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ECDIS Training
Content and Revision
Version 1.0 16/07/2010

Content and Revision of Chapters
Summary
• Chapter 1 • Chapter 6
• Legal • Route Monitoring
• Version 1.0 22/07/2010 • Version 1.0 22/07/2010
• Author: BRo • Author: BRo
• Principle Types of electronic Charts • Alarms
• Version 1.0 22/07/2010 • Version 1.0 22/07/2010
• Sensors • Updating
• Version 1.0 22/07/2010 • Version 1.0 22/07/2010
• Basic Navigational Functions • Risk of over-reliance
• Version 1.0 05/09/2010 • Version 1.0 05/09/2010
• Author: Bro • Author: BRo
• Route Planning • ECDIS quick reference guide
• Version 1.0 05/09/2010 • Chapter 11
• Author: BRo • bridge card
No portion of this document may be reproduced by any process such as photocopying, recording, storage in a retieval system, or
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Equipment specific ECDIS training
Legal aspects and requirements
Intruduction
The ECDIS systems on-board of ocean

going vessels are a substantial
prerequisite for captains and
watchkeeping officers as a primary means
of navigation. Official electronic charts in
appropriate, type approved infrastructure
will replace paper charts in the next
years. With proper use and knowledge
about system limitations, potentials and
legal foundation ECDIS will help to
increase efficiency as well as safety on-
board.
Training Chapter Objective
To obtain knowledge and understanding of

the essential legal aspects and
responsibilities in the use of ECDIS such as:
• Carriage requirements
• Equivalency
• Performance standards
• Data procurement
• Training requirements
Background and Legal history of ECDIS
• In 1995 the first IMO Resolution allowed ECDIS to be used

as conventional ships bridge equipment.
• In 1999 Transas Marine became the first company in the

world to receive type approval for its Navi-Sailor 2400
ECDIS.
• In July 2002 SOLAS Chapter 5 was amended and for the

first time included a provision for the use of an electronic
means of navigation to meet SOLAS chart carriage
requirements. Such provision is included specifically in
SOLAS V Regulation 19.2.1.4. Details of ECDIS (Electronic
Chart Display and Information System) and its use are
contained in the IMO ECDIS Performance Standard
A817(19); this specifies equipment capability and
addresses issues such as back-up and use of charts.
• In June 2009 Amendments to SOLAS regulation V/19, to

mandate the carriage of Electronic Chart Display and
Information Systems (ECDIS) were adopted.
SOLAS Chapter V, Safety of Navigation
Regulation 19: Carriage requirement for shipborne

navigation systems and Equipment
19.2.1.4: All ships irrespective of size shall have
nautical charts and nautical publications to plan and
displays the ship’s route for the intended voyage and
to plot and monitor positions throughout the
voyage; an electronic charts display and information
system (ECDIS) may be accepted as meeting the
chart carriage requirement of this subparagraph;
19.2.1.5: All ships irrespective of size shall have

back-up arrangements to meet the functional
requirements of the above subparagraph .4, if this
function is partly or fully fulfilled by electronic
means.*
*An appropriate folio of paper nautical charts may be used

as an back-up arrangements for ECDIS. Other back-up
arrangements for ECDIS might be acceptable (see appendix
6 resolution A.817(19)), as amended and local
administration acceptance.
SOLAS Chapter V, Safety of Navigation
Regulation 27: Carriage requirement for

shipborne navigation systems and
Equipment
Nautical charts and nautical publications,

such as sailing directions, lists of lights,
notices to mariners, tide tables and all
other nautical publications necessary for
the intended voyage, shall be adequate
and up-to-date.
IMO ECDIS Performance Standard A817(19)
Electronic Chart Display and Information

System (ECDIS) means a navigation
information system which, with adequate
back up arrangements, can be accepted as
complying with the up-to-date chart
required by regulation V/19 & V/27 of the
1974 SOLAS Convention
What is ECDIS?
Electronic Chart Display and Information System
SYSTEM
INFORMATION
DISPLAY
ELECTRONIC CHART
What is the difference between ECS and ECDIS
ECS (Electronic Navigation System) ECDIS (Electronic Chart Display and Information System)
• Electronic chart software • Type-approved hardware
• Unofficial charts (e.g. Transas TX-97) • Type-approved ECDIS software
• None approved hardware • Approved installation
• Official charts (ENC/SENC/ARCS*)
• Chart corrections subscription
• The crew has been trained for

the usage
CAN BE USED AS AN CAN BE USED FOR

AID TO NAVIGATION PRIMARY NAVIGATION
Typical System Layout
• A typical System Layout and

minimum sensor connections
• Approved Hardware meeting
IEC 60945.
• Minimum sensors*
• EPFS
• Gyro
• Log
*Minimum sensors are required to be

connected directly to both stations in
order to comply with the ECDIS
performance standard requiring a safe
take over between main and back-up
solution.
Conclusion of requirements to comply with SOLAS V/19 & 27

using ECDIS
• Official documentation of type-approval

(e.g. DNV)
• Adequate back-up arrangement (Second
ECDIS or Paper charts)
• Official chart data
• ENC where available
• RNCs in RCDS-Mode were ENC is not
available (depending on the flag state
requirements)
• Regularly updates and subscription for
updates
• A trained crew
• Procedures and Safe Management system
adapted to ECDIS usage
Chart data format, origin, updating, legal status and usage
Data Origin Existence Data Updating Status of Regulatory

Category of Priority Standard Data Set Status of
Coverage System
S57 Official
HO Official ECDIS
ENC
Vector
Non ECS ECS
Non-HO other + full paper
regular data folio
No RCDS
official Official Official + suppl.
ENCs updates RNC paper charts
HO
Official No ECS
Raster ECS
ENCs regular + full paper
data folio
Non-HO exist updates
Link between IMO, IHO and IEC
IMO IHO S-57

S-52
Performance Standards for Color and Symbol Transfer Standard for
ECDIS Specifications for EDCIS Digital Hydrographic
Data
S-63
Encryption Standard for
protection of Digital
Hydrographic Data
IEC 61174, ed 3
Performance Standards for ECDIS
Maritime navigation and radio communication equipment and systems
– Electronic chart and information systems (ECDIS) –
Operational and performance standards, methods of testing and required test results
A Compliant ECDIS
Training requirements for ECDIS use
All navigation officers onboard are required to

be trained in the use of ECDIS as per:
• IMO Model course 1.27, conducted by
approved training center (Minimum IMO
requirement)
• Ships familiarization training, conducted
e.g. by internal training procedures
(Required by the ISM code)
• Ships Specific Equipment Training – Hands
On, conducted e.g. by ECDIS maker or via
Computer Based Training (Can be required
by local administrations)
Time line for ECDIS mandatory carriage requirement
July July July July July July July July July July
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
New Passenger Ships >500gt
New Tankers >3000gt
New Cargo ships >10000gt
New Cargo ships >3000gt
Existing Passenger ships >500gt
Existing Tankers >3000gt
Existing Cargo >50000gt

Rules and regulations connected to ECDIS
1995-11 IMO Resolution A.817(19) ECDIS Performance

Standards
1996-12 MSC.64(67) Amendment to Resolution A.817 (19) Apex.
6 Back-up
2006-12 MSC.232(82) Adoption of ECDIS Performance Standards
1998-12 MSC.86(70) Apex. 7 RCDS mode
2004-12 MSC 191 (79) Presentation of navigation related
Information
2008-09 IEC 61174 ed.3 ECDIS Requirements and Testing
2007-04 IEC 61162-1 ed.3 Processing of Input Data
2002-08 IEC 60945 ed.4 Maritime Navigation Equipment
Requirements
2007-01 IHO S-57 ed.3.1.2 Transfer Standard for digital
hydrographic data
2007-09 IHO S-32 Appendix 1 Glossary of ECDIS Related Terms
2008-01 IHO S-52 Ed.4.3 ECDIS Presentation Library
1999-01 IHO S-61 RNC Product Specifications
2008-03 IHO S-63 Ed.1.1 Data Protection
Principal types of Electronic Charts
Introduction
Training chapter objective
The student needs to be able to

• Describe and separate Principal dypes of electronich charts
• Separate different official status of charts
• Understand various distribution methods for charts
• Describe under which condition a chart may be used in an ECDIS for
primary navigation
Matrix Raster Vector
Private TX-97
Official ARCS ENC

Vector
20
10
5
0 Land
Depth +
Depth Depth Depth
20-30m 10-20m
+
5-10m
+
0-5m
+ Land Chart displayed
Raster
Different types of Electronic Charts
traditional Graphics-oriented data Object-based data
Raster Vector
Raster Charts
Raster Charts (ARCS, Seafarer,

BSB, NOS Geo....)
Scanned charts - an image!
Advantages:
• Inexpensive to produce
• Similar to paper charts
Disadvantages:
• ”Dead chart”, no Alarms
• Limited zoom options
• Requires large memory
capacity
• Expensive to correct (a
new chart)
• Only easy to read in
north-up orientation
Vector Charts
Vector Charts (ENC, TX 97, C-Map 93...)

Digitalized paper charts- every object is defined and grouped in
layers that can be selected within the set safety parameters.
Advantages:
• Automatic alarm generation
• Optional information (customized settings)
• Zoom-able
• Easy to correct
• Requires little memory capacity (quick loading)
• Information can be added (files, pictures etc.)
• Readability in all presentations (Head-up, North-up, Course-up)
• Presentation according to the safety parameters of the own ship
Disadvantages:
• Expensive and time demanding production
• Layout can be a bit different from paper charts
• Coding errors even in official ENCs
Chart formats
RNC
• ARCS
• NOAA
• SEAFARER
Chart formats
S-57
• PRIMAR
• IC-ENC
• JHA
Private Chart Formats
• TX-97
Transas
• CM93
C-Map/Jeppesen
Chart formats
• DNC
• VPF
• NGA
Availability of ENC Charts , April 2010

Principal types of Electronic
ENC distribution
Electronic chart distribution

With all charts being produced by national
Hydrographic offices the distribution and updating
are managed in different way
• Through the national hydrographic office itself
• Through “RENC”s
• A RENC is a Regional ENC Co-coordinating
Centre. Each major geographical area of the
world would have its own RENC. Each ENC-
producing nation would send its data to the
local RENC, who would then be responsible for
validating and distributing its ENCs to end-
users.
• Through various bundled services

• Transas TADS
• UKHO AVCS
SENC and TADS
• When an ENC chart is loaded

into the system, it becomes a
SENC, a System Electronic
Navigational Chart
• With TADS you can load pre-
processed data which saves
you a lot of time during the
loading of the Base CDs 70
ELAPSED TIME IN MINUTES
60
50
40
30 ENC/AVCS
SENC/TADS
20
10
0
Base cd Base cd Base cd Base cd Base cd Base cd Base cd Update
1 2 3 4 5 6 7 cd
Distinctions
ECS ECDIS RCDS

Electronic Chart Electronic Chart Display Raster Chart Display
System and Information System System
• Navigation AID • Primary navigation system • An ECDIS using official RNC

• No substitute for • Substitution of paper charts
paper charts charts permitted • Primary Navigation system
• All Chart formats • Using ENC charts if area is not covered by
permitted (official and • Clear definition ENCs
non-official) • If using non-official data, • Back-up substitution of
• Status definition ECDIS becomes an ECS paper charts depends on
Flag State
• If using non-official data,
ECDIS becomes an ECS
Sensors
Sensors
Introduction
The sensors are vital parts of the ECDIS.
They provide all the data for real time

navigation and monitoring of the vessel
position.
Inaccurate data or a malfunction in one of the

sensors may cause incorrect presentation of
vessels position or motion parameters. It may
also affect the presentation of target data from
ARPA or AIS.
It is important that the officer of the watch is

aware of the performance and limitations of
each sensor on the safe use of ECDIS and is well
familiar with back-up arrangements and
procedures.
Sensors
• Explain the need for selection of appropriate and

unambiguous sensor data displayed in ECDIS
• Explain the capabilities and limitations of all navigation
sensors connected to ECDIS
• Accuracy
• Availability
• Integrity
• Vulnerability
• Explain the data reference system of each connected

sensor
• Position of antenna or transducer
• Geodetic system
• Conversions
• Assess the plausibility of sensor input values to ECDIS

• Assess the impact on ECDIS performance in the case of
sensor malfunction or poor accuracy.
• Understand the ECDIS sensor priority and back-up
arrangements
Sensors
Minimum required sensors
EPFS
Gyro Compass
Speed log
The mandatory sensors must be connected

directly to both the ECDIS and to the back-
up ECDIS
Sensors
Sensors
Back-up sensors Environment

• Secondary EPFS • Wind Instrument
• Secondary heading such as • Echo Sounder
• Magnetic Compass • Drift Sensors (dual axis speed log)
• Transmitting heading device
• Radar overlay Situational awareness - workload
• Optical Bearing Devices • Navtex
Target input Search and rescue

• AIS • VHF Direction Finders
• The ECDIS will be able to
control all functions of the AIS
• ARPA targets from radar
Sensors
EPFS
The most important sensor of all is the EPFS. It is

normally a marine GPS or a DGPS, but in the
future we will see other systems or combinations
of systems like
• GPS
• Glonass
• Galileo
• Compass
They will also be enhanced in different way by
transmission of corrections from coast stations or
extra satellites
• IALA DGPS
• WAAS, EGNOS
• QZSS
(Loran-C is still approved as an EPFS for waters
with coverage. The US part of the system is
however being shut down)
Sensors
Satellite navigator
Regardless of which satellite system you use, they

all work in similar ways, and therefore have the
same capabilities and limitations.
The satellite signal is very weak and therefore
vulnerable to disturbance, such as
• Solar activity
• Poorly designed or broken electric equipment
ashore
• Poorly designed or broken electric equipment
onboard
• Poor installation or damage to your antenna,
connectors or cabling
• Intentional jamming by governments or
terrorists
So even if GPS has a remarkable track record of
reliability and accuracy, this is no guarantee that
it will continue the same way.
Sensors
EPFS function and accuracy
A satellite receiver needs to receive at least 4

satellites to calculate position, height and time.
With 5 or 6 satellites it may perform basic satellite
error checks (RAIM).
The more the merrier

Accuracy and reliability will improve with more
satellites being received and with these satellites
well spread over the sky (HDOP).
With GPS, you should normally have 5-12 satellites
always visible anywhere in the world, provided
you have a free horizon.
HDOP should vary between 0,5 – 2 and normally
not exceed 4.
Sensors
HDOP values
High HDOP value - Poor accuracy Low HDOP value - good accuracy
The Value HDOP (horizontal dilution of precision) indicates to the officer

• How many satellites are currently received
• How well these satellites are spread over the sky
Sensors
Position errors in a satellite system
All positions are calculated based on time for

a radio signal to travel from the satellite to
your receiver. (Or the antenna of the
receiver, to be exact)
If the position of each satellite is known, we

may calculate the position of your receiver
But there are of course error sources…

Sensors
Error sources
Satellite position errors

• Ephemeris (orbit) error
• Clock errors
Signal delay
• Ionosphere
• Troposphere
• Multipath (bouncing)
Receiver calculation
• Receiver error
• HDOP
Degradations
• Selective availability (SA)
• Interference
• Jamming
Sensors
Reduction of errors
DGPS corrections will be able to reduce

some of the errors (in green) and some not
(in red).
• Satellite position errors
• Ephemeris (orbit) error
• Clock errors
• Signal delay
• Ionosphere
• Troposphere
• Multipath (bouncing)
• Receiver calculation
• Receiver error
• HDOP
• Degradations
• Selective availability (SA)
• Interference
• Jamming
Sensors
DGPS
There are two principally different

systems for DGPS:
• Local area DGPS
• Wide area DGPS
Local area DGPS
In a local area DGPS system a
reference station calculates the total
error (in meters) of each satellite it
receives.
Users nearby can then apply this
correction to their own GPS
calculations. The system is simple,
but the corrections should only be
used in the area near the reference
station (100-200NM)
The normal maritime DGPS is such a
system. (Sometimes called IALA
DGPS)
Sensors
Wide area DGPS
In a wide area DGPS system each error

component is calculated and sent out
separately.
The GPS receiver must receive all
correction component and then calculate
its own total correction for each satellite.
The system becomes more complex, but
may cover large ocean areas.
In WAAS, EGNOS and MSAS the
correction signal is sent out from geo-
stationary “ extra-GPS” satellites.
The accuracy is slightly less than IALA
DGPS, but the receiver is much cheaper.
WAAS, EGNOS and MSAS are currently
(april-2010) still under development and
the status and accuracy may change in
the future.
Sensors
Position accuracy
An IMO approved receiver should have an

accuracy according to the table below
• With 95% DRMS
• And HDOP <4
System Max error Normal error
GPS ± 100 m 10-20 m
DGPS ± 10 m 5-10 m
GLONASS ± 45 m
Sensors
RAIM
Type approved receivers have a fault detection

feature called RAIM (Receiver Autonomous
Integrity Monitoring) using minimum five satellites
whereby they check the correctness of distance
measurement to each satellite.
The function may also check HDOP.
The RAIM function will then monitor the receiver
operation and indicate the integrity status in
“traffic light” labels:
• Safe
• Caution
• Unsafe
RAIM will work also in combination with DGPS.
Sensors
Position check and back up
It is important that the officer of the watch

continually monitors and critically judges the
position sensor.
• use the “position difference” alarm
function if a second EPFS is connected
• use radar overlay in coastal waters to
confirm position
• use ARPA plot of charted objects
• compare bearing-distance to charted
objects by radar and ECDIS
• compare COG-SOG with gyro heading,
magnetic heading and log speed
Sensors
Position check and back up
It is equally important to know and practice

back-up functions for positioning:
• Secondary EPFS
• Dead reckoning using gyro and speed
log
• Using ARPA reference targets
• Manual position fix
Selection of second source can be
done manually or automatically using
the built in Fall Back Chain functionality
in ECDIS.
Sensors
Consistent Common Reference Point (CCRP)
GPS 1
Radar 1
Radar 2
GPS 2
target
visual
Radar 3
Sensors
Consistent Common Reference Point (CCRP)
Since the ship may have multiple radar and GPS antennas in different locations there is
a risk of errors in bearing – range for objects that are presented by multiple sensors.
For example an ARPA target may also be visible as an AIS target. It is then important
that the two targets are on the same position on the screen, and that the bearing to
the target is the same visually from the conning position.
IMO has therefore decided that all incoming information from sensors such as radar
and GPS should be converted to a indicate the same place onboard, the Consistent
Common Reference Point (CCRP).
The place is normally the wheelhouse conning position.
To allow for this, the location of each sensor antenna is measured, and incoming data
(e.g. range rings, target range and bearing, cursor, target data) is converted using
antenna locations and the gyro heading.
Sensors
Ship and sensor setup

Sensors
Ship sensor reference system in ECDIS
The sensor page must be commissioned by a

certified engineer.
It is important that all watch keeping officers are
aware of the serious implications in case of any
changes in the set-up or to the physical sensors.
Any change or error to the gyro compass will
immediately affect all other sensors due to the re-
calculations made towards CCRP.
Warning – The displayed position in your ECDIS will

differ slightly from positions that has not been
converted to CCPR.
Sensors
Primary sensors and reference
It is strongly recommended that same source is used in all navigation Systems. This is
particularly true for:
• Primary EPFS
• Gyrocompass
• Speed Log
The same is also true for routes. The route shall preferable be created and verified in
ECDIS, then uploaded to other systems such as radar or GPS.
It is potentially dangerous to have two routes with small differences displayed at the
same time. Situations have occurred where the officer is told by one route that he is to
the starboard of his route, but by another system he is to the port!
Sensors
Heading sensors
• Gyrocompass
• THD single axis gyro and-or
attitude measuring GPS
• TMHD magnetic compass
Sensors
Heading and course sensors
A gyrocompass is a compass that finds true north by

using a fast-spinning wheel and friction forces in order to
exploit the rotation of the Earth.
A gyrocompass has two main advantages over magnetic
compasses:
• It finds true north, as opposed to magnetic north
• It is independent of magnetic fields
The spinning mass gyrocompass still has limitations:
• A gyrocompass does not work in polar regions (above
latitude 70-80)
• The start up time might be 4-6 hours
• In a moving ship, an error is introduced that depends
on speed and latitude
• Acceleration error - sharp turns with the ships
introduces an error 1-5 deg, disappears after 5-20
minutes
• There are gyro transmission protocol that are
without error control or full alignment message, and
therefore inherently unsafe (the “stepper” protocol
and some versions of “synchro”)
Sensors
Heading and course sensors
As a cheaper-smaller alternative to a gyrocompass

a THD (transmitting heading device) might be
used as heading source in ECDIS.
This might be a combination of:

• An attitude measuring GPS-compass
(having 2 or 3 antennas)
• A magnetic fluxgate compass
• A single axis gyro
A GPS compass performance may exceed

the performance of a gyro, but will of course
always depend on a satellite signal.
Sensors
Heading sensor accuracy
• Gyro accuracy ±1° plus 0.5° alignment error

• Gyro errors:
• Speed latitude error
• Acceleration error
• Installation alignment error
• Interface error
Heading errors will influence presentation of the

following in ECDIS
• Ships contour
• ARPA targets
• ARPA cursor and EBL
• Radar overlay
• Visual bearings
• VHF Directions
• Waypoints transmitted from ECDIS to radar
Sensors
SDME (Speed and distance measuring

equipment)
The ship’s SDME will be used as the speed sensor in the

ECDIS.
Generally speed Sensors provides two kind of speed
information:
• Speed over ground (SOG)
• Speed Through Water (STW)
Most modern speed logs measure speed close to the
hull, in waters that are affected by the boundary layer.
The measured speed will therefore need calibration
before it indicates ship’s true speed through water. Over
time factors like marine growth will change the flow of
water around the speed sensor.
The most accurate speed information is normally given
by sensing speed several meters away from the hull or
over the bottom. This is only possible using a correlation
log or doppler log.
Sensors

equipment)
Some speed logs are capable of giving ships speed

through the water in two axis:
• Alongship speed
• Atwartship speed
The atwartship speed is very valuable since it

indicates ships drift and therefore helpful when
berthing and in conditions of high current or wind
drift.
A number of errors will affect the accuracy of a
SDME:
• Calibration
• Orientation-alignment of transducer
• Marine growth and painting
• Bubbles and turbulence
When the ARPA is used for collision avoidance it is

recommended that Speed Through the Water is
used.
Sensors

equipment)
Errors in the indicated speed, when the ship is:

• operating free from shallow water effect
• effected by wind, current and tide
• rolling up to + 10° and pitching up to + 5°
should not exceed ± 2% of the speed of the ship.
Most doppler logs are capable of ± 1%
DGPS ± 0.001 kt (static position in calm sea)
Some DGPS has been approved as SDME providing

SOG only.
(Standalone GPS is however not allowed)
Sensors
Echo sounder
Accuracy of an Echo Sounder: ±2.5 %

The echo sounder only gives depth below transducer. The officer of the watch must know
the location of the transducer and compensate for trim etc before calculating UKC.
Error sources:
Sloping bottom False bottom
Uneven bottom Echograph error
Multiple echoes Variations in temperature and salinity
Sloping bottom Uneven bottom Multiple echoes due to solid

bottom / shallow water
Sensors
Radar
The radar is probably one of the

most important navigation
equipment on the bridge as it may
be used for:
• Situational awareness
• Position fixing
• Anti-collision
The user needs to adjust his radar

settings to the intended use.
Settings of great importance are:

• Tune
• Gain
• Sea clutter
• Rain clutter
Sensors
Radar accuracy
Radar accuracy depends on:

• Radar band type X band or S
band (3 or 10 cm wavelength)
• Antenna performance and
physical dimensions (lob angle)
• Transmitter performance
(output effect and pulse
length)
• Receiver performance (signal
detections and noise
suppression)
• Radar processing and its
algorithms
• User settings
• Input data from other sensors
Sensors
Errors, affecting output from Radar to ECDIS
• Error in sensor data

• Radar Headline Bearing offset
• Radar Distance Offset
• Incorrect Gain and anti Clutter
settings
• Own ship maneuver
• Low relative speed will give unstable
vectors
ARPA: IMO Performance Standard IMO
A.823(19)
Bearing: ± 0.01° maximum.
(plus 0.5-1.0 ° from the gyro)
Range: ± 0.01 nautical miles
maximum.
CPA: ± 0,70 NM
Sensors
Radar overlay
Radar overlay is a powerful position verification

tool.
If the radar image fits well over charted objects,
everything should be fine.
(the sum of all errors are zero)
Position errors
• EPFS error
• Chart datum error
• Sensor set-up error
Azimuth errors
• Gyro error
• Gyro alignment error
• Radar alignment error
• Sensor set-up error
Sensors
Automatic Identification System (AIS)
The AIS system is a basically a

protocol where ships are sending
out reports on their own position
and other data on VHF. Other
ships nearby may receive these
messages and thereby display
the positions of surrounding
ships.
AIS is required for SOLAS ships
over 300 GRT (class A).
Sensors
AIS Class B Transponder
A new rule allows smaller vessels to

use a simplified AIS, called class B.
With a class B AIS the data is not as
detailed, less frequent and data
collision may occur at times.
There is a fear among the industry
that if too many yachts are fitting a
class B AIS the system will be
overloaded, and the difference
between large ships and small boats
may disappear.
Sensors
Automatic Identification System (AIS)
IMPORTANT!
COLREGS require the use of “all available means” for lookout and to determine the risk
of collision.
This includes the use of AIS, but at the same time it does not allow AIS as sole means.
Systematic observation of detected objects are required, and observations of the
compass bearing of an approaching vessel.
The information received from an AIS is by definition not an observation but more of a
statement made by the other ship. That ship may suffer from sensor error, including
chart datum error.
In comparison systematic observation by visual means or radar use equipment in you
own control.
Sensors
Means of position fixing
• Seamanship requires that the OOW does not

rely on any sole means of position fixing. The
OOW has to check the performance regularly
by other means:
• Visual fixes
• Radar fixes
• In case of discrepancy, the OOW should check:

• Status of indicators and alarms
• Primary EPFS status
• Secondary EPFS
• Chart and radar overlay match
• ARPA plot of charted objects match
• Radar Bearing –distance to charted object
match
• Visual fixes in electronic chart by using
”Visual correction” tool
Sensors
Check heading
Check heading by using leading

lines, azimuth observations or
compare the dock heading on
your chart with the gyro and the
magnetic compass.
Sensors
Check heading in ECDIS

Sensors
Check heading in Radar
Use Head-up orientation in radar

if you suspect heading source
error. This will reduce the risk of
false or confusing presentation.
Sensors
Speed sensor checks
Speed Over Ground (SOG)

Compare data from installed SOG sensors:
• EPFS
• AIS (D)GPS
• Log (Bottom Track)
Speed Through Water (STW)

Compare data from installed STW sensors (examples):
• Electromagnetic log
• Log (Water Track)
Sensors
Check Target Course and Target Speed in ARPA
Using Speed Over Ground (SOG) not recommended. Using Speed Trough Water (STW) recommended
ECDIS will always assume that ARPA targets are calculated from own ship COG and SOG regardless
what input you have in ARPA. This must be taken in to consideration when displaying ARPA-targets in
ECDIS, especially when sailing in waters with strong currents. ARPA information in ECDIS should not
be used for collision avoidance, but is a very good tool for indentification.
Sensors
Control depth sensor information
The depth value in ECDIS is Depth Below Keel (DBK).

This value needs to be compensated for draft, trim and tide before it can be compared
with depth.
Sensors
Automatic Source Selection with Actuation
of Fallback Functionality
Use of backup data source in case of the main source failure

If a second EPFS is installed, it may be used as backup or “secondary”. Selection of primary or
secondary EPFS is performed in the panel “Navigation” in sub menu “Ship position”.
If a second gyro is installed, it may be used as backup. The magnetic compass is not used for backup
If a second water speed log is installed, it may be used as backup.
Sensor Failure
The ECDIS will automatically raise the alarm if the primary sensor has:
• no input
• no data
• invalid data
If the primary sensor does not recover its functions within the set time after the alarm generation,
Fallback warning is activated and the system switches over to the backup source.
The timeout is set to 5 sec.
Meanwhile the ECDIS is checking both primary and secondary sensors for valid data. There is no
switchover to the backup source unless it has passed all the necessary checks.
Sensors
Keep in mind
• Always be critical to displayed

data
• Look out the window and
make visual comparisons
• Compare and asses input data
• Never depend one sole system
• Be extra vigilant after service
to the ECDIS or changes to ship
sensor configurations
A SYSTEM IS ONLY AS STRONG AS

ITS WEAKEST LINK
Basic navigational functions
Introduction
Getting started with a new type of equipment

always requires some time for familiarization.
Every ECDIS manufacturer has a different
understanding of “How to perform” a task in
the most user friendly way and the general look
like of the GUI.
Several regulations take care about the major
capabilities of an ECDIS, stated in the
Performance Standards.
• To familiarize the student with the user

interface, the underlying principles of
operation and the operation of basic
navigational functions
• To understand the principles of operation
• Dedicated keyboard operations
• Trackball operations
• Important functions
• Ahead
• Zoom control
• Chart type
• Chart layers
• Warnings & alarms
Change from Radar or Conning to ECDIS
Your ECDIS may be part of a Transas Multifunction

Display System. If so this means that your unit may be
used as:
• Radar – ARPA
• Conning display
• ECDIS
It is then important to know how to switch between
these different functions.
There are 2 ways:

• By keyboard, button ECDIS
• By trackball button ECDIS
The four most important points
1. All important functions can be

performed in several ways!
• From dedicated buttons on the

keyboard
• Using the trackball to push buttons
on the screen
• Using keys on a normal keyboard
2. Help is nearby!
• Hover help – by placing the cursor

over a function a yellow help text
appears
• Online help – is available by pressing
function key “F1” or “task” – “help”
• Manuals – Your ECDIS comes with
extensive documentation, including
technical manuals and user manuals
3. Left click and right click
When you use the trackball in the chart area,

the cursor has several different functions and
appearances
• Right click
• toggle between different functions
• escape from the function in use
• Left click
• activate displayed function
• activate second function
If you feel you are “stuck” in the chart area and

cannot leave, then you probably have a “left-
click function” activated. Right click to escape!
4. Three “Quick Access” buttons
There are a few functions that will call up the

ship in monitoring mode with only one push of
a button
• Ahead – will show the ship symbol with
surrounding waters
• Standard display – will clean up the chart to
show minimum required navigational info
layers
• All layers – will show all available
navigational information layers
Chart scaling
The chart may be zoomed in and out and

moved for look-ahead directly from the
chart area, using the cursor
• Zoom in /Zoom out
• Leave ship to look-ahead (just move
the cursor to the edge)
• Go back to ship – “ahead”
The same functions may of course be

found on the keyboard.
On a normal PC keyboard, the functions

are accessed by pressing
• [+]
• [-]
• [F8]
Alternatively, you may also use the scroll

wheel of a mouse.
Mode and motion
To customize your display, you will need to

set
• North Up – Head Up – Course Up
• Course up will only work when you have
an active route, and the selected course
will be parallel to the active leg of this
route.
Again, the same functions may found on the
keyboard
• True Motion – Relative Motion
On a normal PC keyboard, you may toggle

between NU-HU-CU by the key combination
[Alt] + [H]
Info and MOB
The “info” (pick report) function allows the

user to question any chart object and to
get a detailed report on everything on this
chart.
This function will be explained in a later
chapter.
The MOB function can be used in case of a

Man-over-Board incident. By pressing this
function the ECDIS is marking the present
position with a life ring symbol.
This function will be explained in a later
chapter.
Key features of the side panel
Information fields
Display panel
Task list
Chart selection
Display selection
Alarms and warnings Display

Time
Primary positioning system
Ship motion parameters
Charts area
Display Panel
Operational Panel
Lower Data Group
Demo task
Key features of the task list
As you activate different tools in the task

list, they open a new window in your ECDIS,
and arrange themselves with tabs in the
lower left corner.
You may at any time jump between your

current task and navigation monitoring by
using these tabs.
Configuration Tab
The config tab contain many basic setting, including palette.

The tab is subdivided into 5 sub-tabs.
Monitoring Tab
The Monitoring tab contain setting for navigation monitoring.

This includes settings for ship display and alarm settings.
The tab is subdivided into 3 sub-tabs.
Monitoring Tab
Here the safety alarm tab is shown

Route editor Tab
Route planning is different in ECDIS compared to a paper chart.

You may create your route by trackball or by keyboard. It is also very convenient
to switch to great circle or loxodrome.
Target Tab
The target tab will show all targets from ARPA and AIS.
Other Tabs
There are other tabs that will be

explained in later chapters.
Demo task
Switching radar TX/Standby modes
Running ECDIS, Radar and Cascade palette switching Control the keyboard
Conning tasks Radar settings backlighting
Return to the
display of area
where the own ship
is located
Switching
Opening the between own ship
Transas True Motion and
Integrator Relative Motion
toolbar modes
EBL control Making an instant
position recording in
Turning on the Track Control mode Variable Range Marker control the electronic log
Turning on a temporary route Backlighting the radar picture Show all chart layers
creating mode on the screen Display the Standard mode
Turning off the Track Control mode Selection Chart information of chart layers
Turning on/off display of Turning on/ the Radar overlay
ARPA and AIS targets
Left button for left-handed person
Right button
Scroll wheel
Left button for right-handed person

Cursors
Zoom Cursor
ERBL Cursor
View Cursor
View cursor
When View cursor is positioned on a

target it assumes the form . A press on
the left trackball button calls the target
data card.
When View cursor is positioned on a

lighthouse it assumes the form. A press
on the left trackball button calls the
lighthouse data card.
Route planning
Route planning
Introduction
Navigation is defined as a process to read and

control a crafts movement from one point to
another. Arrive safely, quickly and easily at your
destination is the main aim of ship born
navigation.
Enabling a quick and easy route planning

operation is the task of ECDIS developers.
Passage Planning consists of three stages
• appraisal
• planning
• execution and monitoring
Poor route planning and deviation of the plan

can lead to grounding and ship loss.
Route planning
• To give the student an understanding of

the route planning features in an ECDIS
• To create and modify route
• Graphic creation of waypoints by track

ball
• Numerical creation of waypoints by

keyboard
• How to use great circle
• How to verify the safety of a route
• Basic safety parameters
• Setting a schedule
• Loading, editing and unloading operations

Route planning
According to STCW code Part A VIII
A voyage shall be planned in advance, taking

into consideration all relevant information.
The information regarding those navigational

limitations and hazards which are of a
permanent or predictable nature should be
accurate, complete and up-to-date
• The plan shall be from berth to berth
• Using adequate and appropriate charts
• Other nautical publications may be necessary
• All courses laid down shall be checked
• The plan shall be ready before the voyage

commences
• Before an underway deviation is made, an

amended route shall be fully planned and ready
Route planning
Route planning in Transas ECDIS
All voyage plans shall be prepared according to

your company navigation policies.
The Transas ECDIS system has several features

to facilitate route planning:
• ETA – It is quite simple to do a quick
assessment on arrival time to a port.
• Route plan – the planning of waypoints,
route legs, turn radiuses and safety distances
may be conducted in the ECDIS.
• Calculations regarding tide levels and tidal
streams are available, allowing for full UKC
calculations.
• The resulting route plan may be printed in
tabular form or uploaded to connected
radars, PGS units etc.
Route planning
Create a new route
A route aims to establish the most favorable way to a

destination, while maintaining appropriate safety margins
in regard of navigational and anti-collision hazards.
The route planning and management function may be

found in the task list.
A new route is created by clicking on the button “New”.

Route planning
Creating a new route
Waypoints may now be created by moving and left clicking the mouse.
The waypoints will be listed by latitude and longitude in a table and a route
will be generated.
This route will have default XTD settings of 0.10 NM and turn radius 0.30
NM.
Waypoints and XTD may be edited by click and drag. Alternatively, any data
may be edited by entering new values in the waypoint table.
Route planning
It may be beneficial to create a rough route

using just a few waypoints (origin to
destination with just two waypoints)
Then, as different choices are made,

waypoints may be edited and added.
As the new waypoints are added, more

editing might be needed.
In the final stage, each leg of the route is

carefully checked for safety.
If any waypoint is added or edited, a new

check is required.
Route planning
Demo task
Route planning
When all the waypoints seem to be OK, the values for Turn radius and XTD
should be adjusted to ensure that the safety margins are adequate.
In areas where safety margins are narrow, special caution should be exercised
in accordance with your company’s navigation policy.
Precautions might include bridge manning, speed and engine readiness,

requirements for daylight and visibility, requirements for tidal levels and speed
and direction of wind and currents.
Route planning
Safety checks of a new route
When the route is completed, there is a

feature whereby an automatic safety check
might be made for the entire route and all
the charts that are affected.
The safety check will be made using your

safety parameters and pre programmed
maneuvering parameters
Transas Marine recommends that all routes

are thoroughly checked both manually and
automatically before being put to use.
Route planning
ENC Chart coverage
The ECDIS needs ENC charts

of an appropriate scale and
with the latest corrections in
order to improve the safety
of your ship.
Should you find that you need

to update or purchase ENC
licenses, the route you have
created might be opened in
the Transas Chart Assistant
and assist you in updating or
ordering.
(more about this in another

chapter)
Route planning
Route editing
A route that has been created can be

modified in several ways.
Routes can be merged or linked with new
or already existing routes.
They may be printed or transferred into a
table.
Name, XTD, Arrival Circle and Turns can
be visualized on the chart
Routes may be approved and protected.
Route planning
Demo task
Route planning
Creating a Route Schedule
Different schedules can be created and

saved for each route.
• The tidal and surface current can be
taken into account. Values will be
derived from a database (Transas-
Database or Total Tide).
• If an external weather routing software
(such as SPOS) is connected, the routes
may be opened and modified inside
such software. The edited route has to
be re-checked for safety.
Route monitoring
Route monitoring
Introduction
Safety in an ECDIS
The added safety of using an ECDIS will
only be available if a few basic
requirements are met:
• The ECDIS is loaded with ENC charts of
an adequate scale and with the latest
updates
• The user has set appropriate safety
parameters for his ship
• The user has created a route for the
intended voyage and checked it for
safety.
• The user has activated appropriate
alarm functions:
• Route monitoring is active
• Safety frame is active
Route monitoring
To give the student an understanding of

the concept of route monitoring and how
the route monitoring feature in an ECDIS
works
How to allow for automatic safety
monitoring and alarm
• By setting safety parameters
• By using a route
• By using safety frame
Route monitoring
Route monitoring menu
The monitoring menu is opened from the

TASK list menu
Route monitoring
Route monitoring menu
Here you may load a route, and also set a schedule for this route
Route monitoring
Navigational alarms
You may set various alarms for events

and dangers along the route.
These warnings and alarms might include:
• Anti-grounding alarms
• Safety parameters alarm
• Area alarms, Additional Area Alarms
Route monitoring
Area Alarms
Various area alarms can be activated by the user.

An ECDIS is designed to suit a multitude of users and activities. Some of the
alarms might not be relevant to a merchant ship.
Route monitoring
Alarms
While travelling along a pre-planned track, the ECDIS is ready to monitor your ship’s
progress.
When a route has been loaded in “active monitoring” the following features are
available:
• XTD is monitored and can be displayed
• An alarm for Out of schedule is optional
• An alarm for approach of WP and end of track alarm is optional
• An alarm for heading difference from intended leg course is optional
Route monitoring
Safety frame
There might be instances where the officer

of the watch needs to leave the monitored
route due to unforeseen events (to avoid a
collision or to assist a vessel in distress).
The safety frame feature allows automatic
monitoring and warning generation and
works independently of the route.
It is not intended to replace the thorough
process of full voyage planning.
Route monitoring
Demo task
Status indicators and alarms
Introduction
The basic intention behind ECDIS was to create a

system with an automatic anti-grounding
warning function.
Modern ECDIS systems are capable of
supporting the mariner in a number of ways,
also giving a number of different alarms.
If your alarm and warning settings are not
managed well, they might be perceived as too
frequent and too annoying.
In order to use the full benefits of an automatic
alarm generation, you have to set appropriate
values within the system.
To get knowledge and understanding of the

essential functionality and meaning of indicators
and alarms used in ECDIS:
• The meaning of Indicators and alarms
• Differences between indicators and alarms
• How indicators and alarms are displayed
• How to manage alarms settings

Alarm principles
An ECDIS is basically a computer, connected to sensors and other computers. It may

therefore conduct several “computer checks” very accurately.
• Self-test of own computer
• Software and hardware parts communicate properly
• Function of other connected sensors and computers

• Sensors sends the expected messages at expected intervals
• Other computers in the network communicate properly and

exchange the expected information
• User behavior
• How the ECDIS is used and how information is displayed
Alarm principles
Several navigation alarms may be triggered by the ECDIS, but these will need data from multiple
sources.
• From basic settings - Ship main dimensions, speed, stopping and turning characteristics
• From the user - current draught, intended navigational activity and allowed navigational
activity
• Data from the best available ENC charts
• Target data from AIS and ARPA
This means that the most important safety

feature of an ECDIS is still based on
your own input!
Navigational alarms
Having received all neccesary data, the ECDIS may automatically trigger navigational
warnings and alarms in the following areas:
• Safety frame
• Route checking
• Route monitoring
• Collision warnings
Safety frame
The safety frame is comparing ship’s position, course and speed with the best available
ENC chart data. If the safety frame finds that the ship is about to pass over a navigational
object or zone that is not allowed, it will trigger a warning or an alarm
• The safety frame is using the best avaiable ENC chart, even if you are looking at another
chart on the screen
• The user needs to activate the safety frame, select the size of it, and choose which actions
are allowed and which should trigger the alarm
Route checking
Route planning is slightly different in an ECDIS compared to a paper chart.

Since you may plan your route over large ocean areas with just a few clicks of the mouse,
there is a possibility that the route is passing over unsafe areas.
The Route checking tool will compare every meter of a planned route with safety depth,
safety contour and forbidden actions, using the best available charts. Any violation of the
given alarm limits will trigger a warning which is both displayed in text and on the location
of the danger. If route parameters such as XTD are not set properly, there may be quite a
large volume of alarms.
Route monitoring
Route monitoring considers ships current position, course and speed and compares
this with the boundaries of the active route
• A route first has to be created, checked and then activated

• Only one route can be monitored at any given time
• XTD distances of the route must be relevant for the individual legs
• Alarms will be triggered for selected events, such as

XTD distance, WP arrival, wheel over points , etc
• This function is closely related to Track steering

Collision alarms
Your ECDIS is capable of

monitoring CPA and TCPA of
incoming targets from
ARPA/AIS and trigger collision
alarms.
• Your company navigation policy
should determine if collision
warnings should be handled in
the radar or the ECDIS
• Collision warnings both in the
radar and in the ECDIS for the
same target should be avoided
Status indicators and alarms (IMO MC 1.27 C13)
User behavior alarms
Your ECDIS is required to warn the

user for illegal or inappropriate
actions. Such actions might
include:
• Using non-official charts
• Using small scale charts when
there are large scale charts
available
• Over-zooming
Summary of required ECDIS alarms and indicators
Largest scale for alarm A or I Information overscale I

Exceeding off-track limits A Larger scale ENC available I
Crossing safety contour A Difference reference system I
Area with special conditions A or I Route planning across safety contour I
Deviation from route A Route planning across specified area I
Approach of a critical point A Positioning system failure I
Different geodetic datum A System test failure I
Malfunction of ECDIS A or I
A = audible I = indication
Meaning of indicators and alarms
• Indicators give a visual indication of

information concerning the condition or status
of a system or equipment
• An alarm announces by audible means, or

audible and visual means, a condition
requiring attention
Demo task
Alarm management
The ECDIS is a powerful tool, but it is still depending on user input. The user is still required to
manage his entire bridge and the system to receive the full benefit.
• Safety levels and alarm levels should be established in the company navigation procedures
and should be different depending on navigational activity, conditions and bridge manning,
such as
• Open waters
• Coastal waters
• Confined waters – pilotage
• There should be a policy on how to handle different navigational duties, for example:
• Primary position fixing in ECDIS No 1 + sight and hearing
• Collision avoidance (ARPA + AIS) in the radar + sight and hearing
• Situational awareness – look ahead in ECDIS no 2+ sight and hearing
• Alarm management should be applied to support these duties, without unduly disturbance
to the same.
Alarm management – practical advice
• Use different safety settings depending

on activity and bridge manning
• XTD, safety depth and safety contour
might have the biggest influence
• Check-adjust your safety settings as part

of watch handover
• Follow your navigation policy
• If your AIS is connected to your ARPA-
Radar and monitors CPA-TCPA there is no
need to duplicate these alarms in your
ECDIS
Updating
Updating
Introduction
• With paper charts, updating is a

complicated and time consuming
process. After a long voyage the ship
might receive several weeks of NtoMs,
having to apply hundreds of corrections
before leaving port again
• With official ENCs, the weekly update

for the whole world chart folio arrives
on a CD and can be applied in just a few
minutes
Updating
• Know about the production and

distribution of updates
• The essentials of manual, semi-
automatic and automatic updating
• Demonstrate how items which are
added to, removed from or altered on
the original ENC are marked and
indicated
• Realize that only continuously updated
ENC data allows safe navigation
Updating
ENC Updates – What is required?
SOLAS Chapter V, Nautical charts and nautical

publications
Regulation 19: All ships irrespective of size shall have
nautical charts and nautical publications to plan and
display the ship’s route for the intended voyage and to plot
and monitor positions throughout the voyage.
Regulation 27: Nautical charts and nautical publications,
such as sailing directions, list of lights, notices to marines,
tide tables and other nautical publications necessary for
the intended voyage, shall be adequate and up to date.
Oil Companies (VIQ 3rd Ed)

refers to SOLAS Chapter V, Regulation 27
Updating
ENC distribution
ENC charts and ENC corrections are

distributed by:
• Certain National Hydrographic Offices
• RENCs
• Private Companies
Updating
Basic ENC distribution process
Local HO RENC ENC CD SENC
ENC data and corrections are compiled and coded by each national hydrographic office.
Most national hydrographic offices provide their data for distribution via the regional ENC
coordinating Centers (RENC)
The RENC provide all official ENC data to chart suppliers.
Chart suppliers send CDs by mail to each ECDIS ship
Your ECDIS needs to convert ENC to SENC = heavy load for the ECDIS computer, extended
time and normally several conversion errors.
Updating
ENC Updates
Updating with CDs from a RENC
BASE CD 1: Iceland and Norway Base CD 1: Iceland and N
BASE CD 2: Croatia, Denmark, Estonia, Finland, Germany, Latvia, Poland, Russia, Sweden, Ukraine BASE CD 2: Croatia, Den
BASE CD 3: Bahrain, Belgium, France*, Greece, Italy, Netherlands, Portugal, Spain, South Africa and Turkey BASE CD 3: Bahrain, Belg
BASE CD 4: Argentina, Brazil, Chile, Peru and USA BASE CD 4: Argentina, Br
BASE CD 5: Australia, India, Japan, Korea, MSS, New Zealand, Pakistan, Singapore, South China Sea BASE CD 5: Australia, Ind
BASE CD 6: Canada BASE CD 6: Canada
BASE CD 7: UK BASE CD 7: UK
Updating
ENC Updates
Updating with CDs from a RENC
Updates are “cumulative”
This means that on the latest weekly

CD you will find ALL corrections since
the last Base CD
Updating
ENC Updates
To keep your system up to date you need to install:

• The latest base CDs for your areas
• The latest correction CD
An update CD only works with the correct base CDs
It is not possible to use or install older updates or new updates with old base CDs
Base CD 1: Iceland and Norway
BASE CD 2: Croatia, Denmark, Estonia, Finland, Germany, Latvia, Poland, Russia, Sw
BASE CD 3: Bahrain, Belgium, France*, Greece, Italy, Netherlands, Portugal, Spain,
BASE CD 4: Argentina, Brazil, Chile, Peru and USA
BASE CD 5: Australia, India, Japan, Korea, MSS, New Zealand, Pakistan, Singapore,
BASE CD 6: Canada
BASE CD 7: UK
Updating
Flexible Licensing
All ENC licences in an ECDIS used to have the same expiry day -”the birth day”- and
most were only allowed to be licensed for 12 months.
Today most ENC-charts can be ordered for periods of 3, 6, 9, or 12 months.
When a chart license expires, the chart correction service will stop working. The chart
itself therefore becomes un-official. It may however always be shown on the ECDIS,
together with a warning about the expired license.
Updating
SENC distribution process
Local HO ENC providers Transas SENC CD SENC
Some companies have opted to convert the ENC charts to SENC format already
before sending it out by mail or on CD-DVD. This saves time and reduces errors
when installing charts onboard.
With TADS you receive charts and corrections in SENC format.
Updating
Chart ordering and updating via email

Updating
Chart handling
Display Ordering
Installation Receiving
Chart handling utility for all chart operations in Transas Navi-Sailor is carried
out in Chart Assistant
Updating
Chart handling
Order Charts, Licenses or Updates by Route

Updating
Chart handling
Create report of all Chart updates

Updating
Synchronization
Master Back-Up Slave
Synchronize ship’s chart collection databases from one workstation to all

connected stations in the network
Updating
Manual correction
• Manual chart updating

can always be performed.
This might be necessary
when relevant
information is received
onboard but not yet
included in the automatic
update
• Objects contained in an
official ENC can never be
deleted. They can only be
crossed out or new
objects can be added
Updating
Note / Recommendation
• Be sure to update the ECDIS with

weekly update CDs and/or online
corrections
• Logs and reports of update
operations are kept in the system.
Using Transas they can be found in
Chart Manager and Chart Assistant
• Chart Assistant can also produce a
catalogue update status report
• It is important that there is a routine
for ECDIS updates and that the
operations are logged
Updating
Demo task
Risk of over-reliance
Introduction
Traditional navigational skills sometimes appear

to be superseded by over-reliance on new
technological advances and automated features.
The Watch Officer must always be wary how the

system is actually performing in regard to
accuracy and reliability. This requires an
awareness of the deficiencies and risks of the
overall system and its components. It must be
recognized that the quality of the sum of the
information is essentially dependent on the
reliability of the each component of data and
technology. Similar to any system, an ECDIS is not
infallible. It has the same shortcomings that exist
in any technical device.
Recognition of the facts that:

• a potential risk of improper functioning of
the system and of data being inaccurate is
inherent to the system
• displayed hydrographic data is not more
reliable than the survey data on which it is
based
• displayed sensor data is not more reliable
than the respective sensor systems it
originates from
• ECDIS is only a tool that supports the mariner
in the performing of the navigational tasks
• errors/inaccuracies in one subsystem may
influence the performance of other
subsystems and potentially render the ECDIS
useless
Grounding of the ROYAL MAJESTY
near Nantucket USA
Running off the course

Grounding of the ROYAL MAJESTY near Nantucket USA
• The ship sails from Bermuda towards Boston

• The GPS is connected to the Gyro Compass and Speed log (!)
• When departing Bermuda the GPS antenna connection breaks.
• The GPS switches to DR and keeps sending positions to the IBS
system
• The IBS uses this position from GPS for track steering
• The IBS is using DR to check the GPS – it matches well!
• The IBS is not capable of using the Loran-C receiver
• The Loran-C position is different from the GPS position
• The ship is in open waters for 31 hours
• The vessel passes a buoy, as expected, but cannot read the
buoy number
• There are still no islands or racons visibleto make a landfall fix
• Depths are too unreliable to assist in positioning
• 1,5 hours later red and yellow lights are observed.
• The OOW does not check which lights they may be
• 2 hours later the OOW fails to see the BB buoy
• Instead the vessel travels on through „white and blue“ waters
• 30 minutes later the vessel had run aground
• When the vessel ran aground they could observeNantucket on
the radar on the12NM scale
• Royal Majesty grounded about 17 miles west of intended route
Safety issues, examined in the report
• Performance of the Royal Majesty's integrated bridge system and the global
positioning system
• Performance of the Royal Majesty's watch officers
• Effects of automation on watch officers' performance
• Training standards for watch officers aboard vessels equipped with electronic
navigation systems and integrated bridge systems
• Design, installation, and testing standards for integrated bridge systems
Use all available means
The use of ECDIS does not relieve the officer

of the watch from his duty to use all
available means.
The ECDIS is a single unit that consolidates
several sensors and the navigation chart.
Any error in a sensor, the chart or the ECDIS
itself, may lead to a dangerous situation.
The officer of the watch should therefore
conduct regular checks of all connected
sensors, the back-up ECDIS and use sight and
hearing as well as all available means to fix
ships position and progress.
Sensor errors
The main sensor for your ECDIS is the EPFS.

The officer of the watch should familiarize him or
her self with the EPFS, know its menus and where
the antenna is located.
A quick check of the unit should include:
• Power on
• All cables and connectors appear OK
• Several satellites are being tracked, and they
have an OK value for SNR – (signal strength)
• The HDOP value is low – normal might be 0,5 –
3, high is any value above 4
• RAIM settings are OK and indicate safe
• Position is being updated every second
• Chart datum is set to WGS-84
• If DGPS is in use – the station in use is near by
• If DGPS is in use – corrections are being
received for most satellites
Sensor errors
Whenever considered safe, periodical tests should

be conducted, to demonstrate error modes and
back-up arrangements.
Turn your primary EPFS off
• wait to see how long time it takes for any alarm
to trigger
• see how the ECDIS reacts, what happens with
position fixing
With your primary EPFS in normal operation, block

the antenna entirely, by placing a bucket or similar
on top of the antenna.
• See what happens with SNR, HDOP, RAIM
• Wait to see how long time it takes for any alarm
to trigger
• See how the ECDIS reacts, what happens with
position fixing
If a second EPFS is installed, also try the same on

this unit.
Sensor errors
Gyro input will control the alignment of the ship‘s

contour and heading marker, and may therefore
influence both ships position and what the officer
of the watch is expecting to see in different
directions.
A simple check like steering towards (or taking the
bearing of ) a visual charted object will quickly
determine any errors.
Gyro and log input will together dictate the
direction and length of own ships vector.
If the difference between the two vectors (gyro-log
versus COG-SOG) are large, it should be determined
if this difference is due to ship‘s drift or due to
sensor error.
Chart errors
ENC charts are normally based on new surveys and

are always in WGS-84.
The ENC production is however new to most
countries and there have been a few instances
where ENC charts have contained errors and
updates to ENCs have been slower than updates to
paper charts.
In any case, there might still be shallow areas that
have not been found yet, and due to sand drift,
silting, earth quakes, dropped objects, etc. depths
might have changed since they were last surveyed.
Route planning and navigation should preferably be
performed along the same tested shipping lanes
and with the same safety margins as in the days of
the paper chart
Your echo sounder is still a valuable tool to confirm
or challenge depth below keel.
ECDIS errors
Your ECDIS is an industrial type computer and has been

through tough testing for before being approved to be
put onboard a ship.
Even so, something might fail. A single component failure
may affect a single function or the whole ECDIS.
Most errors should be immediately obvious to the officer
of the watch, and also detected by the back-up ECDIS but
in rare occasions an almost invisible „freeze“ of the
computer might occur, and may go undetected for some
time.
There have also been events where duplicate units of
other marine equipment have had the same software
fault whereby they both stopped working at the same
time.
It might be advisable to reboot ECDIS computers
periodically, with different re-boot times for main ECDIS
and back-up units.
Human errors
The change from paper chart based navigation to ECDIS is a

major shift.
Initial studies show that marine safety is in fact improved
with ECDIS. Even so, we will most likely see an ECDIS-aided
collision or grounding.
Only when a large group of ships is using ECDIS for primary
navigation will we see the full effect of the ECDIS on
navigational safety and the behavior of masters and officers.
The shipping industry should therefore remain humble,
investigate accidents and near misses properly and
cooperate closely with research projects and studies, ready
to change training, equipment design and procedures
accordingly.
Each officer or Master should commit fully to the new
technology and take in all the benefits, while still
maintaining a hint of skepticism. New training and
procedures should be adopted and ample feedback be given
to the company.
During planning and navigation he should always remain
focused on the overall goal of improved safety of life,
property and the environment. With all available means.
TRANSAS ECDIS
WORKBOOK
1
Copyright ©2011 Transas Marine Limited. All rights reserved.
The information contained herein is proprietary to Transas Marine Limited and shall not be duplicated in
whole or in part.
Every reasonable effort has been taken to ensure that the information contained in this manual is
complete, accurate and correct at the date of its issue. Nevertheless, Transas assumes no responsibility
for any error or omission and in no event shall Transas be liable for any loss of business or profit, or for
any direct or indirect, incidental or consequential damages arising out of any use of this manual.
Note: The information contained herein is subject to change without notice. Some information
contained in this manual may also be inaccurate due to the changes in the product since this version of
the manual was completed. As a reference for the correct handling of the product the original
documentation of the product should be used.
2
Table of Contents
Transas Navi-Sailor 4000 & ECDIS Demo ...................................................................................................... 5
Introduction .............................................................................................................................................. 5
Types of electronic charts ......................................................................................................................... 6
Questions 1 ........................................................................................................................................... 7
Basic Functions .......................................................................................................................................... 8
Monitor & Keyboard ............................................................................................................................. 8
Display Modes ....................................................................................................................................... 9
Cursor Modes ......................................................................................................................................10
Numerical Entries ................................................................................................................................11
Exercise 1.............................................................................................................................................12
Control Panel ...........................................................................................................................................13
Display Mode Panel Dropdown Menu ....................................................................................................14
Setting Safety Parameters .......................................................................................................................15
Exercise 2.............................................................................................................................................17
Alarms and Warnings ..............................................................................................................................18
Customize the Display .............................................................................................................................21
Four shades vs. Two shade..................................................................................................................23
Basic Navigational Functions ...................................................................................................................24
Ouestions 2..........................................................................................................................................26
Route Planning ........................................................................................................................................27
Questions 3 .........................................................................................................................................30
Exercise 3.............................................................................................................................................31
Exercise 4.............................................................................................................................................32
Exercise 5.............................................................................................................................................33
Exercise 6.............................................................................................................................................34
Route Monitoring ....................................................................................................................................35
.............................................................................................................................................................37
Ouestions 4..........................................................................................................................................37
Maps ........................................................................................................................................................38
Exercise 7.............................................................................................................................................42
Risk of Overreliance ................................................................................................................................43
Ouestions 5..........................................................................................................................................49
Chart Assistant ............................................................................................................................................50
3
Introduction ............................................................................................................................................50
How to do your settings ..........................................................................................................................51
Install your Chart & License.....................................................................................................................53
Order Chart Licenses by Route ................................................................................................................57
Update via CD ..........................................................................................................................................63
Obtaining Chart Correction .....................................................................................................................66
How to use the official chart corrections ................................................................................................68
Update via Email .....................................................................................................................................69
Answers to Exercises and Questions .......................................................................................................74
Questions 1 .........................................................................................................................................74
Exercise 1.............................................................................................................................................74
Exercise 2.............................................................................................................................................75
Questions 2 .........................................................................................................................................76
Questions 3 .........................................................................................................................................76
Exercise 5.............................................................................................................................................77
Exercise 6.............................................................................................................................................77
Questions 4 .........................................................................................................................................78
Questions 5 .........................................................................................................................................78
4
Transas Navi-Sailor 4000 & ECDIS Demo
Introduction
Purpose:
The main goal of this ECDIS Demo Workbook is to provide the vessel’s crew with knowledge,
understanding and proficiency in the use of Navi-Sailor 4000 ECDIS and Chart Assistant Utility. It is
designed for getting started with the Basic Functions of Navi-Sailor 4000 Software and train usage with
the Try ECDIS Demo software.
Entry Standards:
The workbook is designated for nautical officers and other persons with responsible duties in navigation
work.
Those wishing to work with this material should have experience in performing chart and radar work
and should be able to practice all usual tasks concerning standard navigational procedures and
equipment. They should be familiar with standard computer, including elements such as windows,
trackballs, etc.
5
Types of electronic charts
There are different principal types of electronic charts on the market.
Raster (ARCS, Seafarer, BSB, NOS Geo):
A scanned paper chart is similar to a photograph (what you see is what you get).
Advantages:
• Inexpensive to produce for the hydrographic offices
• Similar to paper charts in lookalike and presentation
Disadvantages:
• “Dead charts”
• Limited zoom-options
• Requires large memory capacity
• Expensive to correct. Correction of a chart requires the whole chart to be replaced(a lot data)
Vector (TX-97, ENC, C-Map93, DNC, VPF):
Digitalized paper charts: every object is defined and grouped in layers that can be selected in ECDIS
within set safety parameters.
Advantages:
 Optional information (customized settings)

 Good zoom options
 Easy to correct. Only the actual corrected object needs to be sent / received.
 Requires little memory capacity (quick loading)
 Information can be added (files, pictures etc.)

Disadvantages:
 Expensive and time demanding production

 Layout can be a bit different from paper charts
ENC-charts (Vector Charts):
The only approved chart type for an ECDIS system.
Official chart data supplied from the national hydrographic office in each country.
Distributed, validated and encrypted to S-63 by a few approved institutes (RENC).
The chart distributor (Transas) receives ENC data from the approved institute.
In return, the Hydrographic Office (HO) receives a royalty based on the number of sold charts.
The chart distributor must be certified by RENC.
There is a good coverage of ENC-charts today with the primary and important areas covered and the
majority of the world will be covered within the next or the following years.
6
SENC (System ENC):
SENC is an internal system format of ENC’s that is unique for each ECDIS vendor (e.g. Transas, Furuno,
Kelvin Hughes) and has its own SENC format.
Transas SENC can only be used in a Transas ECDIS just as Furuno’s SENC only can be used in a Furuno
ECDIS, etc.
Onboard conversion from ENC to SENC is very time-demanding and no errors can be corrected.
Transas converts the ENC data to Transas own SENC format and corrects occurred errors already before
it reaches the end-user. From an end-user's point of view the distribution of official data in a SENC
format has the major advantage that there is no compilation of data required onboard when installing
the data in the ECDIS system.
Not only does this save time (reduces the installation and correction time due to a 40% reduction of
data volume) but it also means that the navigator on the bridge is never faced with the problem of
handling errors that may arise in a compilation process.
The Transas SENC distribution is type approved by the DNV and IC-ENC.
The SENC collections include the same ENC data as PRIMAR Stavanger and IC-ENC.
TX-97 is a Transas own chart format.
TX-97 charts are not official charts, even though the TX-97 is made of ENC-data and has the same
accuracy, and cannot be used for paperless navigation.
Questions 1
1. Which chart type is similar to the traditional paper chart?
2. Which chart type is capable of activating chart based alarms?
3. It is stated as advantage of vectorized charts to have good zoom option! Think about possible
disadvantages.
Answers to the questions can be found on page 74
7
Basic Functions
Monitor & Keyboard
The Monitor is divided in several parts which may be shown or disabled on the users’ behalf. On 27‘‘
Wide Screen displays the Conning Panel is shown on the left side as default setting.
The system has a keyboard and a trackball with left and right mouse button to operate the different
functionalities. There are different short keys to access several major functions or ease the operators’
tasks.
8
Display Modes
The look of the Display can be modified and should be customized due to the navigational status of the
vessel and the intention of the operator.
To hide the Control Panel activate the field in the lower right corner of your display. Via the “Show
Button” the Control Panel will be accessible again.
If working with a live running system the screen may be divided into two separate windows, by pressing
the Dual Button on the left the chart panel.
9
Cursor Modes
To operate the Chart panel we have three different cursors forms with specific Functions.
1. View Cursor
2. ZOOM Cursor
3. ERBL Cursor
To switch between the functionalities press the right mouse button. To activate the specific task in the
chart panel push the left mouse button in the Chart panel.
Activated, the cursor will change its color and presentation. The cursor is now caught in the chart panel
area. To leave the functionality, push the right mouse button and the cursor is free again.
When a special cursor is activated simultaneously the Information Window will appear on the lower
right side of the ECDIS screen. This window gives the geographical Position of the cursor, Bearing and
opposite Bearing and the Range as a minimum. Depending which functionality is activated there are
more fields to operate. By pressing the TAB-Button you can type in values for the specific field.
10
Numerical Entries
Whenever the Cursor is displayed orange
coloured, there is the Information
window opened on the right side.
The User is able to get access to that
window by pressing the TAB key of the
keyboard.
Now you may alter a certain value via the
keyboard.
The specific Layout of the

information Window will differ in
accordance with the selected
functionality the user selected.
11
Exercise 1
1. Activate the view cursor.
2. Enter the information window by pressing the TAB button.
3. Go to position 60°34.450` N 028° 25.390É and watch how the cursor jumps to that position. You
will find a Lighthouse there. Read out the information concerning this Lighthouse using the
information cursor (Pick report). What can you find there?
4. Change to the zoom cursor and try how to handle by zooming in to a harbor starting from
position 60° 04.791Ń 029°31.080É. Which harbor you can find in vicinity?
5. Change to the ERBL cursor and measure the distance to the buoy in Position 54° 37.692Ń 007°
55.182É. What is the distance and which buoy you can expect (use also the information button
to find detailed information)?
6. Off center the ERBL cursor and measure the distance between two the buoy from Nr. 5 and the
southern cardinal buoy in south easterly direction. How far is it and in which direction is it
precisely?
12
Control Panel
Starts different additional tasks like Navi – Radar,

Conning or the Alarm monitoring system.
To activate the display of ARPA or AIS-Targets
Display of Alarms and Warnings
Display of UTC, by pressing the Clock Symbol Ships

time.
Display of the Geographical Position derived from
the Primary Positioning Sensor
Course and Speed over Ground derived from

Primary Positioning Sensor
Ships Heading derived from the Gyro
Speed derived from the Log
Name and Scale of the displayed charts.
The Config Panel Dropdown Menu enables the

display of different Tables.
The Event Button creates an Event in the System

Logbook and enables 20 sec. Of Voice Recording
The Transas ECDIS works with the Geodetic

Reference System WGS-84
13
Display Mode Panel Dropdown Menu
This overview gives all available possibilities of the ECDIS System; it may differ from yours depending
on software version and licensed items you purchased.
14
Setting Safety Parameters
The Safety frame group is intended for setting the size of the frame, which will be used for the chart
data analysis and for the generation of the Antigrounding alarms, Area alerts and Navigational alarms.
• Ahead - window for the input of advance time for alarm/warning generation.
The time value determines the length equal to the distance covered by the ship proceeding at the
current SOG. If the zero value is set, warnings are generated when the ship symbol crosses the area
limits:
• Port - to set the width of the corridor to the left of the ship;
• Starboard - to set the width of the corridor to the right of the ship;
• Show safety frame - to display the safety frame on the ECDIS.
15
Safety contour is a set value, which determined the safety contour depth.
The safety contour is highlighted on the ECDIS task screen with a bold line. Safety Contour parameter
cannot be larger than Safety Depth parameter. If, however, the operator sets a larger value, the same
value is automatically assigned to Safety Depth parameter. And the other way round, if an operator sets
a smaller value for the Safety Depth parameter, the same value is automatically assigned to Safety
Contour parameter. If, with a change of chart set under the ship position, the previously selected safety
contour becomes unavailable, Safety contour alarm is generated. In this case, the safety contour is
automatically set as equal to a deeper available depth contour.
Safety depth - operator-set value which, in the check of an area delimited with Safety frame, serves as
a criterion for classifying the detected depth as a danger to navigation.
A depth equal to or less than the Safety depth is highlighted on the ECDIS task screen in bold type
when the display of spot soundings is turned on. If such danger is detected, Nav. Danger alarm is
triggered off.
16
Exercise 2
1. Set the Safety contour and the Safety depth to the same value of 10m.
2. Use the View cursor and go to Position 01°11,120Ń 103°47,639´ E read out the corresponding
information by using the Info cursor.
3. Set both values to 15m. What can be observed?
4. Can you see an unknown Symbol on your screen which is corresponding on your set values?
5. Go to Position 01°11,120Ń 103°47,639´ E and read out the information by using the information
cursor. Which content is corresponding to the new symbol?
6. Now change the value of safety depth to 8m. What can be observed?
17
Alarms and Warnings
Most of the Alarms are set at the Monitoring menu.
It depends on the navigational status of the vessel which Alarms make sense in being activated.
If the wrong settings are made Alarms may not be considered or may be acknowledged without paying
attention to it.
Special Alarms and Warnings for example:

• CPA Alarms
• End of Watch Alarm
• Waypoint and Route generated Alarms
are set and activated in the specific menu they are related to.
(TARGETS, CONFIG, MONITORING)
18
Alarms & Warnings are displayed in the Alarm Monitoring Window of
the Control Panel.
It contains:
Kind of Alarm/Source/Kind of error
They can be acknowledged via the mouse cursor or the Alarm button
on the dedicated keyboard.
Alarm Status Font Color Flashing Signal
Active unacknowledged Alarms Bold Red Yes Yes
Active unacknowledged Alarms Silent e.g. Bold Red Yes No

ARPA
Active acknowledged Alarms Bold Red No No
Non-Active unacknowledged Alarms Normal Red Yes Yes
Non-Active acknowledged Alarms No No No No
Active unacknowledged Warnings Bold Orange Yes No
Active acknowledged Warnings Bold Orange No No
Non-Active unacknowledged Warnings Normal Orange Yes No
Non-Active acknowledged Warnings No No No No
19
In the opened Alarm or Warning field you can follow all Alarms with the time they triggered off and their
current status.
The sound of an alarm will stop if the operator acknowledged it, Warnings will stop the sound after 2
seconds automatically.
A list of the most common Alarms is stated at the Functional description Manual of Navi-Sailor 4000
(Page 179).
20
Customize the Display
Optimizing your ECDIS Display

The ECDIS has four different display
settings:
BASE – not allowed for navigational used
STANDARD – First display setting that

might be used for navigation
CUSTOM – May be customized between

Standard and all layers upon the
customers’ needs
ALL LAYERS – Shows all available Layers of

a vectorized Chart
21
For setting up your Display you have to enter
the charts menu via the task list.
LAYERS TAB
The Layers tab contains all settings for
vectorized charts. There is also no right or
wrong setting. You should decide between the
items shown on the chart panel also on the nav.
status and the intentions of the vessel.
ENC TAB
The ENC tab would only change the lookalike of
official ENC Data.
REMEMBER:
ALL SETTINGS MADE IN THIS MENU DO ONLY
EFFECT THE PRESENTATION OF CHARTS; THERE
IS NO FURTHER BENEFIT LIKE CREATING
ALARMS OR WARNINGS DUE TO THE SETTINGS
MADE:
22
Four shades vs. Two shade
Situational Awareness:
Activating the four shades mode the display related Shallow and deep contour will be show as two
additional blue colored patterns on the chart panel.
The user must now distinguish between maneuverable water and non-navigable water. A help could be
reached by activating the “shallow Pattern” which crosses out the non-navigable waters.
This might lead to a cluttered screen.
Sailing in two shades Mode with proper set safety depth values the user can easily differ between Good-
White (black during night vision) and Bad-Blue displayed contours.
23
Basic Navigational Functions
The safety contour is displayed on your chart as a grey bold line separating navigable from non-
navigable waters.
The ”Route check” and “alarm“ features will use this separation between navigable and non-navigable
waters for alarm functionality. Also, the overall display features change according to the safety contour
values.
24
Depending on the safety parameters, the display
mode and the position of an object, its presentation
style might change in order to indicate a danger.
Example - Isolated Dangers:
The symbol for an ”isolated danger” will change
depending on your safety contour.
If the isolated danger has a safe passing depth less
than your safety contour, it will be considered ”Not
safe to pass over” and the top warning symbols will
be in use.
If the safe passing depth is more than your safety
contour, the isolated danger becomes insignificant
and is only shown if selected in chart layers and
according to the blue symbol.
The same happens if the isolated danger lies in
waters already declared non-navigable by the
safety contour.
25
Ouestions 2
1. Which display mode is allowed for proper navigation?

2. When the user is setting the safety contour value, which contour line is selected by the ECDIS
computer?
3. What is the significant difference between these two S-52 chart symbols?
4. Buoys, Beacons and other aids to navigation are only displayed in which display mode?
5. Which menu icon can be used if you are not sure what the charted symbol stands for?
6. What is the horizontal datum for geographic position on an ECDIS?
7. What is the major difference between ENC vector charts and other vector charts?
8. Which Chart is the safety frame performing checks on?
9. In what order are the alarms listed in the control panel drop down?
10. What happens if clicking left in the chart area?
26
Route Planning
A route aims to establish the most favorable way to a destination, while maintaining appropriate safety
margins in regard of navigational and anti-collision hazards.
The Transas ECDIS system has several features to facilitate route planning:
• ETA - It is quite simple to do a quick assessment on arrival time to a port.
• Route plan - the planning of waypoints, route legs, turn radiuses and safety distances may be
conducted in the ECDIS.
• Calculations regarding tide levels and tidal streams are available, allowing for full UKC
calculations.
• The resulting route plan may be printed in tabular form or uploaded to connected radars, GPS
units etc.
• Load Route - to load a route for viewing or editing by the name selected from the list;
• Unload Route - to unload a route by the name selected from the list;
• Focus on Route - to promptly find the active route on the NS Chart Panel;
• WP Editor - to turn on the graphic route editor;
• Save - to save the active route;
• Name - to enter the active route name.
27
Waypoints may now be created by moving and left clicking the mouse.
The waypoints will be listed by latitude and longitude in a table and a route will be generated.
This route will have default XTD settings of 0.10 NM and turn radius 0.10 NM.
Waypoints and XTD may be edited by click and drag. Alternatively, any data may be edited by entering
new values in the waypoint table or in the graphic mode by entering the information window (Tab) for
the upcoming Waypoints.
28
When all the waypoints seem to be OK, the values for Turn radius and XTD should be adjusted to ensure
that the safety margins are adequate.
In areas where safety margins are narrow, special caution should be exercised in accordance with your
company’s navigation policy.
Precautions might include bridge manning, speed and engine readiness, requirements for daylight and
visibility, requirements for tidal levels and speed and direction of wind and currents.
When the route is completed, there is a feature whereby an automatic safety check might be made for
the entire route and all the charts that are affected.
The safety check will be made using your safety parameters and pre-programmed maneuvering
parameters.
Transas Marine recommends that all routes are thoroughly checked both manually and automatically
before being put to use.
A route that has been created can be modified in several ways.

Routes can be merged or linked with new or already existing routes.
29
The ECDIS needs ENC charts of an appropriate scale and with the latest corrections in order to improve
the safety of your ship.
Should you find that you need to update or purchase ENC licenses, the route you have created might be
opened in the Transas Chart Assistant and assist you in updating or ordering.
(more about this in the Chart Assistant chapter)
Questions 3
1. How can you create or change a route plan?

2. Name the different types of route legs available in your ECDIS?
3. Why is it necessary to also have a manual route check besides the automatic check?
30
Exercise 3
Plan a route from Le Havre (FRA) Lt to Liverpool (UK).

• Choose Voyage Planner
• Choose New
• Place the cursor where you want the route to start and then left click.
• Then place waypoints at appropriate positions.
• After placing the final waypoint, please right click twice.
• Now save the created route by filling in Le Havre-Lpool in the empty text field and press Save.
• The route is now saved under the name Le Havre-Lpool.
Plan a route from Liverpool to Dublin according to prior example and save it as Lpool-Dublin.
31
Exercise 4
Now you will a make route go the opposite way.

• Load the route Lpool-Dublin.
• Choose Edit Options.
• Choose Reverse.
• And save the route under the new name Dublin-Lpool.
Now you can see that the waypoint numbers are reversed. Always control the direction of a route when
you activate it!!
Now you will link two routes together. You are supposed to have a route going Le Havre - Lpool-Lpool -
Dublin.
• Load the route Le Havre-Lpool.
• Make sure it goes in the right direction.
• Choose Edit Options.
• Choose Link .
• Choose Lpool – Dublin.
Now control that the route goes as planned- if not- TROUBLE SHOOT! Save the Route using a new name.
Note: The link goes from the highest numbered waypoint in the loaded route to the lowest numbered
waypoint in the linked route.
32
Exercise 5
Create a new route using the positions from the Waypoint list.
WP 1: 36ᵒ 52.805 N 076ᵒ 19.823 W
WP 2: 36ᵒ 57.886 N 076ᵒ 20.459 W
WP 3: 36ᵒ 47.457 N 075ᵒ 44.251 W
WP 4: 25ᵒ 55.426 N 069ᵒ 12.223 W
WP 5: 49ᵒ 37.138 N 004ᵒ 48.823 W
WP 6: 51ᵒ 24.647 N 000ᵒ 36.174 E
• Name WP and the route from your departure place to the port of arrival
• As you see the route has to be adjusted
• Make changes in the routes, you may use both graphically and tabular method.
• Do not forget to save occasionally.
Check route (according to set safety parameters).

• Choose Check route
• Click on Play
If a lot of alarms occur, please check safety parameters and make a new check!
One of the most common settings that need to be changed is the “Check on scales larger than”. You are
probably not interested in safety contours on overview-charts smaller than 1:200 000. This will reduce
the number of alarms a lot.
If you lose yourself in the chart, press Focus Button!
When you are satisfied with your route plan, you can activated it and make it integrate with the system
by pressing Monitor. The route will now turn red. You can only make changes in a route plan (blue
route), not in a red route.
Do not forget to also adjust your XTD value if you plan narrow passages.
33
Exercise 6
Go to the Simulation Tab and load the Singapore Scenario in Routes and Scenarios. The ECDIS Demo
Software changes to Demo Mode. Change to the Voyage Planner and create a new Route by planning 10
Waypoints along the displayed red Route. Save it under “Singapore approach”. Then again select NONE
in Scenario under the Simulation Tab.
Load Singapore approach and carry out a Route check using 5m as safety contour and depth value.
Change to the Schedule View of the table. Enter following data in the voyage plan table:
 ETD: 01-11-12 15:00 (from first waypoint)

 ETA: 01-11-12 19:30 (last waypoint)
Choose Schedule calculation and press the play button. Safe the result as SING app 1 by entering the
Name and click on Create Schedule.
What speed should you keep: ____________kn.
Activate Schedule 1 delete the ETA by clicking right in the cell and scroll to clear cell then enter 14 kn at
the speed column. Click again right and choose fill cells down. Safe that schedule as SING app 2
When will you be at the last waypoint if you keep the entered speed?
Between WP 7 and WP 8 there is the Western Pilot Boarding ground. Plan a stop at WP 7: and stay there
for 0.5 hours. ETA at the last WP is 01-11-12 18:30 if you sail with the speed of 12 kn to WP 7 what is
your SOA for the last 3 WP? Save the schedule under SING app 3.
Select the schedule 1 tab and activate Tidal currents and Surface currents under schedule calculation.
What SOA is now needed to arrive in time?
Use the Quick Distance Calculator in Edit options to calculate distance between WP 7 and WP10.
34
Route Monitoring
The added safety of using an ECDIS will only be
available if a few basic requirements are met:
• The ECDIS is loaded with ENC charts of an
adequate scale and with the latest updates.
• The user has set appropriate safety
parameters for his ship.
• The user has created a route for the
intended voyage and checked it for safety.
• The user has activated appropriate alarm
functions:
o Route monitoring is active.
o Safety frame is active.
The Monitoring menu is available over the Task list.
35
Various area alarms can be activated by the user.
An ECDIS is designed to suit a multitude of users and activities. Some of the alarms might not be
relevant to a merchant ship.
You have to consider that there is no overall setting for an appropriate Alarm generation. It is
dependent on the area you are operating in and your intentions.
Please keep in mind that Alarms may also differ between Voyage planning and Route monitoring.
36
While travelling along a pre-planned track, the ECDIS is ready to monitor your ship’s progress.
When a route has been loaded in “active monitoring” the following features are available:
• XTD is monitored and can be displayed.
• An alarm for Out of schedule is optional.
• An alarm for approach of WP and end of track alarm is optional.
• An alarm for heading difference from intended leg course is optional.
There might be instances where the officer of the watch needs to leave the monitored route due to
unforeseen events (to avoid a collision or to assist a vessel in distress).
The safety frame feature allows automatic monitoring and warning generation and works independently
of the route.
It is not intended to replace the thorough process of full voyage planning.
Questions 4
1. How a monitored route is presented and is it possible to monitor more routes at the same time?
2. How can an actively monitored route be changed?
3. State the relevant steps you need to follow to monitor a route and maintain safety?
37
Maps
The function Maps offers the possibility of adding, changing or deleting any object in a chart the same
way as in a paper charts and enables the user to create several user charts as an overlay to the
presented ENC chart. It is the navigators pencil for no go areas or remarks he has to the chart which is
displayed.
Maps are saved in one separate data layer.
Unfortunately there is no mechanism to replace manual updates when automatic updates are received.
If a manual correction is done to an object and the same object is later changed by an automated
update, the manual correction will still exist.
Therefore the user has to manually delete all manual updates as soon as the automatic updates are
applied.
Within the Maps Table we have the opportunity to create:

• Areas as polygons or
circles (No Go Areas)
• Symbols, lines, text
and depths can be added
(useful in voyage
planning)
• Attachments such as
pic’s or documents can
be added to any object
and will be displayed
with the info tool.
• Own symbol libraries can
be implemented on
request
38
To display Maps panel select the appropriate tab on the panel bar.
Maps panel consists of the following groups:
Group for the control of the user chart object display consists of the following elements:
• On – to turn on the display of the active layer on the electronic chart;
• Save – to save the user chart;
• Attachments – to turn on the highlighting of objects with attached files;
• Deleted – to turn on the highlighting of deleted object;
• Colour – to turn on the orange colored lighting of all the user chart objects.
Area for Creating and Editing Objects in the active layer contains the following elements:
• New Object - to plot a new object on the chart;
• Edit Object - to select an existing object for editing;
• Shift Object - to select and move an existing object;
• Shift All Objects - to move all the objects to the distance;
• Delete Object - to select and delete an object;
• Restore Object - to select and restore a previously deleted object;
• Attachments - to assign "attached file" attribute by selecting a file from a list.
39
Area for selection of Object Category and Type contains 5 windows:
• Symbol - provides a point object symbol library;
• Lines - provides a symbol library of various line and area types;
• Depth - window for the input of the distinctive depth object value;
• Text - window for typing the text object characters;
• Circles - provides a symbol library of various circle line and area types.
Object Attributes Editing area contains the following elements:

• Colour palette - to assign "object colour" attribute to the object;
• Attributes - to open the window of the rest of the object attributes;
• Text - to assign "object text";
• Info - to assign "object information" attribute;
• Depth - to assign "object depth" attribute;
• Clear attributes … - to cancel all the attributes for each new object.
40
Find Object page consists of two elements:
Object Parameters Area:
• Object symbol;
• Type - object category;
• Danger - object status as a danger to navigation;
• Modified - date and time of the most recent change of the object except the change of its
geographic position;
• State - object status (deleted/ modified etc.).
41
Exercise 7
Activate User Chart by pressing ON.

1. Draw a square with an anchor-sign (Square Center) within it. All sides should be approx. 2 nm.
Start at position 54ᵒ 05.190´ N 007ᵒ 24.675´ E
2. Write the name of your ship inside the square.
3. Save the map.
4. Add a new object including the text “WRECK” and add a danger depth of 8 m.
5. Move the object approx. 0.5 nm west from its original position.
6. Save the changes into the current layer.
7. Create No-Go Areas using the Maps tool and familiarize with the different Object categories.
42
Risk of Overreliance
The training in ECDIS operational use should address:
• the limitations of ECDIS as a navigational tool,
• potential risk of improper functioning of the system,
• system limitations, including those of its sensors,
• knowledge of principal types of ARPA/ECDIS/AIS, their display characteristics, performance
standards and the dangers of over reliance on ARPA/ECDIS/AIS,
• hydrographic data inaccuracy; limitations of vector and raster electronic charts (ECDIS vs. RCDS
and ENC vs. RNC), and
• Potential risk of human errors.
Emphasis should be placed on the need to keep a proper look-out and to perform periodical checking,
especially of the ship’s position, by ECDIS independent methods.
IMO. STCW.7/Circ.10 (2001)
The use of ECDIS does not relieve the officer of the watch from his duty to use all available means.
The ECDIS is a single unit that consolidates several sensors and the navigation chart.
Any error in a sensor, the chart or the ECDIS itself, may lead to a dangerous situation.
The officer of the watch should therefore conduct regular checks of all connected sensors, the back-up
ECDIS and use sight and hearing as well as all available means to fix ships position and progress.
43
The main sensor for your ECDIS is the EPFS.
The officer of the watch should familiarize him or herself with the
EPFS, know its menus and where the antenna is located.
A quick check of the unit should include:
• Power on
• All cables and connectors appear OK
• Several satellites are being tracked, and they have an OK value for SNR (signal strength)
• The HDOP value is low - normal might be 0,5 - 3, high is any value above 4
• RAIM settings are OK and indicate safe
• Position is being updated every second
• Chart datum is set to WGS-84
• If DGPS is in use - the station in use is near by
• If DGPS is in use - corrections are being received for most satellites
44
As mentioned the charted information in ENC is as it is on paper charts dependent on the surveyed
information the national Hydrographic offices provided.
These inaccuracies may be considered by displaying the M-Quality Objects from the Chart menu of the
Task list.
45
Your ECDIS is an industrial type computer and has been through tough testing for before being approved
to be put onboard a ship.
Even so, something might fail. A single component
failure may affect a single function or the whole
ECDIS.
Most errors should be immediately obvious to the
officer of the watch, and also detected by the back-up
ECDIS but in rare occasions an almost invisible
„freeze“ of the computer might occur, and may go
undetected for some time.
There have also been events where duplicate units of
other marine equipment have had the same software
fault whereby they both stopped working at the same
time.
It might be advisable to reboot ECDIS computers
periodically, with different re-boot times for main
ECDIS and back-up units.
46
Human Error
Preconditions for unsafe acts:
1. Internal:
 physiology (illness), mental state

(fatigue, distraction)
2. External:
• mismatch between the

operator's ability and the task demands (lack of training);
• poor crew resource management (issues such as leadership and communication);
• poor personal readiness practices (e.g., violating the crew rest requirements in
aviation);
• Organizational influences (human or financial resources, structures, policies, culture,
procedures, schedules, oversight).
47
Keep in Mind:
1. Same errors as in a paper chart, always

depends on the survey.
2. Sensor input plausibility?
3. Correct safety parameter settings?
4. Charts corrected?
5. Use with experience
6. Proper navigational work is still required!
7. Do not just ‘follow the red line’!
8. Never trust one system alone.
9. Look out of the window!
48
Ouestions 5
1. Which Elements may cause possibly errors in display or any other failure in an ECDIS?
a. Inputs from sensors
b. Sensor settings
c. The ECDIS hardware
d. The charts
e. The charts
f. The ECDIS software
2. What means of checking the functioning of the ECDIS are available to the OOW?
a. ECDIS built-in alarm system?
b. Checks of the sensors that are connected to ECDIS
c. Position fixing by other means
d. ECDIS back-up unit
3. Which of the two ZOC icons represent best survey accuracy?
49
Chart Assistant
Introduction
The ECDIS Demo contains a built in chart folio
for certain areas. The updating process is just
simulated. To give you an understanding how
the updating of a real Transas ECDIS System
may look we inserted the following pages.
The Chart Assistant application is build to
fulfill all actions regarding your chart folio.
Starting the application you have the choice
between a CA Wizard and the Chart Assistant
for advanced users. The Wizard will guide you
through a limited amount of actions CA is
capable of.
As mentioned in the Chapter Charts Transas ECDIS is capable to display multiple chart formats.
Depending on your chart supply and company regulations, you have to choose which charts you have on
board.
50
How to do your settings
Getting started with the Chart Assistant we
recommend running the Chart Assistant
application for advanced users. All possible
actions now can be carried out.
After you started the following window will appear. In the top left corner you have to change to SENC
(TADS Service) chart format.
51
By entering the Ships collection Tab you have to choose the Configuration Button to open the Config
dialog box. Go to email Panel.
You shall have two folders on a USB device
(only for transferring Data between the Comms PC and your ECDIS)
one called CA_Inbox and the second one called CA_Outbox.
Make sure that the correct

email address is given under
the settings; this is the email
address to which our server will
reply when you order new
catalogue, licenses, charts or
updates to the existing charts.
52
Install your Chart & License
Exit Navi-Sailor and start Chart Assistant for advanced users.
Choose format your required format. Use “SENC” for TADS-Service.
Insert the USB stick with the new license, and then push the “License” button to install a new license:
53
Insert the Base CD 1 or DVD, then click the Update button, and choose CD as the media you wish to
install from:
Follow the instructions which are given on the screen; repeat procedures above (6-8) with the other
base CDs as well except for TADS ENC BASE CD no 8.
Insert the latest update CD and click Update button for further selection a media from where updates
will be installed.
Close Chart Assistant utility.
Run Navi-Sailor! It may now take longer to start the Navi-Sailor task due to the new Chart folio of your
ship.
54
Insert CD with a chart folio into the CD drive. Press the Update button.
The Scan Disk window will open up.

Press the CD(G:\) button.
The CA will scan the external storage, will automatically identify the chart format and type of data it
contains, and will provide a list of available actions:
NOTE:
If the Install SENC charts option is selected, all the charts contained on the disk, which the licenses are
available for, will be automatically installed. If the Show SENC Disk Content option is selected, the screen
will display a list of charts for the further selection and installation of necessary charts in the manual
mode.
55
If Show SENC Disk Content option is selected, after the end of the scanning process, the Ship Collection
panel displays dashed outlines of all the charts found on the CD. In the Table panel these charts are
shown in the right-hand part of the table.
Check Synchronize charts collection checkbox and press the OK button to confirm the installation of
chart folio. When this is done you will see the Chart Assistant last operation log window with chart
installation log:
Close the log. Chart installation process is completed.

Consider: All logged actions in Chart Assistant may be reached also with the Reports icon under the
Table view.
56
Order Chart Licenses by Route
Create your route in Navi-Sailor and save it. Then start Chart Assistant for Advanced users.
Change format to SENC, change to Catalogue.
Click the Add by route button to select the charts affected by a pre-planned route.
57
Load the route you created earlier in Navi-Sailor by either clicking the arrow (drop down menu) or the
Browse button.
58
Set the number of how wide
range of charts (Chart selection
corridor) would you like to
have added to your basket (in
Nautical miles). Then click Add
to selection.
Click the New Licenses button in the Catalogue panel.
59
Click on the Optimize Request button to run the automatic check functionality. You have to perform the
optimization to get send your request for chart licenses.
60
The optimization of your request checks your current chart folio and licenses and may delete charts
from your request when you still have a valid license.
On the right side (in “General

Request Information” field)
you can now see the
approximate price for the
order.
This price is only a rough
estimate for a 12 month
licensing of all marked charts.
Click Send Request button.
61
The dialog box will appear. Here you can find useful information about where the files will be saved and
where to send them. Create two folders on the USB stick, one called inbox and the second one called
Outbox (For full information upon on settings adjustment see How to do your settings in CA document).
Make sure your files will be saved on the USB stick in outbox. Click “finish”.
Bring the USB stick to your Internet/communication computer. Send the file you have just made to the
Chartservice@transas.com.
In a short while (as soon as Transas has confirmed the order) you will receive a new license sent to you
by email. Save the license on the USB stick in the Inbox folder. Bring the stick to the ECDIS and go to
Chart Assistant program. Chart Assistant will automatically detect the .cdf file containing the new
license.
When this is done, you will have to run the BASE CDs to load the new charts.
Run the latest update CD.
Your new charts are now in the system.
62
Update via CD
Make sure that you selected the relevant chart format. For TADS Service choose SENC chart format.
Press the Update button to perform the updating process.
The Scan Disk window will open up:
63
Specify the external storage containing the updates. To run updates from the disk press the CD (G:\)
button. A window with a proposal to install the update will appear:
Check Synchronize charts collection checkbox and press the OK button to confirm the installation of
updates. When this is done you will see the Chart Assistant last operation log window with updating
log:
Close or print the log-file if you need the paperwork. The Chart updating process is completed.
64
In the Catalogue panel you can see which collection of updates is in your system. The catalogue in the
catalogue tree which is highlighted by bold is the latest loaded catalogue:
The Catalogue panel shows the charts of TX-79 and SENC formats available for ordering and updating
from Transas. This catalog of TX-97 and SENC charts could be updated from chart CDs or downloaded
online from Transas chart server.
65
Obtaining Chart Correction
Obtaining chart correction service is also possible through the Transas site:
http://www.transas.com/support/chart_corrections/
The updating information is prepared every week and is placed on the company web site (http://www.
transas.com/support/chart_corrections/). The user specifies the delivery at the time when the
Agreement is signed: direct via Internet or on electronic carriers via shore agencies representing the
user’s interests.
66
Transas SENC Format Charts Updating
SENC updating data consists of:
• Update - includes all the incremental updating files in S-57 received since the time of
SENC CD issue (file Update<NN>_WF<XX>. exe); it should be noted that available for
installation is only the updating for charts purchased by the customer.
• New Charts - includes all the new charts in Transas SENC format received since the time
of SENC CD issue.
• New Edition - includes all the new edition charts in Transas SENC format not included in
SENC CD. The updating information is stored in the form of self-extracting archives (e.g.
Update24_WF44. exe).
For Transas format SENC, the following updating can be used:
• Open S-57 updating.

• S-57 updating encoded in accordance with S-63 standard (if valid permits are available).
• Transas encoded S-57 updating.
• Binary updating (received with e-mail from the Transas chart server).
ENC Format Charts Updating

ENC format charts can only be updated via the company’s Internet site (http://www. transas.
com/support/senc_data/). The collection on the site is updated every week.
67
How to use the official chart corrections
Open the site page http://wwwtransas.com/support/senc_data/
File Update<NN>_WF<XX>.exe contains all the new charts, new editions of charts and updated charts
which are not included in the latest “TADS SENC Collection CD“.
If you have any previous issue of TADS SENC chart folio it is recommended to download SENC CD Images
and install new TADS SENC Collection before installing updates. Previously installing new charts you
need to update your license.
File Update<NN>_WF<XX>.exe has been packed as self-extracting archive. You need to run the archive
and extract the charts before installation them by means of Chart Assistant utility.
When extraction is completed, a SENC library named Update<NN>_WF<XX>.clb is created in the current
directory. Specify the path to this directory during installation of updates.
68
Update via Email
To update your chart folio, start Chart Assistant for Advanced users and change into the required
format. Use SENC for TADS-service.
Change to Catalogue and click the “+” tool to enable the “adding function”.
It is also possible to use the ‘Add by route’ functionality or to use a regularly update of all installed
charts. The carried out actions is only about the selection of the charts you want to perform a certain
action with.
69
All charts that will be marked now are charts that you
would like to order updates for. Left click in the map,
and then by moving the trackball you will make the
area larger/smaller. Please note that all charts that
are connected to or in the area will be marked.
Once you are happy with the area

then click the left button again and
the charts will be marked red (those
boundaries are highlighted by red
lines).
70
Click the button “Updates”.
Click Optimize request.

(Only licensed charts are available for
updates, unlicensed will be
excluded).
NOTE that if you want to order
updates for all installed charts you
can check that box and in case of
that you don’t have to mark any
chart manually.
71
If the optimization has found some unlicensed charts the dialog box shows how to proceed. (Go to order
license if you want all selected charts or click “OK” in the dialog box that appears.
Click “Send Request” to finish your request.

The new dialog box shows all information again.
Please check if your email address is right.
If everything is fine with the entries, insert

the USB Stick and Click “Finish”.
If not click on configure to change for
instance your email account.
72
To send the request, attach your USB device to the internet/communication computer on the bridge
and send the .cdf file as an attachment to the chartservice@transas.com.
A new file/ files will be sent to you from our chart server. Save this file on the USB stick (same place as
you use to save received files from TRANSAS). Insert the USB stick into the ECDIS and Chart Assistant will
automatically recognize the new updates and ask if you want to install them.
Once they are installed you can take out a report to find out what has been
done.
Synchronize your Network with your other workstations to have the latest update available on all
workstations.
Note: Do not try to open your sent .cdf files and also the reply of the chart server. The Chart Assistant
will recognize these files as corrupted and not install them.
73
Answers to Exercises and Questions
Answers to Questions 1
1. Raster charts are scanned images of traditional paper charts and look similar displayed in an
ECDIS Computer this mode is called RCDS.
2. Vector charts are capable of creating alarms on charted objects due to the safety parameters of
ship or users discretion e.g. Area Alarms or CPA alarm.
3. Also vector charts are produced in a certain scale. Raster charts will get more and more pixeled
in the ECDIS presentation by zooming in so the user is aware of a more and more inaccurate
display on the screen. By zooming in a vector chart the display assumes to be precise, but in fact
the charted data is only also getting inaccurate. This inaccuracy is displayed at the left below
corner of the chart panel with two orange lines.
Back to questions
Answers to Exercise 1
1. Povorotnyy Lighthouse, white tower as light support, height 18 m, additionally all light
information of the different sectors may be read out.
2. St. Petersburg.
3. Distance is 725,39 NM, western cardinal buoy Amrumbank W.
4. Bearing 137.7° - 8,22 NM to Amrumbank S cardinal buoy.
Back to exercise
74
1. Safety contour takes now the 10m contour line from the chart and displays the spot sounding of
less than 10m in black.
2. There is a starboard hand lateral mark which may be found under the buoy information in the
list.
3. Now ECDIS displays the 15m contour line being the border between navigable and non-
navigable waters.
4. Indicating an isolated danger within the navigable waters you defined, but of a depth less
than your entered value or of an unknown depth.
5. With this 15m safety contour an obstruction topic has been added to the information window.
6. ECDIS is displaying again the 10m contour line as starting the non-navigable waters all spot
soundings of a depth less than 8m are displayed in black the others in light grey.
Back to exercise
75
1. Standard Display, Custom Display and All Layers. The only on which is not allowed is Base
Display, it is available as a reference for other used tasks.
2. The contour which represents the safety contour value or the next deeper contour line available
in the chart.
3. What is the significant difference between these two S-52 chart symbols?
They are both displaying isolated dangers. The magenta colored is an

isolated danger which is a danger for your vessel on the entered safety
values but within the navigable waters
The dotted line is the display if the isolated danger is in the non-navigable
area ((below your safety contour) or in navigable waters when it is safe to
pass over.
4. They are displayed in Standard, Custom and All Layers.
5. The Information cursor.
6. WGS 84.
7. The ENC vector chart is originated by an official hydrographic office and is the only chart which
may act as a substitute of the traditional paper chart.
8. Always the best scaled chart which is available on your ECDIS Computer.
9. They are timely ordered.
10. You will activate the previously selected cursor mode at the same time the information window
opens and the cursor is caught in the chart panels limitations
Back to questions
1. Both actions can be carried out graphically by using the cursor, tabular by entering numerical
values in the table and in a semi graphical mode by using the information window entered with
the TAB key functionality.
2. Great Circle (GC), Rhoumb Line (RL)
3. Every ENC Chart may have coding errors. A manual route check also may eliminate some
automatic generated Alarms by zooming in to a better scaled chart along your planned route.
Back to questions
76
Create a new route using the positions from the Waypoint list.
 WP 1: Norfolk Lambertspoint Coal Pier

 WP 2: Sewels Point
 WP 3: Cheasapeake BayApproach Bouy
 WP 4: North American Basin Nares Abyssal Plain
 WP 5: Approach English Channel
 WP 6: Kingsnorth Jetty
Name of the Route: Norfolk – Kingsnorth Oil Rafinery.
Back to exercise
During the Route check also consider to change the safety scale to a appropriate scale for your voyage
and activate all necessary warnings which may be good to know for you in advance when planning a trip
on that route. Also check the XTD. Use the information cursor to check and double check found alerts.
 SOA: 7,3 kn.
 ETA on WP 10 01-11-12 17:21 at a SOA of 14 kn.
 SOA with 30 min stop and 12 kn up to WP 7 is 7,7 kn.
 The live running ECDIS System is capable of taking Tidal and surface currents into account. It is
possible to use Total Tide database for official data and a Transas owned database which comes
by default with ship borne equipment.
 The SOA for the last three waypoints is 10,6 if taking also currents into account.
 Distance between WP 7 and WP 10 is 5.54 nm.

Back to exercise
77
1. It is displayed as a red bold line and it is only possible to monitor one route.
2. The same route has to be loaded to the Voyage planner tool first. Then using the WPT Editor
functionality.
3. Steps you need to follow to monitor a route and maintain safety
a. These charts have been updated to the latest available update
b. The user has activated the safety frame
c. The use has set appropriate safety depth and safety contour
d. This route has been checked for safety
e. The safety frame has been set with appropriate safety parameters
f. The ECDIS is using ENC charts
g. These charts are of the latest edition
h. All relevant route monitoring alarms are activated
i. The user has created a route for the intended voyage
j. The user has activated the route monitoring function
Back to questions
1. All answers are correct.

2. All answers are correct.
3. The more stars the M-Quality object has the more accurate the survey was carried out. 5 stars
stand for CAT ZOC A 2, two for D
Back to questions
78
Transas Marine
Tel: +46 31 769 56 00
E-mail: training@transas.com
Web: www.transasmarine.com
79

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ECDIS Training

Content and Revision

Version 1.0 16/07/2010

The ECDIS systems on-board of ocean

Training Chapter Objective

To obtain knowledge and understanding of

Background and Legal history of ECDIS

• In 1995 the first IMO Resolution allowed ECDIS to be used

• In 1999 Transas Marine became the first company in the

• In July 2002 SOLAS Chapter 5 was amended and for the

• In June 2009 Amendments to SOLAS regulation V/19, to

SOLAS Chapter V, Safety of Navigation

Regulation 19: Carriage requirement for shipborne

19.2.1.5: All ships irrespective of size shall have

*An appropriate folio of paper nautical charts may be used

SOLAS Chapter V, Safety of Navigation

Regulation 27: Carriage requirement for

Nautical charts and nautical publications,

IMO ECDIS Performance Standard A817(19)

Electronic Chart Display and Information

What is the difference between ECS and ECDIS

• Unofficial charts (e.g. Transas TX-97) • Type-approved ECDIS software

• None approved hardware • Approved installation

• Official charts (ENC/SENC/ARCS*)

• Chart corrections subscription

• The crew has been trained for

CAN BE USED AS AN CAN BE USED FOR

Typical System Layout

• A typical System Layout and

*Minimum sensors are required to be

Conclusion of requirements to comply with SOLAS V/19 & 27

• Official documentation of type-approval

Chart data format, origin, updating, legal status and usage

Data Origin Existence Data Updating Status of Regulatory

Link between IMO, IHO and IEC

IMO IHO S-57

Training requirements for ECDIS use

All navigation officers onboard are required to

Time line for ECDIS mandatory carriage requirement

New Passenger Ships >500gt

New Tankers >3000gt

New Cargo ships >10000gt

New Cargo ships >3000gt

Existing Passenger ships >500gt

Existing Tankers >3000gt

Existing Cargo >50000gt

Existing Cargo >20000gt

Existing Cargo >10000gt

Rules and regulations connected to ECDIS

1995-11 IMO Resolution A.817(19) ECDIS Performance

Training chapter objective

The student needs to be able to

Matrix Raster Vector

Official ARCS ENC

Principal types of Electronic Charts

Different types of Electronic Charts

traditional Graphics-oriented data Object-based data

Raster Charts (ARCS, Seafarer,

Vector Charts (ENC, TX 97, C-Map 93...)

Private Chart Formats

Availability of ENC Charts , April 2010

Electronic chart distribution

• Through the national hydrographic office itself

• Through various bundled services