]

[IMO Number]
Guide to ECDIS

Contents

1. Part 1 - General Guidance

A. ECDIS Virus Protection
B. Weekly Updating for AVCS
C. Admiralty Information Overlay (AIO)
D. Weekly Updating for AIO
E. Manual Updates
F. EGC Nav Warnings
G. Record of User Maps/Manual Updates
H. IHO DataCheck
I. Position Fixing
J. Exporting Files
K. Safety Contour Settings
L. Alarms
i. AIS CPA/TCPA Alarms
ii. Safety Sector / Vector
iii. Chart Alerts

2. Part 2 - User Maps & Display Settings

A. Entering the Safety Contour
B. Plain Vs Symbolised Boundaries
C. Light Lines (Full Vs Limited)
D. 2 Colour Vs 4 Colour Display Mode
E. Isolated Dangers in Shallow Water
F. Traditional Vs Simplified Symbols
G. De‐Cluttering the Display for Navigation
H. Navtex Warnings
I. EGC NavWarnings

3. Part 3 - Frequently Asked Questions

4. Part 4 - Charts to cover shortfall in ENC Coverage

5. Part 5 - Part 4 Standing Instructions

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 Part 1 – General Guidance

A ‐ ECDIS Virus Protection.

ECDIS units do not have a separate anti-virus program built in, therefore it is vital we take
all precautions possible in order to stop any viruses being transferred onto the ECDIS.

The procedure for updating ECDIS using USB media is as follows.

1. A dedicated USB drive shall be assigned for ECDIS use only. This shall only be in the
possession of and used by the Second Officer
2. This USB Drive may only be inserted into the ECDIS units and the ChartCo computer (which
shall be used for Navigation purpose only).
3. The ChartCo computer shall have at a minimum USB Disk Security software installed.

4. Every time the USB drive is inserted into the ChartCo computer it shall be formatted without fail.

5. When writing the ENC corrections to the USB drive the box `Empty drive before writing' shall
be selected.
6. If you have two ECDIS units, once the corrections have been made on one ECDIS the unit shall
be checked to make sure it is fully functioning with no error messages before the second ECDIS unit
is updated.
If you need to use the USB drive for anything else with ECDIS, i.e. performing an authorised
software update, updating the permit file or exporting route files, steps 1 to 4 shall be followed.

B ‐ Weekly updating – AVCS.

1. PassageManager needs to know which is the last weekly AVCS DVD, you have loaded into the ECDIS unit.

A. Insert the last AVCS Update disk you have loaded on the ECDIS units into the ChartCo PC.
B. Then in PassageManager go to ChartManager/ENC/Setup.
C. In the 2nd Box (2. ENC Suppliers), click on the set box next to AVCS.
D. Click on the grey box next to Media Location and find the AVCS disk in the DVD drive.
E. Once the disk is found the correct week should display and you can click applied.

2. Now you can load up all subsequent weekly updates since that last AVCS Disk.

A. Go to ChartManager/ENC/Corrections.
B. At the top of the screen is a white box next to the word supplier. It should read AVCS.
C. In the main window below there will a list of corrections which you need to apply onto the ECDIS.
D. If there are updates that haven't been collected yet (i.e. It says ‘Not Yet Collected’). When you click on
‘Collect and transfer to ECDIS’ the software will open a pop up box and create a data request file to
send to ChartCo. This file should be emailed as normal and then any missing data will be received.

3. Transfer corrections to the ECDIS.

A. Use the dedicated USB drive to make the update image for the ECDIS. Make sure you use
correct virus protection procedures and first format the drive before use.
B. Click "Collect and Transfer to ECDIS"
C. When you write the image to USB drive, make sure you select "empty disk before use"

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 D. Update ECDIS in exactly the same way as you do with an update DVD. However you will need
to change the address inside the ECDIS so it looks at the USB drive rather than the DVD drive.
E. To change the update location, Open ChartPortfolio, got ‘Options’, ‘Advanced’, then change
the update drive from the DVD to the USB drive letter.
F. Once the update location is changed. Exit from the options menu and click on auto-detect,
the updates will load up in exactly the same way as when using DVD.

Even if you are updating ENC’s weekly via USB through PassageManager you must still update the ECDIS
using the latest AVCS DVD when you receive it on board. Even if it is older than the updates you have via
PassageManager. This is because it copies over additional data and updates for cells you are not currently
using.

When you receive a new AVCS DVD, put it in the ECDIS and run the update, there may be new editions
of cells/updates available. Once you have successfully updated it in the ECDIS, put the DVD in the
ChartCo computer and repeat Part 1 from the above. After this, PassageManager may give you some
new ENC corrections so please check carefully.

C ‐ Admiralty Information Overlay (AIO).

The AIO layer on ECDIS is the direct replacement for T&P notices on paper charts. It provides the ship with
a fully updated weekly overlay of all the current T&P notices affecting ENC’s.

Because ENC’s are produced by different countries (as opposed to Paper Charts where all are BA
charts), there is some variation with how T&P notices are produced and displayed.
Due to this ENC T&P notices fall under the following categories:

A – Local Hydrographic office produces an ENC and also produces T&P info for their own cells. This
information is automatically plotted on the ECDIS when the ENC cell is updated. For cells such as this
there will not be any AIO displayed as T&P noticed are covered by the local hydrographic office.
The Local Hydrographic office may display this as Temporary information (“d” symbol in Presentation
Library 4.0), or they may choose to display it as a permanent update and then remove it permanently
after it is no longer valid. It doesn’t make any difference to the display as the relevant ENC symbol will still
be present during the valid time period.

B – Local Hydrographic office produces an ENC but does not produce T&P information for these cells.
The UKHO receives T&P information for equivalent paper charts and after verification they publish this as
the AIO layer. The exception to this is if the T&P notice only affects paper charts, i.e. a publishing
mistake/misprint.

C – Local Hydrographic office produces an ENC but does not produce T&P information for these cells,
these cells do not have a paper chart equivalent and therefore the UKHO is unable to compare the charts
in order to add any T&P notice in AIO.

There are three separate parts to the AIO. Standard T&P notices which are directly translated over from the
equivalent paper chart, ENC P NM’s (EP) which are specific to ENC’s and relate to the way an ENC
displays or does not display a charted feature and ‘No Overlay’ which will display where the ENC has no
equivalent paper chart and so T&P notices do not exist.

The AIO layer when displayed is a semi-transparent layer of information on top of the ENC’s which can
be interrogated and the exact information required from the T&P notice can be found.

Because it displays on top of the ENC cell, the information underneath can be partially obscured and
difficult to view. For this reason we would suggest the following procedure for AIO maintenance and
display (at Master’s discretion).

1. When planning a voyage, AIO to be switched on/displayed.

2. The route should be checked for AIO notices which affect the voyage (Directly in or within 10NM of
the vessels route. At the Masters discretion, T&P notices within 10NM of the route but in areas
cannot sail can be left).
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 3. If an AIO notice affects the voyage, Manual updates are to be used if temporary buoys are to be
plotted (and not plotted by AIO) or User maps are to be used if the temporary notice is not specific to
a single geographic location (i.e. Dredging areas, cable-laying ops).
4. A record is to be maintained of these manual updates and user maps so that there is a record of
what has been applied to the chart, needs to be displayed on the chart or needs to be removed from
the chart in case of cancellation of the notice.
5. Once all the relevant notices have been marked on the chart with User Maps or Manual Updates,
the AIO layer can be turned off ready for navigation (at the Master’s discretion).
6. When the new weekly update for AIO is received, the entire remaining voyage is to be rechecked
with AIO display turned on. New notices are to be put on the chart as per 2 & 3. Cancelled
notices are to be removed or hidden (in case of manual updates).
7. If the vessels voyage changes, either in terms of destination port or just due to weather, the
overlay is to be turned back on and the route rechecked as per 2 & 3.

D ‐ Weekly Updating – AIO.

1. PassageManager needs to know which was the last weekly AIO update disk you have loaded into
the ECDIS unit.

A. Insert the last AIO Update disk you have loaded on the ECDIS units into the ChartCo PC.
B. Then in PassageManager go to ChartManager/ENC/Setup.
C. In the 2nd Box (2. ENC Suppliers), click on the set box next to AVCS (AIO).
D. Click on the grey box next to Media Location and find the AIO disk in the DVD drive.
E. Once the disk is found the correct week should display and you can click applied.

2. Now you can load up all subsequent weekly updates since that last AIO Disk.

A. Go to ChartManager/ENC/Corrections.
B. At the top of the screen is a white box next to the word supplier. At the moment it will say AVCS.
C. Click on AVCS and a drop down menu will appear, click on AVCS AIO.
D. In the main window below there will a list of corrections (or just one) which you need to apply onto
the ECDIS.
E. If there are updates that haven't been collected yet you can request the data as you would for
ENC corrections.

3. Transfer corrections to the ECDIS.

A. Use the dedicated USB drive to make the update image for the ECDIS. Make sure you use
correct virus protection procedures and first format the drive before use.
B. Click "Collect and Transfer to ECDIS"
C. When you write the image to USB drive, make sure you select "empty disk before use"
D. Update ECDIS in exactly the same way as you do with ENC updates (Chart Portfolio).

The procedure for newly received AIO disks is the same as with AVCS DVD’s. You must still load them into
the ECDIS and PassageManager. With AIO Disks it is unlikely there will be any updates available.

E ‐ Manual Updates for AIO (or locally sourced hydrographic information).

Manal updates are to be used when plotting newly charted information received via AIO or local sources
which has either yet to be applied on an ENC via a permanent correction or is only temporary. They are to
be used instead of User Maps when the hydrographic information is specific to a single (or series of single)
geographic point, i.e. a Navigation Buoy as opposed to a Cable Laying operation.

The advantage of Manual Updates over User Maps is that you can place the exact symbol required on the
chart, i.e. a north cardinal buoy, as opposed to User Maps where you can place a general information
mark and would have to then write on the specific details for the buoy.

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Manual Updates are applied on and are specific to individual ENC cells. When you are making a Manual
update on the chart, the ECDIS will ask you which cell you want this to apply to. This should be factored in
when zooming out of a chart, once that specific cell has been replaced by a smaller scale one, the manual
update will no longer be visible. If you wish to keep the update visible on the screen then you will need to use
fix view when zooming out on the ECDIS. For this reason if you are applying a manual update on a cell, you
must do so on the cell which you will be using for navigation.

Manual Updates cannot be deleted once saved, only hidden, so they should be put on with care. Once on
the chart they can be hidden, and they will then automatically delete themselves after 90 days (or the pre-
set expiry date) if not made visible again.

Manual Updates should be recorded once made in order to keep a log of when they were applied, where the
information has come from, when the notice is due to expire (if known). This will stop duplication and ensure
that no important notices are missed.

Refer to Onboard reference manual for the particular make and model of ECDIS you are using for
Manual updating procedure.

F ‐ NavWarnings.
Navigation Warnings should be marked on the ECDIS in the same way as they are on Paper Charts.
The following basic procedure should be followed.

1. During the passage planning stage the vessels intended route should be checked to see if there
are any warnings on or close to the route. The easiest way to do this is to export the route from the
ECDIS unit and import it into PassageManager.
A. In Routes & Passages import the route and switch on the NavWarning overlay, you can
now see which warnings will affect the route.
B. Any warnings which affect the route can then be drawn onto the ECDIS using User Maps. A
brief description and the NavWarning number/expiry date should be the minimum
information written on the ECDIS. The route may have to be modified if the warning involves
an exclusion zone.
2. The Sat-C should also be checked for NavWarnings, Sat-C EGC will always be more up to date on
the than PassageManager as they are sent out from here first.
3. As the vessel proceeds on passage the Sat-C should be continuously monitored for any new warnings by
all watchkeeping officers as per normal procedure and the ECDIS updated accordingly.

As with AIO, it is a good idea to keep a record of the User Maps used for NavWarnings. This will assist
in easily identifying which warnings are no longer valid and can be deleted.

G ‐ Record of User Maps for T&P’s, EGC NavWarnings and Navtex Warnings.
There is a need to maintain a record of Manual Updates for AIO & User Maps used for NavWarnings, AIO
and Navtex warnings (for vessels where automatic Navtex plotting is not applicable). By maintaining a
record, the vessel is quickly able to assess whether a received warning has already been plotted on the
ECDIS, or whether one that has already been plotted has expired and so can be deleted.

There is no need to print this record out as it will need to be updated frequently. It must however be
regularly backed up onto a separate computer/storage media.

USER MAP RECORD

H ‐ IHO DataCheck

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Changes introduced in Edition 4.0 of the IHO Presentation Library invalidate the tests contained in the
ECDIS Data Presentation and Performance Checks which were specifically designed and developed for
ECDIS using previous editions of the Presentation Library.

An ECDIS type approval certificate showing conformance with tests in edition 4.0 of IEC 61174
demonstrates that the ECDIS does not have any of the identified ENC display anomalies.

The subsequent guidance describes the method by which mariners may check the ECDIS displays for the
new ENC symbols contained in Edition 4.0 of the Presentation Library. The checks should be run at least
once after installing an ECDIS. A re-run is recommended only after a software update, system upgrade or
change of equipment. A copy of the checks should be retained on board.

IHO Circular - Checking the IHO S-52 Presentation Library Edition Number in the ECDIS – for details please
see the last pages

Guidance on carrying out PL4 checks for JRC models. – for details please see the last pages

Guidance on carrying out PL4 checks for Furuno models. – for details please see the last pages

For Totem models the checks would have been carried out by the technician during the software upgrade.
Contact Totem customer support for guidance if required.

If you detect any anomaly in the display, please contact out office to pass this on to the manufacturer
and IHO.

I ‐ Position Fixing.
Position fixing when navigating with ECDIS is not to be done exclusively using GPS. There is no need
whatsoever to make any GPS fixes on the ECDIS as it will automatically log the position at the set time
period (6 or 10mins).

Position fixing on ECDIS is to be done by Radar or Visual Fixes, these are used to verify the GPS position
that the ECDIS is using. In case of GPS error or difference the offset position found by Radar/Visual means
is to be used. The vessels position will continue to be updated after that with the offset built in and will be
updated via the course and speed (Gyro/Speed Log).

The best method for fixing position is to use the LOP function. You can use the Radar Overlay function in
the ECDIS if available, however it will be more accurate to use Ranges/Bearings taken directly from the
Radar the same way you would when making a Radar Fix on a Paper Chart.

J ‐ Exporting Files and Screens (In Case of Incident)

JRC ECDIS

1. Export the logbook file

Select [MENU] - [(7) Main] - [(7) Logbook] in that order.

Select Export from the buttons on the lower right side, change the dates to from 2016/--/-- and to 2016/--/-
- (Japanese date format).

2. Send us saved screen images

Please open up the playback function as you have before, make sure the route is loaded and the safety
settings are as per arrival at that time.
Select [MENU] - [(7) Main] - [(6) Save Screen] in that order.

Please save screens for every minute between ----hrs and ----hrs.

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 Once you have done both of the above please use File Manager (select [MENU] - [(7) Main] - [(2) File
Manager] in that order) to export the screens and logbook file to USB drive. Please ensure you use all
precautions before inserting USB Drive as per our fleetwide regarding Virus Protection.

Once done please email the files to us. Furuno ECDISYou can export screenshots to a USB flash
drive as follows:
1. Insert a USB flash drive in a USB port on the PCU.
2. Open the [Screenshot] page.
3. Put a checkmark in the checkbox of the screenshot(s) to export.
4. Click the [Export] button.

To export the log, Open the logbook and then click the [Export File] button. The file is
named VoyageLogYYYYMMDDhhmmss.csv.

K ‐ Safety Contours
Guidance for the safety contours to be set can be found in SI Ch6e, however due to some confusion
and common questions cropping up, we have written the following additional guidance.

The two most important settings are the Safety Contour and Depth. They must be set without fail as per
the instructions in SI6e. They can be changed between open and shallow water settings only with the
permission of the Master. The Master will always verify the safety settings before departure from Port and
before entering into depth critical areas.

The other two settings Shallow and Deep Contour can be more flexibly applied as they are not critical
safety features.

The Deep contour is to give the vessel a better understanding of the contours in the vessels vicinity and
to show where squat may start to be experienced.

The Shallow contour is an area in which the vessel will never navigate as it is set as the contour shallower
than the safety contour. Again it is useful just for showing the contours of the surrounding waters.

The issue that come up with the Depth and Contour settings is due to the different contours available on
different ENC cells. There are some providers who put on 5m, 10m, 15m, 20m, 25m, 50m and 100m
contours, allowing the mariner to select the best ones easily. There are other providers who only put
10m, 20m and 200m contours. This means you will need to adjust the settings in order to properly show
the contours.

Examples.

A ship has a draught of 10m and a safety depth of 14m (For shallow water). From these settings you would
normally put shallow contour as 10m and deep contour as 20m. However, if there is no 15m contour the
safety contour would move up from 14m to 20m automatically (Safety depth spot soundings are
unaffected). This means the chart turns from 4 contours to 2 or 3 contours only. In this case you would
increase the Deep Contour to 21m so the Safety and Deep contours are different.

When the ship leaves coastal waters and inputs her open-water settings, the Safety Contour/Depth might be

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set to 18m for example. You can leave the Shallow/Deep Contours as they are at 10m and 21m
respectively as the contour pattern will not be changed (only the Safety Depth spot soundings will change),
if you were to change the shallow contour to 15m, the same problem would be encountered.

A more extreme example can be found on some Japanese ENC’s. Because of the way the cell is
produced, they sometimes have a 10m contour and then a 200m contour with nothing in between.

If a ship had deep-water settings with draught of 13m that would give her a Safety Depth/Contour of 21m,
as there is no contour in between 10m and 200m the Safety Contour would default up to 200m. If you set
the shallow contour as 20m or 15m it will also default up to 200m, if you also had the deep-water contour at
26m (twice the draft) you would have the Shallow/Safety &Deep contour all defaulting up to 200m. With the
shallow pattern activated on the Ecdis, the vessel would be navigating inside the shallow pattern at all
times. In this example, best practice would be to set the Shallow contour to 10m, this solves the issue of
navigating within the shallow pattern on the Chart. You can leave the Safety Contour and Deep Contours
both defaulting up to 200m as there is little option for anything else on cells like this. Any sounding within
the 200m contour which is less than the Safety Depth will show up in bold and should be highlighted by way
of a User Map to show the areas of safe/unsafe water.

Another area in which to be careful is on US charts which have the contours translated into metres from
fathoms & feet (All ENC charts have depths in metres). On these cells the contours may include 5.4m (3
fathoms), 9.1m (5 fathoms), 10.9m (6 fathoms), 12.8m (7 fathoms), 18.2m (10 fathoms). Because of this
slight difference from other cells contours, you may have to check the settings and adjust the
Shallow/Deep contour in order to keep the 4 colour pattern displaying properly.

L ‐ Alarms
One of the criticisms of the ECDIS from ships is that there are too many alarms going off, causing
distraction to the Mariner during navigation. This is something which you will need to manage carefully, we
do not want alarms going off every 30 seconds causing the OOW to be just cancelling alarms instead of
taking care of collision avoidance or navigation/position fixing. Nor do we want a situation where the bridge
team ignore alarms or turn them off completely.

The ideal situation is that the ECDIS gives you alarms for important events such as equipment failure, sensor
failure and imminent danger. It will not however give too many alarms and distract from navigation. To this
end there are a few settings which can be adjusted in order to optimise the alarms.

i ‐ AIS CPA/TCPA alarms

A common alarm which goes off frequently is AIS CPA/TCPA alarm, especially when coming into port,
taking on a pilot or with tugs alongside the vessel. Due to the proximity of the pilot or tug boat the ECDIS will
constantly warn you that you are about to have a collision. We do not use the ECDIS as our primary means
of assessing collision avoidance, however it is useful for enhancing the situational awareness so we do not
want to turn AIS off on the display.

What you can do however is go into the AIS settings and change the CPA/TCPA alarm settings from
ACT (active) and Sleep to ACT. With this setting, you will only receive CPA/TCPA alarms for vessels
which you activate on the ECDIS. Vessels which aren’t activated will not give an alarm, even if they
are on direct collision course.

When the vessel is leaving pilotage waters, it is best practice to turn the CPA/TCPA alarm setting back to ACT
& Sleep. With ACT & Sleep activated, there is a further alert system in place should a target not be
seen visually or by Radar due to poor weather conditions.

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 ii ‐ Safety Sector/Vector.
In SI6e we give guidance on reducing the limits of the Sector and Vector when the vessel is in
confined waters.

The recommended reduced settings of 6 mins ahead and 1 cable either side are an approximate rule.
There may be situations where you need to reduce the limits even further, for example if the XTE (and
therefore safe water) limits either side of the vessel are less than 1 cable, you will obviously get an alarm
when the Sector/Vector comes across a navigational hazard. Likewise when determining the best length
for the Sector/Vector you will need to consider how sharp the turns the vessel will be making are and
adjust the length accordingly.

Any reduction in the Safety Sector/Vector settings must only be done by the Master. They must also be
turned back up to the normal open water settings as soon as the vessel clears the area of confined water.

Also refer to 6e.9 for the watch condition requirements

iii ‐ Chart Alerts.

The Safety Sector/Vector assist in giving you early warning for the following charted objects/areas:

All of these must be turned on during the planning of the voyage and whenever the safety/route check is
performed. Any of the alerts which affect the vessels routes must be carefully checked to ensure that the
vessel may safely & legally sail through those waters. Any alerts which highlight an important danger which
the vessel may encounter i.e. Military Practice Area, a User Map must be drawn on the chart advising the
OOW to check EGC/Navtex/VHF Warnings for the present status of any Military Exercises before entering
the Practise Area.

The Master may at his discretion, turn off some of the Chart Alert functions once the safety check has been
run and user maps created as necessary.

For example, he may wish to turn off the ‘Cable Area’ alert during the voyage and leave a note on the chart
to turn it back on when the vessel approaches an anchorage. There is no need for the vessel to receive
alerts that they are in a cable area in 2000 metres of water, however it is very important to know this if the
vessel intends to drop the anchor.

Only the Master can switch alerts off after ensuring everything has been safely checked and noted where
necessary, he must also ensure they are switched on again before the vessel creates a new route.

M – ECDIS Software Versions

1. In accordance with the guidance provided by the International Maritime Organization in Circular
MSC.1/Circ.1503 as amended, software on ECDIS systems have been updated to operate with
Edition 4.0 of the IHO ECDIS Presentation Library from 1 September 2017. You should have a
service report to confirm this which should be retained to board.

2. Company Minimum Standard for a vessel to be navigating with ECDIS as Primary Means of
Navigation is compliance as per point 1 and for AIO capability.

3. All the above to be reviewed periodically. This is in order to ensure continued compliance as per
IMO Circ.266/rev1 ‘ECDIS that is not updated for the latest version of IHO Standards may not meet
the chart carriage requirements as set out in SOLAS.

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 Part 2 – User Maps & Display Settings

A ‐ Entering into the Safety Contour.

As described in the ECDIS FAQ’s there may be instances where the vessel has to cross inside the safety contour in
order to proceed into port.

The below images are a good demonstration of the need to enter into the safety contour and the use of User Maps to
define the limits of safe and unsafe water. All the images are using Shallow Contour 5m, Safety Depth & Contour 11m,
Deep Contour 21m.

Figure 1 This shows a turn during pilotage on the Westerschelde River. As you can see from the image the channel
looks very narrow in this turn, however this is due to the lack of a 15m contour, so any safety value over 10m will
default up to 20m.

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Figure 2 ‐ Drawing a route through the channel you can see that within the confines of the XTE limits, there is no water
dangerous to navigation. However the vessel is entering into the safety contour on all the legs.

Figure 3 – Running the safety check on the route will highlight all the legs where the vessel will encounter dangers, in
this case all of them are for the vessel entering the Safety Contour.

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Figure 4 – What we do not want is for the vessel to adjust the route and XTE limits in order to stay outside of the
Safety Contour at all times. In this image you can see how the route has been modified and the XTE limits reduced
down to 30m in some places in order to avoid the safety contour. This would be poor passage planning considering the
amount of safe water either side of the route, and does not give any allowance for meeting traffic coming the other
way.

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and dashes) is a danger warning line. As the vessel is approaches the line the Safety Vector/Sector will alert the OOW
to the danger. With these User Maps on the chart you can clearly see there is plenty of safe water either side of the
route, the Master must be informed prior to the vessel crossing the Safety Contour though.

Figure 6 – This image is the same as Figure 5, however the Shallow Pattern is turned on. As the vessel will be crossing
into waters covered by this pattern, at the Masters discretion it may be beneficial to turn it off whilst she transits through
this area. A note should be made on the Chart where to turn it back on again.

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B ‐ Plain Vs Symbolised Boundaries.
You can choose whether to display boundaries of restricted areas, TSS’s, DW channels etc as either Plain or
Symbolised. A Symbolised boundary is very similar to a paper chart, it will give you all the information for that
particular area including what type of area it is. A Plain boundary will only show the outline of the area and will not
always show what type of area it is although there may still be symbols to show ‘DW’ etc.

When planning a voyage, it is recommended to keep symbolised boundaries turned on, that way all the
information can be quickly found and the route modified or User Maps drawn on to alert the OOW to any
upcoming danger.

During navigation at the Masters discretion, Plain boundaries may be used as they will help clean up the display and stop
useful information being missed in all the screen clutter.

Figure 7 ‐ The above image with Plain Boundaries is a clear picture suitable for navigation.

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Figure 8 ‐ This image using Symbolised Boundaries shows how at night in particular the boundaries obscure the
display and make soundings harder to view.

Figure 9 ‐ This image shows a wider view with Symbolised Boundaries turned on, even on day display it clearly
obscures information on the chart and the proximity of different boundaries mean they overlap each other.

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Figure 10 ‐ This image shows how much clearer the display is with plain boundaries selected, yet all important
information is still present. User Maps can be used to show where the vessel must take caution.

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C ‐ Light Lines.
ECDIS software gives you the option to display light lines from lighthouses/beacons to show their full extent or as a
limited range. When they are set to full, a light line along the sector edge will show on the ECDIS display to the
extent of the nominal range of the light. For example, a light nominally visible at 12NM will have its light line
extending out 12NM on the screen.

With limited light lines all lights show similar length sectors (usually 25mm on most ECDIS units), not out to the full
extent of the nominal range.

For general navigation purposes it is recommended to keep full light lines switch on, this way as the vessel approaches
a landfall or passes along a coast she can see where her path will intersect with the sector of a light and fix can be
made.

When the vessel is in pilotage or restricted waters, especially in Northern Europe and the Far East, there are too
many light sectors on display, causing it to become dangerously cluttered. During navigation in these waters, it is
recommended to change over to limited light lines.

Figure 11 ‐ This image showing the full light lines on this pilotage river shows how obstructed the screen can become.

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Figure 12 – This image shows a much clearer display, all the information for the light characteristics is still available.

When the vessel is not operating in a narrow channel, it is recommended to keep the full light lines switch on.

Figure 13 ‐

length of the light lines is the full range of the light sector.

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D ‐ 2 Colour Vs 4 Colour Display mode
The ECDIS has the ability to display either 2 or 4 different contours. On 4 colour mode you have separate
Shallow/Safety/Deep Contours. On 2 colour mode you have only one contour line with the shallow contour merging
up to the Safety Contour. It is recommended to keep 4 colour mode enabled at all times.

Figure 14 ‐ This image shows an approach to a pilot station using the 2 colour mode. The Shallow contour is set to
10m, Safety Contour is set to 11m and Deep Contour is set to 21m. As the display is set to 2 colours you only have the
20m contour showing for both shallow and safety contours and the vessel is sailing through these waters in order to
reach the pilot station and continue on into port. The route passes clear of any soundings less than the Safety Depth
(Bold Spot Soundings), but in order to use the display like this, the vessel would have to use a lot of User Maps.

Figure 15 – This image shows exactly the same area with exactly the same Shallow/Safety/Deep Settings, only 4
colour mode is activated. Here it is clear the vessel is at all times in safe water and will be navigating outside the
Safety Contour.

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E ‐ Isolated Dangers in Shallow Water.
With Isolated dangers in shallow waters set to display any danger inside the shallow contour will show up as the
symbol for Isolated danger. Whilst this is useful for alerting the mariner to a hazard, these hazards are inside the
shallow contour and therefore the ship cannot reach them. Furthermore, in many areas there are such a number of
these Isolated dangers that they can obscure important information, including the coastline.

Figure 16

Figure 17

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Figure 18 ‐ The above image shows exactly the same area as before but with Isolated Dangers in shallow waters
turned off. All of the individual dangers are still visible on the screen but so is the coastline making it much more
useable for navigation. Additionally you can see that turning Isolated dangers in shallow waters off does not turn off
Isolated dangers outside of the Shallow Contour.

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 F ‐ Traditional Vs Simplified Symbols.
The ECDIS software gives you a choice between traditional symbols, the same as those found on paper charts, or
simplified symbols which are optimised for ECDIS navigation. Whilst we have been navigating with traditional
symbols for a long time, Simplified symbols are designed specifically for ECDIS and are recommended, especially for
Night navigation.

Figure 19 Figure 20
On Day mode the

are not so great.

Figure 21 Figure 22

Night mode it is clear

to see that the
Simplified symbols
are much more
obvious.

contours and other

clutter.

Page 22 of 72
G ‐ De‐Cluttering the Display for Navigation.
When using the ECDIS it is important to set the display up correctly, you need to strike the right balance
between too much and too little information. Each time a new voyage is planned the Second Officer should
take the time to go through this and confirm that the Master’s acceptance/confirmation. Masters are
reminded that he is ultimately responsible for the safe navigation of his vessel and and he should make a
prudent decision; this guide is only for information.The display setting selected may be dependent on the
area you are navigating in, all Hydrographic Offices use the same IHO standards, but some may put on less or
more information than others.

The below series of images are to be used as an example only, the information selected on this chart is not
the same as you may want on another chart/location. This is to set up the display for navigation purposes,
when planning the passage you want all or most of the information to be displayed.

The example below is a channel in the US Gulf, you will notice the CATZOC (quality of soundings) shows as U
which means it is Unassessed. This is common in this area, the actual soundings are usually well done and
updated frequently. It is still recommended to contact local agent/CG if in doubt.

Figure 23 – This image shows every single piece of information possible on the chart. Because of this the
display is far too cluttered for use. You cannot safely navigate on this as important features are likely to be
missed and when you put on the required User Maps they will be invisible.

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Figure 24 – This is the polar opposite to Figure 23, almost all the information has been turned off making this
chart not fit for navigation as important features are missing.

Figure 25 – Starting from all the information on the chart on Figure 23 we can now start to turn off additional
information which is not required. In this image CATZOC has been switched off and the light lines reduced
from Full to Limited.

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Figure 26 – This image continues on from Figure 25, now the Nature of the Seabed has been switched off.
The Seabed is only given inside the Shallow Contour and the vessel will not anchor in the channel, unless in
an emergency.

Figure 27 – Continuing on from Figure 26, Information Marks have now been switched off. They should only
be switched off after checking to see if there is anything relevant to the vessels passage.

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Figure 28 – Continuing on from Figure 27, we have now switched off the names of the buoys. The names of buoys are
useful when identifying them for landfalls, however they often obstruct the main channel so you may wish to switch
them off and turn them on when needed.

Figure 29 – Isolated Dangers in Shallow Water have now been switched off. The vessel will not be navigating
outside of the channel so they are not relevant for navigation.

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H ‐ Navtex Warning Example

If your ECDIS does not automatically plot Navtex messages you will need to check each one and draw it on
with a brief description via User Maps if in or close to your route.

Figure 32 – This example show the information required. The area the notice affects is highlighted, the
Warning Number is available as is a brief description and Validity information for the warning.

As stated in part 1 of this guidance. It is recommended to keep a log of all the User maps used when
manually inputting Navtex messages. This will cut out any duplication and ensure that all relevant warnings
are marked on the screen.
I ‐ EGC NavWarning Example

Figure 33 – The below image shows a simple user map used to highlight a cable laying operation. The Map
shows the warning number, what type of warning it is and the vessel involved together with the requested
exclusion zone.

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None of our vessels have integrated ECDIS and Sat‐C functionality so all NavWarnings will have to be drawn
on manually. NavWarnings are produced less frequently in most areas than Navtex messages so they are
easier to plan ahead and get the relevant maps drawn on.

As with Navtex messages, a record should be kept in order to maintain a log of which warnings have been
drawn on and which are due to expire (if available).

During the planning stage the warnings can be found in advance from PassageManager, after this they can
be updated via EGC by each officer on his watch.

Part 3 - ECDIS FAQ’s

Q. Why is Height of tide take away in Safety Depth/Contour when using the confined waters
settings?

A. The reason height of tide is taken off is because the height of tide is additional water under the
vessel (above Charted Depth) which allows the vessel to transit waters which she would not
be able to if the tide were not there.

Example 1. Without Tide.

Draught =10m

UKC= 1m (confined waters)

Squat = 1m
If the vessel didn't take into account tide that would set the safety depth at 12m and the safety
contour would default to 15m or 20m depending on which contours were available on that
particular chart.

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Therefore the vessel can cross the safety contour (of 15m or 20m) but could not safely navigate
past any bold spot depths of 12m or greater.

Suppose there is 6m of tide throughout the time the vessel will be transiting these waters. On
reaching the 12m soundings the vessel still has 6m of additional water under the keel and by not
taking the tide into account she is limiting the width of the channel in which she can navigate.

However if she takes into account tide with the same data as before then the safety depth would
be 6m (10m+1m+1m‐6m=6m) and the safety contour would default to 10m. Giving the vessel much
more available depth of water in which to safely navigate.

It is very important to check these settings carefully and any changes to them can only be authorised
by the Master as you may have 6m of tide or you may have ‐1m of tide depending on what time you
arrive and where you are.

Q. Can the vessel cross the Safety Contour?

A. Yes, providing the Master is informed. The Safety Contour will always be equal to or greater
than the Safety Depth depending on the available contours. If for example the Safety Depth is
11m and the next available contour is 20m, then the vessel may cross the safety contour but not
any bold depths equal or less than 11m.

If it is necessary for the vessel to cross the safety contour, a user map shall be drawn on to the
chart, such that an alarm is activated should the vessel approach it. This line shall be effectively a
new safety contour and shall be the boundary between safe water and highlighted bold spot depth
soundings (Safety Depth). Make sure that at any time you cross or are about to cross the safety
contour the Master is informed.

However the vessel may never cross over a Safety Depth (highlighted in bold) or the Shallow

Contour.

Q. My ECDIS units do not have a PI function. How can I use them for position monitoring?

A. When you are planning the passage you can measure PI’s off the electronic chart and make a
note of them for the passage plan and mark them on the ECDSI using User Maps. Once the vessel
arrives in that area the OOW can setup the PI on the RADAR as per the User Map and monitor the
vessels position.

Q. I am receiving weekly ENC updates through ChartCo PassageManager do I still need to update
the ECDIS units with the Update DVD/Base Disc?

A. Yes, every time you receive physical update media i.e. Update DVD’s or Base Discs you need to
load the latest one onto both ECDIS units and into PassageManager (ChartManager>ENC>Setup). If
you receive a few discs at the same time, only the latest disc needs to be installed i.e. if you receive

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Update DVD’s for Wk22/16, 23/16, 24/16 and 25/16 you only need to use 25/16. An update DVD
contains a full base set of information.

Q. How can I add information for WOL’s into the ECDIS?

A. If the passage is planned as a TCS route, the ECDIS will automatically plot the WOL’s at the
waypoints. These will only be accurate providing all the relevant data is entered into the own ship
settings in the ECDIS and the correct speed/ROT is entered when planning the passage.

If the vessel does not have a TCS system or if the same is not approved/not connected to the ECDIS
the TCS function can still be used for planning. However the TCS will not be available for navigation.

TCS should not be used for alterations of course or in the vicinity of traffic/navigational hazards.

Q. Does the passage plan need all of the information that a paper passage plan has on it?

A. Yes. The majority of this information is automatically available on the ECDIS unit. Courses,
Waypoints, XTE lines, Most Radio Reporting points will be available on the chart/route.

There is also no need to write the distance to sail for each leg on the chart as the ECDIS will
automatically display this, together with the current distance/time to sail.

Some information will have to be manually plotted using User Maps/Mariners Notes. User Maps
should be used to display PI’s, RADAR reference marks, Notice to E/R or Master, EGC Navigation
Warnings, Navtex Warnings (if interface not available).

Q. Do I need to plot Navtex and Sat‐C EGC Warnings on the ECDIS?

A. If the Navtex is integrated the OOW must ensure that the warnings received on the Navtex
receiver match the plots on the charts.

If the Navtex is not interfaced with the ECDIS then all warnings received should be carefully checked
and those relevant to the vessels route should be plotted on the chart using User Maps/Notes. Care
should be taken when adding Navtex or EGC Nav Warning messages to make sure that the validity of
the warning is clearly labelled in order for the warning to be removed when it has expired.

Q. If I have to make a passage plan to the same standard as on a paper chart, I will end up with lots
of user maps saved on the ECDIS. How can I organise them for easy reference?

A. Best practise would be to create a labelling system for saving the maps which makes it easy to
find which is needed for which voyage.

Example 1

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For instance if the vessel is on Voyage 08 and wants to add a parallel index‐ then start the file
names with 08. Then add the next waypoint number and finally the reason for the note ie PI.

As a suggestion you may like to use these codes.

PI – Parallel Index

RR – Radar Reference

VR – Visual Reference

ES – Echosounder

CA – Contingency Anchorage

AP – Abort Point

CP – Call Point (to E/R or Master)

RP – Reporting Point

So if you see a label 0802PI1 you know that it is the user map for voyage number 8 going to
Waypoint 2 and is PI Number 1.

Example 2.

You may find it easier to create a map for a particular area with all information on. For example you
may want to add all the PI’s, contingency anchorages, abort points and position fixing references to
the same map for a pilotage. That way once the vessel is starting the pilotage all the information will
be available. It is important to ensure that the user map doesn’t obscure any charted information.

Q. My Vessel has AIS overlay on the ECDIS so we are able to see AIS targets, can we use V‐AIS buoys
as PI targets?

A. No, whilst in theory if the V‐AIS buoy is working correctly it will show in the proper position there
are too many factors that could produce an error. A V‐AIS buoy works by a shore station
programming a AIS transmitter in with an error to pretend it is floating in the sea at a designated
location. The advantage of it is that it will not drift off station as it’s not physically there, and having
the AIS target displayed over the top of the charted V‐AIS buoy can be used to verify its position but
it should not be used for PI’s. AIS is not transmitted on a secure frequency and it is possible for an
intentional or unintentional error to be added to the position which could lead to a navigational
near miss.

Q. On our paper charts there is a cautionary note to advise that positions are not derived from
WGS84 and that an offset must be applied. On ECDIS we have a facility to offset the chart, do we
need to do this?

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A. No, all ENC’s use WGS84. When the chart is transferred from paper to ENC the offset from the
different datum’s is taken into account and automatically calculated. For this reason it is vitally
important that the GPS receivers have WGS84 as the datum as per Standing Instructions. Most
modern ECDIS units will display a warning if they receive a non‐ WGS84 signal.

There are some ENC cells where there is insufficient or inconsistent survey data to accurately refer
the chart to WGS84 or any other datum. Such charts will have a text warning displayed on them
advising of this. If the vessel is navigating on a chart such as this she must increase the frequency of
her position fixing by RADAR/Visual means.

Q. PSC/Vetting/Flag Inspectors check the paper charts for corrections (permanent/T&P) and the
vessels last voyage/passage plan. How can we demonstrate the same on our ECDIS?

A. Corrections can be shown from both the Chart Portfolio within the ECDIS and ChartCo
PassageManager software which will show a list of the latest updates on the charts. You can also
interrogate the individual cell within the ECDIS and show the list of all the updates on that edition.

Similarly T&P corrections (AIO) can be shown on both the ECDIS units and ChartCo PassageManager.
With the release of PasssageManager 5.2 AIO updates can be received and applied to the ECDIS on a
weekly basis. If for any reason this is not working on your vessel contact Technical Dept and ChartCo
for assistance.

Passage Plans/Sailed Voyage.

All ECDIS units have a playback function and it is mandatory for the last 7 days to be saved, most
will save much longer than this. If required, you can exist from navigation mode and playback the
last voyage. It is unlikely you will be required to playback the entire voyage as this will take some
time, but he may ask for a particular section to be replayed.

The inspector may also view the ECDIS logbook and alarm log to see the vessels frequency of
position verification and her response to navigational alarms.

Q. We have an Anchor Watch Alarm function on the ECDIS. Can we use this instead of
RADAR/Visual fixes?

A. Whilst the Anchor Watch function is a useful tool, it should not be used instead of

Visual/RADAR fixes. Anchor watch relies solely on GPS positioning and compares the set GPS drop‐
anchor point to the vessels current position and will notify the OOW when the ship exceeds the
pre‐ set limit. It is useful for viewing the vessels swing and should be used in conjunction with
alternate position fixing methods.

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 Q. Should we use traditional symbols or simplified symbols on the ECDIS display?

A. The use of different symbol sets is up to the OOW. Whichever the navigator finds easier to
interpret should be used. Officers may find the traditional symbol sets easier to interpret.
Whichever symbol set is used make sure the relieving officer or any other officers on the bridge in
times of increased traffic, are aware of which symbols are being used so as to avoid any mistakes.

Q. What are the advantages or disadvantages of different colour display modes? A. ECDIS units
have a number of display settings for changing the colour and the contrast of the display. The main
separation is between day and night displays in order to maximise the visibility in daylight and
reduce the brightness whilst preserving display of information at night.

Day displays may include a black background which may be used, providing the safety settings
are correctly updated as there is a danger of contours not being as easily visible. Symbols may
also be not as visible when using a black background during daylight. The advantages of it are
that light/bright coloured targets/symbols/objects may standout much better against a black
background.

At night the vessel must ensure that the brightness on the display is reduced so that the night vision
of the OOW and lookout is not affected. In order to do this, turn the display onto one of the night
modes and then reduce the brightness until the correct level is achieved.

All Officers taking over the watch should check through all display settings to ensure that the
information they require is being properly displayed.

Q. What are the different uses for 2 or 4 colour mode display?

A. For general navigation in order to clearly see the varying contours and nature of the seabed it is
recommended to use 4 colour mode. However, it may be necessary to switch the display down to 2
colour mode in order to gain a rough overall view of the area to see the deep‐water route.
Whenever the display is changed, make sure it is changed back to avoid confusion. With 2 colour
mode the safety display settings are simplified, reducing the useful information available.

Q. What is CATZOC?

A. The accuracy and reliability of the information used to compile the chart is shown on a Zones of
Confidence (ZOC) Diagram. The information regarding the accuracy of the hydrographic data on ENC’s
is from exactly the same source as it is on paper charts, the only difference is the form in which it is
presented.

On paper charts the information was given in the form of the source data diagram which showed the
dates the surveys were carried out and therefore indicated dependability of the data provided. For
example, techniques using a swathe echo sounder (available from the year 2000 onwards) have a
mean accuracy of 5m + 5% of the depth (with 95% confidence).

Page 33 of 72
 The ZOC information essentially gives the same information and depicts accuracy of position and
depths and more importantly seafloor coverage.

In general terms, mariners should be able to navigate with confidence in areas with ZOC A1 and A2
classifications.

ZOC B data is from systematic surveys. Some dangers may exist but are not expected.

ZOC C areas mariners should exercise a degree of caution since hazardous uncharted features may be
expected, particularly in reef and rock areas. Depth anomalies may be expected.

ZOC D areas contain very sparse data and may not have been surveyed at all and therefore mariners
should navigate in these areas with extreme caution. Large depth anomalies may be expected.

In ZOC U areas mariners should exercise extreme caution as with ZOC D.

From a practical point of view, the Master and 2nd Officer shall assess the ENC cells when creating the
passage plan. The plan should as far as is practicable be made through waters surveyed to at least ZOC
B and above. In case this is not possible then the vessel should navigate with caution and consider
passing further off charted dangers (bearing in mind the horizontal accuracy in the CATZOC table).

If the vessel is going to be entering into a port or strait where the ZOC stated on the ENC gives the
Master cause for concern OR when the passage plan passes through areas with ZOC D or U, the Master
should contact the harbour master/local authority or vessels local agent and request the most recent
sounding survey data or permissible drafts. The purpose of contacting local authorities is to establish
depth and draft information from other sources. This depth / draft advised by the local authority/agent
should be communicated to the Operations Dept, with a note advising if the vessel will be able to
comply with the company’s UKC policy.

If even after this the Vessel will not be able to comply with company UKC policy then she should
follow SI Ch.6.225.

For further information, refer to Mariners Handbook (NP100) & Guide to the Practical Use of ENC’s
(NP231).

Q. For vessels navigating with ECDIS as the primary means of navigation, which paper charts are required
to be carried?

As part of the company’s risk assessment into the use of ECDIS as Primary means of Navigation we have
found that there are a very limited number of areas in which the availability of ENC cells in insufficient for
detailed navigation.

At present there are a few areas where there is insufficient coverage from ENC's. If your vessel is due to
go to one of these places you may order the paper chart from the list below “Paper Charts to Cover AVCS
shortfall”. The ordering of these paper charts is designed to assist in approaching and entering into Port
and the ordering of these charts must be done as far in advance as possible in order to facilitate timely
supply. Purchasing of those charts is to be done in accordance with onboard purchasing procedures.

Page 34 of 72
If you need to use these paper charts they must be fully corrected with both Permanent and T&P
corrections. Do not add them into your PassageManager portfolio, instead create a separate spreadsheet
listing the corrections done on the chart. The latest corrections for the chart can be found from inside
the PassageManager Catalogue.

Routeing Charts, Planning Charts, Charts with Security relayed information.

Routeing charts will remain onboard as they do not have a digital equivalent. They may be ordered on a
voyage basis.

The list of charts which do not have an ENC equivalent and the list of Routeing charts to be ordered is
available in the FAQ.

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VESSELS EQUIPMENT FURUNO ECDIS

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B

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C

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D

Page 39 of 72
VESSELS EQUIPMENT JRC ECDIS

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F

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G

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H

Page 43 of 72
I

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J

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K

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L

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M

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N

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 Part 4 - Charts to cover shortfall in ENC Coverage

Chart Seq Description Port(s) Covered

No.

Folio: 07 Folio Name: Mediterranean: Gibraltar to Port Said

1710 CHERCHELL, DELLYS AND BEJAIA Cherchell, Dellys

1712 PLANS ON COASTS OF ALGERIA AND
TUNISIA, INC. JIJEL, SKIKDA,
Collo, Port De La
TABARCA, MERSA TOUKOUCH ETC.
Calle
1162 SFAX AND SOUSSE WITH APPROACHES Sousse, Sfax
0009 LA SKHIRRA La Skhirra, Gabes

Folio: 09 Folio Name: East Mediterranean, Aegean and Black Seas

1707 HARBOURS AND ANCHORAGES IN

NISOS
KRITI

Folio: 10 Folio Name: West Coast of Africa

3648 APPROACHES TO BUCHANAN Buchanan

1980 GREENVILLE AND HARPER WITH Cape Palmas,
APPROACHES Greenville
1321 PORTS AND TERMINALS IN THE GULF
OF GUINEA Luba, Akassa
3433 APPROACHES TO CALABAR - SHEET 1 Calabar
3434 APPROACHES TO CALABAR-SHEET 2 Calabar

Folio: 11 Folio Name: East Coast of Africa

0647 PEMBA (PORTO AMELIA) Pemba

1310 SOUTH-WEST COAST OF PEMBA
ISLAND :MCHENGANGAZI Pemba
1812 WEST COAST OF PEMBA ISLAND
INCLUDING
1052 KISMAAYO AND APPROACHES TO
KISMAAYO Kismayu
Charts which do not have equivalent digital coverage.

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The list below are non-digital charts which to do not have an equivalent digital coverage. These charts are to
be ordered as per the colour code below and the latest edition must be ordered and maintained. They must
be kept fully corrected and up to date.

Yellow – As per you current voyage.

Green – Must have onboard.

Mariners' Routeing Guides

5500 MARINERS' ROUTEING GUIDE - ENGLISH CHANNEL AND SOUTHERN NORTH SEA

5501 MARINERS ROUTEING GUIDE GULF OF SUEZ

MARINERS ROUTEING GUIDE BALTIC SEA

5503

APPROACHES TO THE PANAMA CANAL, MAR

5504

MARINERS’ ROUTEING GUIDE, TURKISH STRAITS, STRAIT OF ISTANBUL AND SOUTHERN APPROACHES
5506

5507 MARINERS’ ROUTEING GUIDE, TURKISH STRAITS, STRAIT OF CANAKKALE

5520 MARINERS ROUTING GUIDE GULF OF MEXICO

5521 MARINERS ROUTING GUIDE IRISH SEA

5522 MARINERS ROUTING GUIDE WEST COAST SCOTLAND

5523 MARINERS ROUTING GUIDE ADRIATIC & STRETTO DI MESSINA

5524 MARINERS ROUTING GUIDE SINGAPORE STRAIT - WESTERN PART

MARINERS ROUTING GUIDE MALACCA STRAIT

5525

MARINERS ROUTING GUIDE SINGAPORE STRAIT - EASTERN PART

5527

MARINERS ROUTING GUIDE TOKYO WAN

JP5510

MARINERS ROUTING GUIDE ISE WAN

JP5511

MARINERS ROUTING GUIDE SETO NAIKAI

JP5512

Routeing Charts

5124[01] ROUTEING CHART NORTH ATLANTIC OCEAN - JANUARY

5124[02] ROUTEING CHART NORTH ATLANTIC OCEAN - FEBRUARY

5124[03] ROUTEING CHART NORTH ATLANTIC OCEAN - MARCH

ROUTEING CHART NORTH ATLANTIC OCEAN - APRIL

5124[04]

ROUTEING CHART NORTH ATLANTIC OCEAN - MAY

5124[05]

5124[06] ROUTEING CHART NORTH ATLANTIC OCEAN - JUNE

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5124[07] ROUTEING CHART NORTH ATLANTIC OCEAN - JULY

5124[08] ROUTEING CHART NORTH ATLANTIC OCEAN - AUGUST

ROUTEING CHART NORTH ATLANTIC OCEAN - SEPTEMBER

5124[09]

5124[10] ROUTEING CHART NORTH ATLANTIC OCEAN - OCTOBER

5124[11] ROUTEING CHART NORTH ATLANTIC OCEAN - NOVEMBER

ROUTEING CHART NORTH ATLANTIC OCEAN - DECEMBER

5124[12]

5125[01] ROUTEING - SOUTH ATLANTIC OCEAN - JANUARY

5125[02] ROUTEING - SOUTH ATLANTIC OCEAN - FEBRUARY

5125[03] ROUTEING - SOUTH ATLANTIC OCEAN - MARCH

5125[04] ROUTEING - SOUTH ATLANTIC OCEAN - APRIL

5125[05] ROUTEING - SOUTH ATLANTIC OCEAN - MARCH

ROUTEING - SOUTH ATLANTIC OCEAN - JUNE

5125[06]

5125[07] ROUTEING - SOUTH ATLANTIC OCEAN - JULY

5125[08] ROUTEING - SOUTH ATLANTIC OCEAN - AUGUST

ROUTEING - SOUTH ATLANTIC OCEAN - SEPTEMBER

5125[09]

ROUTEING - SOUTH ATLANTIC OCEAN - OCTOBER

5125[10]

ROUTEING - SOUTH ATLANTIC OCEAN - NOVEMBER

5125[11]

ROUTEING - SOUTH ATLANTIC OCEAN - DECEMBER

5125[12]

ROUTEING - INDIAN OCEAN - JANUARY

5126[01]

5126[02] ROUTEING - INDIAN OCEAN - FEBRUARY

5126[03] ROUTEING - INDIAN OCEAN – MARCH

5126[04] ROUTEING - INDIAN OCEAN - APRIL

5126[05] ROUTEING - INDIAN OCEAN - MAY

5126[06] ROUTEING - INDIAN OCEAN - JUNE

5126[07] ROUTEING - INDIAN OCEAN - JULY

5126[08] ROUTEING - INDIAN OCEAN - AUGUST

5126[09] ROUTEING - INDIAN OCEAN - SEPTEMBER

5126[10] ROUTEING - INDIAN OCEAN - OCTOBER

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5126[11] ROUTEING - INDIAN OCEAN - NOVEMBER

5126[12] ROUTEING - INDIAN OCEAN - DECEMBER

5127[01] ROUTEING - NORTH PACIFIC OCEAN - JANUARY

5127[02] ROUTEING - NORTH PACIFIC OCEAN - FEBRUARY

5127[03] ROUTEING - NORTH PACIFIC OCEAN - MARCH

5127[04] ROUTEING - NORTH PACIFIC OCEAN - APRIL

Anti-Piracy Planning Charts

Q6099 – Maritime Security Chart - Red Sea, Gulf of Aden and Arabian Sea

Q6112 – Maritime Security Chart – Karachi to Hong Kong

Q6113 – Maritime Security Chart – Singapore to Papua New Guinea

Q6114 - Maritime Security chart West Africa including Gulf of Guinea

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 Part 5 - Standing Instructions: ECDIS Procedures

INTRODUCTION

6e.1 These instructions are to be used by all vessels that have ECDIS as the primary
means of navigation as authorised by the managers and have endorsements on SEC
certificate Form E.
All other vessels which have an ECDIS unit(s) onboard must use these procedures as a
means of familiarising themselves with using ECDIS for navigation providing in doing so
they do not stop using paper charts as a primary means of navigation.
This is an addendum to Standing Instructions Ch.6 which must still be complied with,
unless explicitly advised in the below instructions.
Bridge Checklist #11 must be used by all offices and Master for ECDIS Familiarisation.
Vessels who are operating with ECDIS as Primary Means of Navigation with Paper Charts
as Backup are to follow the following procedure.
ECDIS is Primary and should therefore have the Passage Plan and all associated
information included on it via User Maps, including but not limited to PI’s, Contingency
Anchorages, Abort Points, Landfalls, Radio Reporting, Position Fixing Methods/intervals,
UKC notes, Echo sounder on, Calling Master etc. It must also be updated with all the
latest Navigation information including T&P’s (via AIO), Navtex Messages (automatically
plotted or manually input) & EGC Nav Warnings.
Paper Charts used as Backup are to be fully corrected with both permanent and
temporary/preliminary corrections (a/p SI.Ch.6.27). All paper charts for the voyage are
to be available and ready for immediate use. The passage plan should be plotted for the
current voyage and any areas of critical navigation are to have all information drawn on
the chart as per normal practice. In all other parts of the voyage there is no need to add
full details from the passage plan as the charts are only there for emergency use should
the ECDIS fail.

Over-Reliance on ECDIS and Limitations of RCDS:

6e.2 Bridge team members must maintaining situational awareness and warned against
over-reliance on the ECDIS information.
When Raster charts are used, RCDS mode does not have the full functionality of ECDIS,
and limitations imposed in this mode must be understood by all officers.
No other software shall be loaded onto the unit, nor shall the ECDIS be used for any
other purpose other than Navigation.
As detailed in Standing Instructions Ch 6.173 the GPS units must always be kept on
WGS84 datum. An ECDIS unit should correctly recognize the GPS input and the datum
If you are navigating on an ENC cell which is based on an old survey and you find a
difference between the GPS fix on the ECDIS and the RADAR fix, use the chart offset
facility to correct the GPS position. If you do this make sure all members of the Bridge
team are aware of it and continue to monitor it, changing back when the offset has gone
or applying a different offset if necessary.
There are a small number of British (GB…….) and Indonesian (ID…….) charts that are
based on surveys which cannot be accurately referred to WGS84. Charts which this
applies to will clearly show cautionary notes advising of the same. If navigating on a

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chart such as this, make sure alternative position monitoring/fixing is carried out very
frequently.
Primary and Back-up ECDIS
6e.3 The Primary and backup ECDIS where fitted must have a full set of electronic
charts for the vessels voyage and all ENC’s must be updated to the latest correction.

Each unit must be connected to its own Uninterruptible Power Supply (UPS) capable of
keeping the system running in case of a blackout until emergency power is available.
When a second ECDIS units is installed to meet the back-up requirements in SOLAS Ch
5, then the primary ECDIS and back-up ECDIS are to be labeled as “PRIMARY ECDIS and
“BACK-UP ECDIS”.

SENSOR INPUTS

6e.4 In addition to the mandatory inputs (GPS, Gyro and log), ECDIS units are capable
of being integrated with a number of navigational aids such as Radar, Navtex, AIS, etc.
which are displayed on the ECDIS as data layers to assist in route monitoring. The
number of inputs will largely depend on the compatibility of the systems to integrate
with the ECDIS and ECDIS units on different ships may have different inputs and
functionality.

All ships will have the following inputs connected to the ECDIS units (primary and back-
up)

• Position fixing systems (GPS) capable of continuously plotting the position on the
screen. The back-up ECDIS shall be connected to an independent GPS input
(unit).

• Gyro compass

• Speed and distance measuring device (Log).

6e.4.1 In order to assist in route monitoring, WHERE COMPATIBLE, the following

additional navigation aids may be connected to the primary ECDIS

• Second position fixing system (GPS). In such cases ECDIS should be capable of
identifying discrepancies between the two sources. Where a vessel has 2 GPS units
both of which are plugged into each unit then she shall use different GPS units as
POS1 so that in case of failure of one, the other continues as normal. Any differences
between the two will still be noticed. Alarm settings to warn the OOW in case of a
discrepancy between the two different positions should be as per Master Standing
Orders and known to OOW (generally 0.1nm)
• ARPA(s) and radar overlay capable of displaying both the radar image on the same
scale as the chart and acquired ARPA targets to enhance situational awareness.
• AIS
• Navtex
• Echosounder
• BNWAS

Where compatible, inputs from additional navigational aids may also be connected to the
back-up ECDIS.

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When it not been possible to connect additional inputs into the ECDIS, the relevant
equipment will be used independently.

Vessels who are equipped with both a Master and Backup ECDIS must have both units
switched on well before the vessel approaches an area containing navigational hazards,
ports, or congested waters so that in the case of the Master unit developing an error,
navigation can continue seamlessly using the Backup unit.
Any maintenance/updating that has to be done on an ECDIS unit must be done only one
at a time. And after confirming that the ECDIS unit is working normally should the
second unit be maintained/updated.
ENC
6e.5 All vessels operating with ECDIS as their primary means of navigation shall ensure
that they have adequate ENC (AVCS) coverage for the entire voyage
Raster charts shall only be used when no suitable scale ENC is available. Contact Supply
dept as early as possible in order to arrange this, if a vessel is operating using Raster
Charts then she must have paper charts as a backup. Vessels will ensure that the permit
for the charts they are using for the current voyage are licensed until after the end of the
voyage and shall ensure that they are kept updated with any weekly updates provided
by the chart maintenance software used on board together with updates received in hard
copy by base/update discs.
To order electronic charts vessels will use ChartCo’s One Ocean software (Do not use the
Admiralty digital catalogue). To select the charts you need you can follow the
comprehensive instructions contained within the user manual for selecting the cells you
need and then follow latest instructions as per Procedures.
ENC’s should be ordered as individual cell basis not by folio.
Vessels are to carefully check the ENC cells they are ordering in order to avoid
duplication, there are parts of the world where more than one chart provider has cells of
the same scale covering the same area.
ChartCo work 24hrs a day and if a cell is needed in an emergency you will receive it
almost immediately. You must still send a request to Supply Dept too.
Responsibility
6e.6 Master is responsible for the navigational library and its updating, however he may
delegate this to the Navigation Officer (Second Officer).
The Master will ensure that all ENC’s are available for the voyage, are up to date and
with valid permits. The latest AIO’s are available and applied to the ENC’s. He will sign
ECDIS Passage Plan Form VO52 as verification he has checked and approved the plan.
ECDIS DISPLAY SETTINGS
6e.7 ECDIS display should be set up in such a manner that all the required information
is available on the screen but the screen is not cluttered with unnecessary information
which may obscure important information.
There are three display modes on an ECDIS.

• Base Display: Important objects that cannot be deleted from the charts, such as
coastline and own ship’s safety contour.
• Standard Display: Objects less important than base display, such as drying line,
indication of fixed and floating aids to navigation and boundaries of fairways,
channels, etc.

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 • Other Display: Other objects, such as spot soundings, submarine cables and
pipelines, ferry routes and details of all isolated dangers.
Base display shall not be used for navigation. It displays only very basic information and
important navigational information will not be displayed.
Company policy is to use the ‘Other’ display mode for navigation. This will lead to all
information being displayed and the chart becoming cluttered. Therefore after
selecting Other display mode, go into display mode settings and remove unnecessary
information that is not needed for general navigation i.e. Quality of the soundings.
The company’s recommended setting for Other Display are listed below. The Master may
choose to amend them as necessary providing that the changes are advised to all
officers.
Recommended Display Settings
The standard settings to be used for navigation are to be detailed in the Masters
Standing Orders.
The Display settings are only to be changed with the approval of the Master.

All bridge team are to be familiar with the various display modes of the ECDIS. When in
normal operation mode the charts will be displayed ‘North Up’. It is at the discretion of
the OOW if the motion is relative or true. However a thorough understanding of each
mode is essential.
True Motion – Land and other fixed objects are fixed on the display and Own Vessel
moves past them. When Own Vessel has moved past the predetermined limit, the chart
is automatically shifted so that Own Vessel always remains on the screen.
Relative Motion - Own Vessel is fixed at the centre of the screen and the fixed objects
such as land move relatively past. It is also possible to offset Own Vessel in the same
way you can with a Radar screen. This is the most useful view on an ECDIS, as long as
care is taken that the area behind the vessel can still be viewed to see any overtaking
AIS/ARPA targets.
Free – You can freely shift around the chart regardless of Own Vessels position and
heading. In this mode if Own Vessel leaves the chart view it will not automatically shift
the chart. This mode can be used for looking ahead at the route and navigation objects
but the chart must not be left in this mode.
Care is to be taken to ensure that the ECDIS does not affect the OOW’s vision at night,
as such the display should be on night mode and the brightness turned down to the
minimum needed to use it easily.

Interrogating Charts

One of the advantages to using ECDIS is the ability to interrogate charts and symbols in
order to get all the available information from the charts. Similarly with the Admiralty
Information Overlay (AIO) data overlaid on the chart the vessel has access to the
current Temporary and Preliminary notices in force.
CONTOUR/DEPTH SETTINGS.

6e.8 Vessels must ensure that the correct settings are entered into the ECDIS in the
Depth Alarm Settings menu.
When calculating UKC all vessels must continue to refer to SI Ch 6.217 and subsequent
UKC sections including VO32 Page 5 (UKC).

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 • Safety Depth: Any depth shallower than this will be displayed on the chart as a
spot sounding in Bold. Company policy is to set this as:

Safety Depth = Current Draught + Squat + UKC( Open Water)

(In above case the water depth is more than 2 times the current deepest
draught)

The safety depth shall be kept like this at all times unless the vessel is entering an area
or port in which she will be draught restricted. At such times only on the Masters explicit
orders, the vessel can factor in the current height of tide into the safety depth. Once she
is clear from this area the safety depth shall be returned to its original setting as above.
Failure to change back may lead the vessel to believe she is in safe water when she is in
fact not.

Safety Depth Settings When Entering or Transiting Tidally critical ports

or areas.
Safety Depth = Current Draught(Max) + Squat(Max) + UKC(Shallow
Water) – (Current) Ht of Tide.
(Shallow waters to mean where water depth is less than 2 times the
vessels deepest draught)
• Safety Contour: Company policy is to set this as:
Safety Contour = Set the same as current Safety Depth.

(The ECDIS will automatically default this to the next deepest

contour).

• Deep Contour: Deep contour shades the area in a light grey colour below the set
value. Beyond the deep contour the area is shaded white when using the recommended
4 colour mode setting. Please note that the deep contour provides only a visual
reference of the depth as set up and it does not activate any alarms.

Company Policy is to set this as:

Deep Contour = 100 meters.

• Shallow Contour: This is to highlight the gradient of the seabed adjacent to the
safety contour. Company Policy is to set this as:
Shallow Contour = Contour shallower than the Safety
Contour

• Two Colour Depth: Generally, the sea is displayed on charts with sea depths
divided into four colour’s. However, when Two Colour Depth is selected, the sea
depths are displayed in two colour’s, with Line of "Shallow Contour" and "Safety
Contour" displayed as one colour, and Line of "Deep Contour" displayed as
another colour. ("Safety Depth" is displayed at the value). This feature is used to
clearly indicate and divide the sea into safe areas and dangerous areas where
care must be taken during the voyage.

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 • Shallow Pattern: With Shallow Pattern option selected, grid lines are displayed in
areas bound by the Safety and Shallow Contours. This function is for highlighting
areas that require special care during the voyage and is the electronic equivalent
of No Go Areas.

• Show Isolated Danger In Shallow Water – When this option is selected, any isolated
danger mark on the chart which is inside the Safety Contour will display as a
standard chart symbol.

This is not a perfect system and is reliant on the available contours on the ENC in
use, for example a vessel with a safety depth of 14m will have it defaulted to 20m
if there is no 15m contour in between the 10 & 20m contours. This will lead to a
depth alarm, however it shall only sound once and, if acknowledged by the OOW
once confirmed to be safe, it will not sound again. Spot sounding depths will show
up in bold if they are below the safety depth, however these will not trigger a depth
alarm. Any time a vessel crosses the safety contour the Master must be informed,
during the planning stage for the passage the Master can identify the hazardous
areas in which the vessel may need to cross the safety contour and plan his
attendance on the bridge and rest hours accordingly.

If the vessel has to cross the safety contour in order to proceed with her
passage, all safety depth soundings (highlighted in bold) must be manually
enclosed within a NGA line such as you would put onto a paper chart. If the
ECDIS has the facility use a ‘warning line’ for this as it will trigger an alarm
when the Safety Vector/Sector comes across it.

Danger Detection Vector/Sector – Guard Zone – Look Ahead Function (labelled

differently by different manufacturers).

Safety Sector/Vector
6e.9 Vessels using ECDIS for primary means of navigation, or as an additional aid to
navigation shall ensure that the guard zone or look ahead function is setup correctly and
is functioning. Whilst it shall not replace a competent lookout by the OOW, it can give
the OOW an early warning of upcoming dangers. The alarm for this shall be audible on
all part of the bridge (volume of the buzzer to be set loud enough.).

The audible alarms should never be silenced on the ECDIS, however they may be
managed to avoid undue distraction at the particular stage of navigation eg during canal
transits or pilotages. The Master may consider reducing the length/width of the
Vector/Sector or switching it off completely in order to prevent the Bridge Team from
being distracted. (When Master leaves the bridge any changes made to the
recommended vector/sector settings by the Master must be entered in the night order
book.)

It may only be adjusted by the Master and the recommended condition in which to
switch it off completely is if the vessel is in watch level 3 or 4 (see SI 6.26)

The normal navigation condition of the alarms should be restored as soon as the vessel
has completed the pilotage/transit.
The recommended settings for a Danger Detection Sector for open sea and coastal
passages are to use an angle more than twice that of the off course alarm. E.g. if the Off

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Course alarm is set to 15degrees then set the angle to more than 30degrees to ensure
full coverage. The length of the sector should reflect the current navigational conditions,
i.e. the time should be sufficient for the vessel to assess the danger and the current
navigational/traffic constraints and take avoiding action. (As a guidance, for Ocean
passages, the length of the sector is recommended to be set between 30mins to 1 hour,
for coastal passages, the length is recommended to be set between 10 mins to 15mins.)
The recommended settings for a Danger Detection Vector are to use a width setting
of 250m on each side or where ECDIS has a limitation on the width setting, maximum
allowed setting to be used. The length of the Vector should be set as per the above.
As a guidance, in confined waters, the recommended setting for the Vector is width -
125m on each side and length 3 to 6mins ahead. Recommended setting for the Sector is
width 5-15degrees and length - 3 to 6mins ahead.)
If the setting on board for the length of the Vector or Sector is expressed in distance,
above length in time can be converted as required.
If the vessels ECDIS is capable of displaying both a danger detection Vector and Sector
then it is recommended to use both at the same time as some manufacturers have
different alarm activations on each one. By selecting both you ensure that all alarms are
received.All of these setting must be updated before the vessel sails from Port and if
necessary due to changes in draught on route due to ballast operations must be updated
whilst she is underway. The Master must verify that these settings are setup correctly
when he appraises the passage plan and any changes to them must be authorised by
him.
ECDIS setup and use will be assessed on-board By ISM Auditors during training
Voyages/Audits using CL VO51 and can be endorsed on VC300 Page 25.

Hardware & System Settings

6e.10 All of the bridge team must be aware of the hardware connections in the ECDIS,
this will include but may not be limited to GPS, RADAR/ARPA, Gyro, Echo sounder,
Navtex, AIS & Log.
All officers must be aware of the connection menu in the ECDIS and be able to check to
see if the data is being received properly. All alarms relating to hardware connections
must be switched on and audible.
All officers must be able to switch between the external connections settings.
GPS must be left in auto mode (if available), so that in the event that the GPS which is
currently in use develops an error such as HDOP or fails, the ECDIS unit automatically
switches to the secondary GPS. The POSN alarm which identifies an error with the
primary means of position fixing must be turned on..
UPS – The UPS systems for both units must be in good working order. They shall
be checked as operational on a weekly basis and any problems are notified to the
E/E immediately.
The following controls shall be exercised to avoid damage or software errors in the
ECDIS:-

1. Master shall ensure that ECDIS computers are not used for any non-
navigational purposes.
2. Non-essential and non-approved programs such as Windows Media Player etc.
shall not be installed.

3. Only dedicated media storage devices (USBs or hard drives) shall be used in
conjunction with ECDIS unit. Personal media storage devices shall not be
used

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System Settings

6e.11 Alarms

Vessels will ensure that the Alarm Limit Settings are set up correctly

• Where the position input are from two different sensors the difference between
Position input from 2 different position sensors (Recommended - 1 cable)

• Shift of indicated position (Recommended - 1 cable)

• Off Course (Recommended - 15°)

• Arrival Last WPT (Recommended – 5cbls)

Alarm Limit settings are to be set by the Master and detailed in his standing orders.

Track Control Systems

6e.12 If the vessel has an approved Track control system which is connected to the
ECDIS, she may use it for sailing with the Masters approval whilst in clear open water
only. As soon as the OOW has determined that there is a risk of collision with another
vessel/object the vessel must exit from TCS. All officers must be aware that a TCS will
not alter course automatically for a traffic situation.
Care must be taken to ensure that the ECDIS route is checked for dangers and
limitations in order for the ECDIS to approve the route for TCS use.
Altering course shall be done by hand or by using the auto pilot. Whilst the TCS has the
capability to alter course, unless it has all the maneuvering data entered in one hundred
percent accurately it is prone to overshooting and over-steering on course alterations.
The TCS shall be monitored closely at all times, particularly in adverse weather
conditions, care should be taken to ensure that its performance is sufficient. It may be
that auto-pilot steers a more efficient course.
Auto Track Control shall not be used in coastal passages.
AIS/Radar

6e.13 RADAR Overlays and Position fixing

The ability to overlay the RADAR picture from either the X or S Band is a useful feature
which allows the navigator to verify the vessels position as determined by GPS.
If the RADAR is to be overlaid onto the ECDIS it must be tuned in the same way that it is
on the RADAR unit. This can be done with either the physical controls (if available) or
using the on screen menu.
If for any reason a vessel is unable to overlay the RADAR picture on to the ECDIS, they
should still crosscheck the position by Radar using EBL’s and VRM’s from the radar
screen and plot them on the ECDIS in a similar way in which you would plot a radar fix
on a paper chart. Not having a radar overlay on the ECDIS is not an excuse to not use it
for position fixing.

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In addition to position fixing you can use the RADAR/ECDIS for Parallel Indexing. Even
without RADAR/ECDIS integration you can measure off a PI on the ECDIS at the
planning stage and then use it on to the RADAR at the appropriate time.
There is a possibility of visual discrepancies when overlaying the RADAR image on the
ECDIS as the RADAR will change the scale of the chart to a RADAR scale ie 6, 12, 24NM
which are not natural scales for the charts. This problem should have been rectified with
subsequent updates from the IHO, ENC providers and ECDIS manufacturers but it is
worth double checking the information being displayed.
Collision Avoidance

6e.14 ECDIS has the ability to display targets from one or more ARPA’s and the AIS on
the display. This is a useful feature enabling the OOW to enhance his situational
awareness and determine what the traffic might be expected to do.
It shall be remembered that RADAR and ARPA are the primary means of
collision avoidance. An overlay of targets (AIS & TT) on the ECDIS is useful but
shall be used only to enhance situational awareness.
If both ARPA (TT) and AIS targets are displayed on the screen then there will be some of
duplication of targets. This can be adjusted in the association settings menu. This will
pair targets together when both the ARPA (TT) and AIS is in the same place. Priority
should always be set to ARPA (TT, target track is a true representation of where the
other vessel actually is.
Like the ARPA the ECDIS has the features of CPA/TCPA limits. This shall be set to the
same limits as set for the ARPA and shall be as mentioned in the Masters standing
orders/night orders..

Position Fixing

6e.15 There is a danger of over-reliance on GPS when operating solely on ECDIS. This
must be avoided and the vessels position cross-checked frequently. Cross checking
position on the ECDIS is not a replacement for, but may be used in conjunction with,
position monitoring on the RADAR or by visual means. Overlaying the RADAR picture on
the ECDIS is a quick and efficient method of checking GPS accuracy but is not a
substitute for PI’s on the Radar.

Vessel operating with ECDIS as Primary means of Navigation may undertake position
monitoring with PI’s and Raday Overlay function (where fitted) as the primary
positioning method as long as the following procedure is followed and the outlined
factors accounted for.

• As the vessel approaches a landfall she shall make a series of Radar/Visual fixes
in order to determine the accuracy of her GPS fix on the ECDIS.

• If she determines the GPS fix to be accurate then she shall switch to position
monitoring (Primarily PI’s) at a suitable range from land. Taking into account the
following:

• Suitability of coastline for Parallel Indexing. (i.e. Good echo from the land,
distinct and conspicuous radar targets etc)

• Performance of Radar Units in Parallel Indexing.

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 • She will continue to monitor the vessel position via Parallel Indexing, using Radar
Overlay on the ECDIS as an additional verification.

• Radar/Visual fixes will be made at least every leg of the passage. Interval
between fixes to be as per the passage plan.

• Radar/Visual fixing frequency is to be increased in the following circumstances;

o When in the vicinity of navigational dangers

o When there are any error alarms/messages in the GPS units (i.e. HDOP,
position jump, DR mode, difference in position between the two GPS
units).

o When there is an unexpected/unidentifiable difference between the GPS

position and the Radar/Visual fix.

o If the vessel is in any doubt whatsoever as to her position.

o If the vessel is experiencing large tidal streams.

o If the vessel is experiencing large amounts of leeway.

o If there are insufficient/poor quality/out of position Nav Aids.

o If the vessel is transiting close to her UKC limits.

o Whenever else the Master deems it necessary.

If the vessel finds the GPS fix on the ECDIS to be inaccurate position monitoring and
position fixing method / interval to comply with SI Ch 6.107 consideration must be made
about whether to increase the manning on the bridge.

Sole Position Monitoring by PI and Raday Overlay is not to be used in any circumstances
when the vessel is navigating on ENC cells which are not referred to WGS 84. On cells
such as these the vessel must navigate with extreme caution and make regular position
fixes from the Radar/Visual bearings as per SI Ch.6.107.

The advantage of using position monitoring in conjunction with ECDIS is it

allows the OOW to maintain better situational awareness.

LOP fixes from the Radar may be used instead of fixes taken from the Radar Overlay on
the ECDIS.

Parallel Indexing and Radar/Visual fixing is to be well planned out during the passage
planning stage and notated on the chart as User Maps and in the passage plan.

Visual Bearings/Running Fixes/Clearing Bearings/Transits can be used to check/monitor

the vessels position.

When the vessel is out of radar range of the land and whenever weather/conditions
permit celestial navigation should be used to verify the vessels position.

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Vessels shall keep a scrap log for celestial fixes.

Record Keeping

6e.16 All vessels even those operating solely by ECDIS shall keep a GPS logbook. The
vessels position must be record at least once per watch in the deck log book and any
alterations of course also..
The ECDIS log function must be turned on. In the Logbook settings menu, ensure all
options are selected and the time interval is set to the lowest available value (Between 3
and 15mins is recommended, but this will be dependent on the manufacturers minimum
settings). Ensure the Logbook is set to keep records for the longest available time period
(Ordinarily this will be 90days).

The ECDIS log will keep a record of all navigational alarms, i.e. going off course, arriving
at a waypoint etc. It will also record cross-checks of the vessels position such as
EP’s/DR’s via LOP’s/Visual Bearings/Radar Fixes. All of this information is important
evidence that the vessel is not solely relying on GPS for determining her position.
Therefore the logbook should be backed up externally from the ECDIS unit on a monthly
basis or more frequently if the logbook cannot store more than one month of information
at a time. The ECDIS has an export to .CSV function. Export this to a USB drive or a
floppy drive and store it on another computer.

Passage Planning

6e.17.1. The second officer must check and ensure that prior to departure from a port,
all necessary ENC’s required for the current Voyage are loaded onto both ECDIS’s and
are licensed on board until the end of the Voyage. This must be verified by the Master
prior to departure

6e.17.2. All Paper & Digital publications for the intended voyage are on board and fully
corrected.

6e.17.3. In case needed, missing ENC’s are to be ordered immediately and paper
publications should be purchased locally or obtained from another vessel or if time
permits, be requisitioned from the Office. In cases where the appropriate
charts/publications cannot be obtained the Master should contact the Managers
Operations Dept.

6e.17.4. The latest appropriate permit file should be loaded onto both of the ECDIS
units in order to remove any expired ENC’s from the chart portfolio The Permit file
received from the ChartCo contains all the valid permits presently active in vessels
system.

Passage Planning using ECDIS shall be conducted to the same standard as on paper
charts. The principle behind passage planning (as opposed to producing a set of
waypoints) is that by investing time and intelligent effort, the Navigating Officer makes
the job of the Officer of the Watch simpler and therefore safer. The advantage of ECDIS
when planning a passage is the speed with which it can be completed if used properly
and once familiar with the equipment.
SI Ch 6.38-6.41 are still applicable to vessels navigating by ECDIS.

The APEM (Appraisal, Planning, Execution, Monitoring) method of passage planning is to

be followed along the following lines

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6e.17.5. Appraisal

• The second officer will correctly select the ENC cells needed to safely sail the
voyage, allowing for any reasonable deviation that may occur due to heavy
weather.
• The FAQ should be referred to ensure that the port is not in one of the regions
where there is insufficient ENC coverage, and paper charts are required.
• All areas where our vessels navigate should now be covered by ENC cells. If a
vessel navigates through an area in which she believes ENC coverage is not
available or that the scale available is not practical for safe navigation she shall
contact the office immediately.
• All ENC cells to be used for the voyage shall be checked to ensure that they have
valid permits. If there are any cells which do not have an active permit, the
vessel will request one from the chart provider/supply dept as per the current
procedure.
• All ENC cells are to be checked to make sure they are updated to the latest
received NTM. If there are any problems with this the office is to be notified
immediately.
• Any ENC cells which are to be used shall be checked to ensure they are current
editions. If an ENC cell has had a new edition issued since the last Base Disc
received onboard, the vessel will request that individual cell to be sent to them
should that cell be needed for the present voyage, if it is a cell which is not used
for the immediate voyage then you can wait until the next base disc/update DVD
is received in order to update it. It should be noted which cells are old editions so
that they are not used for navigation, or are updated should a base disc not
arrive in time. All Vessels should be aware that an AVCS Update DVD is the same
as a set of AVCS Base Discs. If you receive an update DVD then installing it on
the ECDIS units means all the ENC’s are updated to that week.
• All of the above procedures are to be made on both the primary and secondary
ECDIS units.
• Publications, both paper and digital are to be selected for the route and checked to
make sure they are updated to the latest NTM and are current editions.
• Local regulations regarding carriage of national charts are to be checked and
complied with (contact local agents).

6e.17.6 Planning

• The route shall be plotted on the ECDIS using either the table or graphical input.
Once complete from berth to berth it can then be checked for any navigational
hazards. This check shall be made on the largest scale possible to ensure all
relevant dangers are highlighted. During the planning stage it is recommended
that additional display items are used such as CATZOC (sounding confidence –
See ECDIS FAQ’s) in order to plan the route through the safest waters. The
Display settings should be returned to those stated in the Masters Standing
Orders once the planning stage has been completed.
• Once the waypoints have been selected and checked the vessel should select a
suitable speed and XTE limit on each leg. It should be as wide as practicable as
the wider the route is, the more safe water the vessel will have for collision
avoidance. When the vessel runs the route safety check function on the ECDIS
the check will only extend to the limits of the set XTE. Therefore if a vessel sets
an initially small XTE and during her passage she has to alter course out of this
for collision avoidance purposes, she will be navigating in waters not checked for
dangers. There is nothing wrong with leaving the XTE but in doing so the OOW
must be aware that there may be dangers not accounted for in the passage plan.

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• It is important that the correct maneuvering information is entered into the route.
The correct speed and turn radius should be entered as per the vessels
maneuvering characteristics. This is so that when the safety check is run it checks
the actual expected track of the vessel and not the straight line in between two
waypoints.
• The Safety depths and contour settings must be updated with the correct data
based on the vessels sailing draught and speed. This must be done with the
agreement of the Master.
• All passage planning features used on paper charts must be used on electronic
charts. No Go areas are covered by safety contours and shallow pattern marking.
Wheel-over Lines will be automatically plotted if the vessel inputs her
maneuvering data and plans the route using a TCS method (regardless of having
TCS fitted/operational or not). Abort points, Contingency anchorages, Notices to
Master/ER, reporting points (not available on ENC), fix intervals and PI
information can all be added on as a User Map. Labelling the User Maps for the
voyage with the voyage number at the start will make it easy to find which map
needs to be loaded.
• The second officer must ensure that the latest AIO data is updated on to the charts
and that any notices which intersect with the route that the vessel intends to sail
are carefully checked.
• The second officer must ensure that the latest Navigational warnings are obtained
from the chart maintenance software on board and the SAT-C. The route must be
checked against them to see if there are any warnings that intersect with the
intended route. Relevant Navigational warnings can be manually drawn onto the
chart using User Maps.
• The second officer must ensure that the latest Navtex messages are received on
board from the relevant stations and checked to see if there are any that
intersect with the vessels intended route. If the vessel has the Navtex connected
to the ECDIS the display function must be turned on. If the Navtex is connected
then check the message is displayed properly on the ECDIS. If the ECDIS is not
connected and the warning is in the ships route then a user map/mariners note
shall be drawn on the chart in a suitable place highlighting the warning.
• Once depths have been input the safety check can be run. This must be a twofold
process, firstly by manually scrolling along the route to check for any dangers and
secondly by running the inbuilt safety check as mentioned previously. Any
dangers found must be checked carefully and the route adjusted as necessary. If
the waypoints are adjusted, the Safety checks must be run on these legs again.
• The route validation check shall be carried out at the nominal scale of the chart and
not at the range scale of chart currently on display. This is to prevent any objects
not being displayed at the current scale due to specific attributes of ECDIS such
as SCAMIN / Over-scale / Under-scale etc.
• If the vessel intends to use the Track Control System at any time in the voyage the
limit check must be run to ensure that all the legs are feasible for the vessels
maneuvering characteristics.
• When planning the route the second officer shall take into account features which
will enable the vessel to cross-check her position. These shall be noted in the
passage plan and on the chart if appropriate.
• Any areas where the vessel will have to report to local VTS or national reporting
centres shall be noted in the passage plan and on the chart if appropriate.
• Once the passage is complete and fully checked, it shall be loaded onto both ECDIS
units, both RADARs (if applicable) and backed up externally on the bridge (on a

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 flash drive etc.) so that in the unlikely event of it disappearing from the ECDIS
units it is immediately available for use.
• The Master must check and verify that all the above has been completed.
• In addition to VO32 Passage Plan form VO52 will be used for Passage planning on
managed vessels where ECDIS is being used as the Primary means of Navigation.
The Master and all Navigation Officers will review the passage plan and the
contents before signing it.
6e.17.7 Execution

• Both ECDIS units should be setup and ready to use as per the settings described in
ECDIS display settings/depth contour settings & alarm settings.

6e.17.8 Monitoring

• Whilst the vessel is on passage the bridge team will monitor the position and the
route as per the plan laid out.
• Alarms received on the ECDIS unit must be checked properly by the OOW,
investigated and acknowledged within a reasonable time.
All Deck Officers must be able to plan a passage using the ECDIS. It may be necessary
for the vessel to alter the passage plan at short notice e.g. during pilotage, going to an
anchorage or due to a new navigational hazard ahead. Whilst the 2nd Officer is normally
tasked with making passage plans, he may not be available (on mooring station or
taking rest). Therefore it is vital that all the deck officers are able to make a temporary
route or modify the current route, as the vessel cannot sail without a passage plan. In
circumstances such as this the Master will be on the bridge and this can be done with his
authorisation.

Navigational Audits

6e.18 When carrying out navigational audits as required by SI 6.98, the Master is
required to carry out an audit of voyage planning on ECDIS using form VO50 and also
assess the effective use if ECDIS by the Bridge watch keepers by carrying out audits
using form VO 51.

Virus / ECDIS software Protection.

6e.19 ECDIS Units do not have anti-virus software built in, nor are ships authorised to
install any on the systems either. Because of this the units are at risk form virus
infection. In order to minimize the risk a dedicated USB flash drive shall be used for the
ECDIS units and each time it is plugged in to the ChartCo computer it shall be scanned
for viruses and reformatted before being used.

The following procedures are to be followed in order to prevent vessels from losing
ECDIS Functionality.

1. When any updates / installation of ENC permit files / maintenance are being
carried out, then this shall be carried out on one ECDIS unit at a time.

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2. Prior to carrying out updates / installation of ENC permit files / maintenance on
the first unit, the second unit MUST be operational on Navigation Mode with
passage plan loaded and being used for navigation.

3. Updating / Maintenance of ECDIS Units shall NOT be carried out in confined /

coastal / pilotage waters. Any maintenance that needs to be done on the ECDIS
units, for example updating the ENC cells, should be done either in port, at
anchor or in open waters. If the cells currently being used need updating, then
the office must be informed for approval.

4. After completing updates / installation of ENC permit files / maintenance on the

first ECDIS, the navigation mode shall be started and the ECDIS checked to
ensure that it is fully operational. If you are unsure that the unit is fully
operational, DO NOT attempt to update the second ECDIS unit and contact the
office for further instructions.

5. Only after that it has been confirmed that the first ECDIS is fully operational and
running in navigation mode, should the updates / installation of ENC permit files /
maintenance be done on the second unit.

6. The procedure for updating ECDIS using USB media is as follows.

a. A dedicated USB drive shall be for ECDIS use only. This shall only be in the
possession of and used by the Second Officer.

b. This USB Drive may only be inserted into the ECDIS units and the ChartCo
computer (which shall be used for nothing other than Navigation
purposes).

c. The ChartCo computer shall have at a minimum USB Disk Security

software installed. If you do not have this please contact Tech/IVC.

d. Every time the USB drive is inserted into the ChartCo computer it shall be
formatted without fail.

e. When writing the ENC corrections to the USB drive the box `Empty drive
before writing' shall be ticked.

f. Once the corrections have been made on one ECDIS the unit shall be
checked to make sure it is fully functioning with no error messages before
the second ECDIS unit is updated.

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 If you need to use the USB drive for anything else with ECDIS, i.e. performing an
authorised software update, updating the permit file or exporting route files, steps a) to
d) shall be followed.

If the vessel has the capability to communicate between ECDIS units using LAN cables,
i.e. they share a network hard drive, then you only need to transfer data on to one
ECDIS unit and then copy it over to the other units via the network. Where there is
automatic synchronization between the two ECDIS it shall be removed while updating as
mentioned in 4 above.

Data Verification.

6e.20 Changes introduced in Edition 4.0 of the IHO Presentation Library invalidate the
tests contained in the ECDIS Data Presentation and Performance Checks which were
specifically designed and developed for ECDIS using previous editions of the Presentation
Library.

An ECDIS type approval certificate showing conformance with tests in edition 4.0 of IEC
61174 demonstrates that the ECDIS does not have any of the identified ENC display
anomalies.

The subsequent guidance describes the method by which mariners may check the ECDIS
displays for the new ENC symbols contained in Edition 4.0 of the Presentation
Library. The checks should be run at least once after installing an ECDIS. A re-
run is recommended only after a software update, system upgrade or change of
equipment. A copy of the checks should be retained on board. See FAQ’s section H.

ECDIS Sensor Failures and ECDIS Failures

6e.21 This section is to be read in conjunction with

· SM 7.11.2 Risk Assessment Navigation

- Failure of one ECDIS

- Failure of both ECDIS

· Emergency Procedures Manual Ch 16 Contingency Planning for Critical Systems

(Position Fixing – ECDIS)

· Company Checklist Bridge C/L No. 12

Failures of mandatory sensor inputs (GPS, Gyro Compass, Log) require Management
Template reporting as per 'Emergency Procedures Manual' Chapter 14 - Breakdown or
failure of any identified critical equipment. Your Tech Manager will obtain exemptions as
required.

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Failure of an ECDIS unit (either primary or backup), require Management Template
reporting as per 'Emergency Procedures Manual' Chapter 14 - Breakdown or failure of
any identified critical equipment. Your Tech Manager will provide guidance and obtain
exemptions as required.

Failure of both ECDIS units (TOTAL failure of ECDIS) require Emergency Notification
by telephone to DPA and Fleet Tech Manager followed by Management Template
message as per 'Emergency Procedures Manual' Chapter 14.

Input failures of additional equipment (second GPS, ARPA and RADAR overlay,
AIS, Navtex, Echosounder, BNWAS) will be reported to Tech manager. Failures of
additional inputs do not affect the criticality of the ECDIS system. Measures to restore
additional inputs will be evaluated by Tech Managers in a cost effective manner and the
equipment will be used independently as were it not connected to the ECDIS. Where the
equipment is categorised as critical equipment in QP 8.5, the reporting of failures will be
for the equipment and not under ECDIS.

The Master shall always assess the impact of the sensor input failure or ECDIS failure on
the safe navigation of the vessel and should only continue the voyage when it is safe to
do so. If any failure or breakdown endangers the vessel, reported directly by phone to
the DPA as per Emergency Notification (Emergency Procedures Manual Ch 14).
The following chart is quick reference guide

Sensor Type Function Affected Alternate Input Reporting

Additional GPS if fitted

OR

Manual GPS input Management Template

GPS input into
Position Fixing reporting (Emergency
ECDIS (Mandatory) OR Procedures Manual Ch 14)

Manual DR input

Additional Gyro if fitted

OR

Heading input from

Magnetic Compass
Gyro Compass Management Template
input into ECDIS Heading OR reporting (Emergency
(Mandatory) Procedures Manual Ch 14)
Manual Heading input

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 Additional Log if fitted

OR

Speed and Distance input

from GPS (if available)
Management Template
Log input into Speed and OR reporting (Emergency
ECDIS (Mandatory) Distance
Procedures Manual Ch 14)
Manual speed and distance
input

Use equipment which is

working – backup ready for Management Template
ECDIS Failure System
immediate use in areas reporting (Emergency
(Single unit - Redundancy
where navigation hazards Procedures Manual Ch 14)
Primary or back-
exist.
up)

Total ECDIS Failure Emergency Procedures Emergency Notification

Navigation – Manual Ch 16 Contingency (Emergency Procedures
(Both Primary and
Critical System Planning for Critical Systems
back-up) Manual Ch 14)
(Position Fixing – ECDIS)

Additional Inputs:
Second GPS, ARPA
Equipment used
and RADAR
independently
overlay, AIS,
Navtex, AND Routine reporting to Tech
Echosounder, Route Monitoring
Manager SI Ch 2.
BNWAS) Manual Input (If applicable)

ECDIS Software Maintenance.

6e.22 The Company will always ensure continued compliance as per IMO
Circ.266/rev1 ‘ECDIS that is not updated for the latest version of IHO Standards may not
meet the chart carriage requirements as set out in SOLAS’.

The Company will co-ordinate with Manufacturers and Shore Based Maintenance
providers to ensure any critical software updates are pushed out to vessels as and when
required.

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The current software versions for each manufacturer are detailed in the Additional
guidance for ECDIS.

Frequently Asked Questions regarding ECDIS (split the FAQ into 3 sections for ease of use):

Frequently Asked Questions regarding ECDIS Part 1

Frequently Asked Questions regarding ECDIS Part 2

Frequently Asked Questions regarding ECDIS part 3 (Paper Charts required on board)

The FAQ's include general guidance on the ECDIS along with information regarding
Software Versions, CATZOC, Antivirus, insufficient coverage from ENC's, etc.

REFERENCE:

6e.23 ECDIS Performance Standards (as per IMO A.817(19) and amendments including
MSC 232(82)) included in Regs4ship.

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