BridgeStandingOrder OOW&ECDIS

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Italian Maritime Academy Phils., Inc.
Bridge standing order M/V
IMAPHILSINC
IMAPHIL/COURSE/CHAPTER REV.#/SLIDE 2 OF #
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For the whole period of his watch the OOW is

responsible for the safety of the ship until such time as
he is formally relieved by another officer or the master,
and until that time he shall remain at his place of duty.
The OOW shall be guided by the contents of
international regulations and guidelines, but paying
particular attention to the following
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PARAMOUNT CLAUSE:
The safety of the ship and its responsible is always
to be the prime consideration, taking precedence
over any other. No consideration of programme,
convenience or previous instructions justifies taking
any risk which may place the ship in danger.
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1.The first and foremost duty of the OOW is the

keeping of a good lookout, using all means
available, visual, audible electronic.
2.The international regulations for preventing
Collision at sea are to be strictly observed. Do not
hesitate to use the whistle or engine in obeying
these regulations. When altering course for another
vessel does this insufficient to let other vessel be in
no doubt as to your intentions.
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3.If you are in doubt as to another vessel’s intention.

Or if the bearing of any vessel on the port side is
steady, call the Master, preferably when the range still
exceeds five miles.
4.In reduced visibility immediately comply with
international regulations. Do not hesitate to use the
whistle or slow down if necessary. Commence plotting
all targets forward of the beam, operate VHF, and
inform the Master and Chief Engineer. For the purpose
of these orders reduced visibility is anything less than
four miles.
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5.Unless otherwise specifically instructed by the Master in

the day/ night orders, the OOW will take all necessary
measures to keep vessel on track with following maximum
tolerance.
1. In open sea: 3 miles maximum deviation form course
2. In coastal NAV: 1 mile maximum deviation from course.
The Master must be advised when the maximum deviation

is exceeded. Those deviation might be stricter taking into
consideration different factor, such as but not limited to,
visibility, traffic, vessel transiting PSSA, etc…
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6.If severe line squalls or freak meteorological

phenomena such as waterspouts are observed,
immediately alert any crew member on deck by
sounding one prolonged blast on the whistle, alter
course to keep clear if possible, and call the master.
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7.Watch keepers are to use all the means and

apportunities in order to establish the ships position. All
stealer position obtained are to entered in the deck log
book, also the times of crossing significant depth
contours, e.g. the zoom line. the position of all course
alterations are to be logged. Officers are to be
familiarize themselves with the full operations, score &
limitations of the bridge navigational equipment,
especial electronics. This means studying the
manufacturer’s operational manuals provides.
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8.Only one chart at a time is to be on the

chart table, this being in the chartroom is
to be limited to essential navigational
duties.
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9. At sea, gyro and magnetic compasses are to be

compared frequently and an azimuth bearing is to be taken
after every major course alteration, or at least one per
watch.
10. All incoming radio or VHF Warning are to be drawn to

the attention of the Master/Navigational, Weather Forecast,
etc…,)
11.Officers are also to comply with the state regulations

and are to be conversant with all current `M’ notices,
statutory instruments and coast guard requirements.
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12.All OOW are to Familiarize themselves with the section

on tropical storms contained in the Mariners Handbook and
to call the Master immediately if any of the precursory signs
of a tropical depression are observe. In any event The
Master is to be Notified Immediately of any full in Barometric
pressure of 3 Millibar or more in any person of less than four
Hours. The Practice of Logging Weather details at the end of
each watch is to be contained in port.
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13. Under Pilotage. An Accurate Record of the ships

passage (Passing Breakwaters, buoys etc..,) is to be kept in
the movement book together with details of all whistle
signals and speed deductions whilst passing other vessels,
moorings or shore installations.
14.Before Anchoring the Windlasses need to be tested .At

anchorage use any or all of the Navigational Aids to monitor
the vessels position and the Relative Positions of other
Ships Shore Transit Bearing are
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15. Most Anchorages, However Sheltered, can become

untenable in a very short place of time in sudden bad weather.
It is therefore of the utmost importance that at the first signs of
deteriorating weather the main engine is put on immediate
notice and the Master, Chief Officer and Bosun called.
16. As an OOW, You are the primary contact concerning

Safety and Security items. As such you should keep yourself
informed of the main jobs performed on deck. If you notice
irregularities, it is your duty to inform the Chief Officer, Chief
Engineer or Master of it and
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-if necessary stop the job in progress until the situation has
been clarified.
17. The OOW will call the Master when a maneuver resulting
in an important deviation from vessel’s original cause and/or
speed.
A good officer when faced with any unusual circumstance, will

apply COMMON SENSE AND THE PRACTICE OF SEAMEN
to the situation and act accordingly. If you find yourself thinking
about calling the Master then the time has clearly come to do
so. All officers are to sign and date these orders at the
commencement of each voyage. The signature shall be
preceded with Read and Understood.
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ITALIAN MARITIME ACADEMY
ECDISS
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Evolution of ECDIS
Presenting navigational chart information on radar

display and or special navigational displays is not a new
idea.
In the 70’s, several manufacturers offered a system with

possibilities for presenting limited navigational charts
information superimposed on the radar display and or on
a separate display.
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IMAPHIL/COURSE/CHAPTER REV.#/SLIDE OF #
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Due to technical limitations and high prices, even the

most sophisticated of these early systems were only
delivered in small numbers to ships.
Norcontrol Databridge was one of the early systems

providing limited chart information on the radar display.
Another system with the capability was the Mitsubishi
TONAC.
The early integrated navigation systems which had the

possibilities of displaying a limited amount of chart
information, used the Navy Navigational Satellite System
(NNSS), Decca, Loran C, Radar positioning,
astronavigation, terrestrial navigation and/or Dead
reckoning, to position its own ship.BACK
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The more advanced of these earlier integrated

navigation systems combined the position information
from several sources, for example, NNSS and Decca,
NNSS and Loran C, NNSS and DR etc.
For professional navigators, who knew the systems

limitation and took this into account at all times, these
systems provide great assistance to navigation on
may ships and certainly made the navigator’s job
easier and more interesting.
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The early systems like today’s ECDIS system if used

by untrained/unqualified personnel pose a threat to
own ship and crew and to other ships and
environment.
Unfortunately, the new systems have not been made

easier to use than earlier ones. The complexity of
today’s system poses a threat in itself, and far more
attention and resources have to be put into the
Human Machine Interface field in order to make the
system more usable for the navigator.
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Electronic charts have been used in military

application for several decades, however, it wasn’t
until November 1988 that the International
Hydrographic Organization (IHO) set up a working
group to develop specifications for charts and symbols
and color definitions, which could be evaluated by the
hydrographic offices, ECDIS users and manufacturers.
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During the 14th international Hydrographic Conference

in 1992, an international standard for exchange of
maritime digital electronic chart information was
established.
The standard is known as S-57 and consist of:
•A data model
•List of Objects
•Description of attributes
•Description of data exchange format (DX90)
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ECDIS is an Abbreviation for “Electronic Chart

Display and Information System” that is a
computerized system with the ability to display (on a
raster scan display) all information provided on a paper
chart, together with information provided from many
other sources, such as GPS, ARPA, Radar etc.
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ECDIS information may be divided into two main

groups:
- Chart related information

- Navigation related information
- Standard requirements, functions and features
for ECDIS are given in IMO Resolution A.817(19)
adopted on 23rd November 1995.
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Although several manufacturers produce ECDIS

systems, and ECDIS has been around for some time,
relatively few ships are equipped with such system.
However, The number of ships equipped with ECDIS

is limited and the charts available have been relatively
expensive, this has contributed to the relatively low
numbers of ECDIS in the world’s merchant fleet so
far. Another negative factor was that ECDIS did not
legally replace paper chart before summer 1999.
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The technology for improvement is here but the ECDIS

manufacturers have to invest more effort and money to make it
more user-friendly and better its operational safety.
Operators who feel that their ECDIS system is not user-friendly

and safe to use, let the manufacturer (and shipping company)
know about their experiences with the system. This is the only
way ECDIS operators can put pressure on the manufacturers
and contribute to better HMI.
The Human-Machine-Interface (HMI) and user friendliness of the

earlier ECDIS systems is not what the mariner wants and is likely
to accept today.
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ECDIS information may include:
Geographical chart information (coastline, depth)

Lights, buoys, leading lights, traffic lanes, special areas
etc.
Hydrographic Office information (list of lights etc.)
Local chart information, user notes, manufacturers
information
Chart work, planned routes, bearing lines, range rings
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Own ship position and velocity vector, ships head and rate of
turn, past track etc.
Navigational warnings and alarms generated by ECDIS
Fix accuracy, position check from secondary positioning
system
Ship handling options based on ships characteristics
Alphanumeric navigation information (ship’s position,
heading, course etc.)
Information from Radar and other sources
Reminders (cues, time to call VTS, pilot station etc.)
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It should be the aim of the presentation design and

presentation standards to provide as much diversity
and flexibility as possible as long as the system
remains simple and straightforward to use.
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ECDIS flexibility of presentation may include:
Displaying/removing various types of charts and non-

chart information
Selecting standard chart display or detailed display,
and simplified symbols or full symbols
Using cursor interrogation for further details
Overlaying/removing various other sensor
information
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Changing the scale or orientation of the display

Selecting true motion or relative motion
Changing screen lay-out
Giving navigation and chart warnings
Graphical presentation of computer evaluation of
grounding danger
Graphical presentation of collision danger
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ECDIS has an important capability of detecting the

need for warnings and alarms. Here are some
examples of possible warnings:
During route planning:

Planned route infringes the safety contour, enters a
prohibited area
During route monitoring:

Display is over scale; conversely, there is more
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detailed information available than is displayed.
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During route monitoring:

Ships projected position infringes the safety contour,
or hazard to navigation.
During sailing:
Ships course made good pose a hazard to navigation.
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Priority of information is important when using ECDIS.

Non-HO information should not obscure HO chart
information and information ahead of the ship along a
planned route should have priority over information
astern of the ship.
Navigators hope and believe that tomorrows ECDIS will

be more user-friendly than the system today.
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A clear distinction between the need to have and the

rather nice to have functions and features must be
maintained.
The manufacturer should only offer additional options

if they are clearly useful and can be accommodated
without confusing the operator.
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Tomorrows ECDIS manufacturers should consult

specialists in the following fields:
Mariners with relevant experience with the use of

ECDIS.
The mariners can tell the system design people what

is “need to have” and “nice to have”.
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The human factor specialists have accumulated vast

knowledge on presenting information, and are
experienced in testing how humans react to given
information.
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2.1 CHART PROJECTIONS
Chart projection constitutes the way of presenting the

earth’s surface on a plane. Distortions are impossible
to avoid when representing a surface with double
curvature in a plane surface.
Different methods of representing this are designed to

keep certain properties of the ellipsoidal surface
undistorted. The different possibilities are:
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Conform
The charts are angular correct, that is any angle on the
chart is exactly the same on the Earth, example of
these charts are the Mercator and Transverse
Mercator projection.
Equivalent:
The areas on the chart are correct, that is the ratio
between any area on the chart and the corresponding
area of the earth is correct. Example is the Lambert
projection.
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Charts used at sea for navigation are normally made in

mercator or transverse mercator projection.
On a mercator chart, a straight line between two points

represents the course between the points.
Chart projections are classified according to the type

of projection surface used. The three commonly used
surfaces are:
The plane The cone The cylinder

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Most navigation charts (sea charts) are constructed

using a cylinder projection. The two most commonly
used of these are the Mercator and Transverse
Mercator.
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Geodesy is the science concerned of positioning the

exact points on the surface of the Earth.
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It also involves the study of the exact size and the

shape of the earth, the study of the variations of the
earth’s gravity and the application of these variations
to exact measurements on the earth.
A figure that represents a vertical slice of the earth

shows the uneven surface of the earth, but for survey
purposes, they are reduced to the geoid.
The GEOID is a surface where gravity is always equal

and to which the direction of the gravity is always
perpendicular.
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Since the geoid refers to the actual size and shape of

the earth, the uneven distribution of the earth’s mass
makes the geoidal surface irregular.
Such irregular surface has serious limitations as a

mathematical earth model because:
It has no complete mathematical expression.

Small variation in surface shape overtime introduce
small errors in measurement.
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The irregularity of the surface would necessitate
IMAPHIL/COURSE/CHAPTER a
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prohibitive amount of computations.
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For geodetic mapping and charting purposes, it is

necessary to use a regular or geometric shape that
closely approximate the shape of the geoid, which
has a specific mathematical expression. This shape is
called an ellipsoid, which is referred to as the
spheroid.
Rotating an ellipse about its minor axis forms the

ellipsoid. Geodesist use the term “flattening” to
indicate how much an ellipsoid departs from a
spherical shape. For the earth, this flattening has a
ratio of about 1/300.
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Since the surface of the geoid is irregular, and surface

of an ellipsoid is regular, many different ellipsoid
have been develop to provide a best fit to the geoid
for the different areas of the earth’s surface.
An example of this is that an ellipsoid that fits well in

Europe but not in Africa, and the other fits well in
Africa, but not in Europe.
Before a particular ellipsoid can be used for positional

calculations, its relationship to the geoid must be
defined, and the definition, of such a relationship is
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known as the datum.
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The ideal geodetic datum for a worldwide reference

system is one that is truly geocentric (its origin is at
the earth’s center of mass), and oriented through the
two poles and the Greenwich meridian. Derived from
this are the following two groups of datum:
Local datum that are based on convenience and best

fits a certain area
Satellite datum that are used for global references.
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The first satellite datum established in 1972 was based

on the Navy Navigation Satellite system (NNSS). This
system was also known under the name “Transit”. In
1989 the NNSS satellite datum was replaced by the
Global Positioning System (GPS) based World
Geodetic Survey 84 (WGS84) datum.
WGS84 is a global datum system based on many

points fixed with great accuracy.
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The result is an ellipsoid that is centered on the earth’s

center of mass, and that fits the geoid far more
accurately than any other does.
WGS84 is the reference datum for GPS, and this

relationship can be the source of significant error for
navigators wishing to plot a GPS fix on a chart that is
not referenced to WGS84.
In order to convert positions on one datum to positions

on another, it is necessary to establish the
relationship between a number of known points that
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are common to both datum.
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Most maritime charts contain a Source data Diagram or

explanatory notes that provide information on the
origin, scale, date and limits of the hydrodynamic
surveys used in compiling the chart.
These notes also include information about:

The origin of the topographic data
The projection used
The datum referred to which position on the charts
are referred
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Some charts will have a note SATELLITE DERIVED

POSITIONS. This normally means that if a GPS is
used for positioning, positions obtained from the GPS
must be adjusted before they are used together with
the map.
Remember that no transformation is perfect because

the original datum, and the datum to which positions
are adjusted have inherent weaknesses that vary over
their area of coverage.
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The parameters used with GPS receivers for the

transformations from one datum to another are likely
to be meaning values for the whole area, and their
application, particularly in the extremities of the area
of an inaccurately defined datum, could introduce
errors of hundreds of meters.
In conventional navigation, that is plotting ships’

position manually onto the chart, it is better to keep
the GPS receiver referenced to the WGS84 datum and
to apply the datum shift values shown on the chart to
the WGS84 position output from the receiver.
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Seen from the navigators’ point of view, all charts

should have been referenced to WGS84 however, this
is not likely to happen for many years.
There are several reasons for this:

WGS84 is a relatively new datum
Even with sufficient economic backing, it would take
a considerable period of time to replace existing
charts with new editions using the new datum.
Lack of control data in some parts of the world
Various political reasons in some countries delay the
process.
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Some charts carry a note indicating that datum shift

values for GPS-derived positions cannot be
determined. These are charts for which insufficient
detail is known about the horizontal datum.
It is important to note that in worst cases, such as

isolated oceanic island, positions may be several
miles different from those derived from GPS.
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In such cases, the mariners are advised to make use of

traditional methods of observational position fixing
when closing shore or navigating in the vicinity of
dangers.
The relative positions of features may be more reliable

for navigation than the use of unadjusted satellite-
derived positions on a chart whose horizontal datum
cannot be defined
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This illustration shows the horizontal datum

references, in meters, that exist between positions
referred to OSGB36, ED50, WGS72, and WGS84
Datum in Dover Strait.
This for example, an uncorrected GPS position,

referred to as WGS84 datum, plotted on a chart
referenced to OSGB36 datum would have an error of
139 meters
Satellite navigation has made the art of position fixing

extremely easy for everybody.
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However, position fixing is not the only parameter to

take into consideration during voyage, as long as safe
and efficient navigation of a ship remains the goal.
Professional and experienced navigators will still be
needed in ships for many, many years to come.
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ELECTRONIC CHARTS
Charting and mapping organization, as well as private

companies were early users of computer graphics to
automate their chart and map production. The aim
was to increase production efficiency and to reduce
cost. Until a few years go, the final product however
was the same, printed paper chart.
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ELECTRONIC CHARTS
Position related information about a landscape is

referred to as geographical data. The main element of
geographical data is geometric data, that is
description of position, size and shape of objects
located in the landscape (lighthouses, houses, buoys,
etc.).
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ELECTRONIC CHARTS
Geometric data can be stored digitally in two different
ways: as raster data or vector data.
The understanding of the Electronic Navigational

Chart varies very much, that the need for better
definitions resulted in some standard terms that is
accepted by IMO. IMO standard terms used in
connection with electronic chart production and their
use are found in IMO resolution A. 817(19).
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ELECTRONIC CHARTS
The definition of Electronic Chart Database (ECDB) is
a master database for chart information held in digital
form by a National Hydrographic Authority.
The definition of Electronic Navigational Chart (ENC)

is a subset of ECDB, held on a vessel. It contains
useful information for navigation such as lighthouses,
beacons, etc.
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ELECTRONIC CHARTS
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ELECTRONIC CHARTS
IMAPHIL/COURSE/CHAPTER BACK TO MAIN MENU

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RASTER
ItalianCHARTS
Maritime Academy Phils., Inc.
An electronic chart is constructed using either raster

data or vector data.
Scanning the master components used in the

production of a paper chart produces raster data. The
resultant image is made up of a number of lines,
which, in turn is made up of large number of colored
dots, or pixels.
A raster chart is simply a digital facsimile of a paper

chart, and so it is not possible to interrogate the
raster data to obtain information about any object on
the chart. Raster data is therefore considered to be
unintelligent data.
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Vector Chart
Raster Chart
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VECTOR
ItalianCHARTS
Maritime Academy Phils., Inc.
Giving digital values to each and every detail on the

chart produces vector data. These values enable the
computer system to identify the object, to portray it in
the required form and color, to place it in its correct
position and to provide information about its
attributes.
It is therefore possible to interrogate a vector chart in

order to obtain any information about charted objects
and enable alarms to be raised when potentially
unsafe situation occurs. Vector charts can be
customized and are therefore considered to represent
intelligent data.
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APPROVED ELECTRONIC
Italian Maritime NAVIGATIONAL
Academy Phils., Inc. CHARTS
The availability of official approved electronic charts

is very limited and this situation is likely to continue
for a long time.
This is a fact that must be fully taken into

consideration when using electronic charts and
electronic charts systems.
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The accuracy of data on a raster chart is exactly the

same as that of an official paper chart, since the data
depicted are identical.
Electronic chart systems used to display raster charts

convert the WGS84 coordinates obtained from a GPS
receiver into coordinates referenced to the datum of
the relevant raster chart.
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WGS84 shift data for significant areas of the world

will not be available for some time.
Currently, geodetic survey data is available to

compute the relationship between WGS84 and local
datum for about 60% of admiralty charts.
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The worst known difference between a local datum

and WGS84 is in the order of 7 nautical miles, and a
difference of several hundred meters are not
uncommon. Navigators requiring using a chart for
which no WGS84 shift information is available should
use GPS positions with extreme caution.
They should first establish the relation between the

chart datum WGS84 by taking visual and/or radar
fixes of shore features. This will provide a means of
adjusting a GPS position to fit locally on the chart
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71
Datum transformation parameters, such those built in

a number of GPS receivers, should be used with
caution.
These transformation parameters may be based on

limited provisional data, or they may represent an
average across a wide area.
Errors in the range of hundred of meters could occur

when using the GPS in the following areas:
- Areas which are at the extremity of datum coverage

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- Areas where geometric control is weak
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Navigators should take particular care when using the

scale, or zoom, facility in the electronic charts
system. It is all too easy to zoom-in and effectively
select a larger scale than the one used in the
compilation of the data.
This could create a false impression about the

reliability of the charted data. Regular checks should
be made to ensure that the scale selected on the
electronic chart system is the same as that on the
equivalent paper chart.
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The hi-tech appearance of an electronic raster chart

interfaced with systems such as GPS can easily
mislead the user to believe that the charted data is
more accurate than is really the case.
It will be many years before a significant number of

raster charts exist with accuracy similar to that
provided by DGPS. Until then, navigators must take
particular care to assess the accuracy of the data
presented to them by their raster charts.
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The IMO performance standard for ECDIS, state that

information to b used in ECDIS should be the latest
edition of information originated by a Government-
authorized Hydrographic Office and conform to
standards laid down by IHO.
This means that officially approved vector charts

must be used in an ECDIS. Since few officially
approved vector charts exist, navigators using
commercially produced vector charts must work on
the principle that the data on a corrected official
paper chart is more reliable than that on the
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Non official approved electronic chart are available

from a variety of sources, for example the LTK
hydrographic office’s “Admiralty Raster Chart Service
(ARCS)” provides worldwide coverage with a series of
about 2500 raster charts.
Commercial chart providers such as Transas Marine

and C-Map claim to provide near worldwide coverage
with a series of vector charts
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76
DISPLAY
ItalianOF ELECTRONIC
Maritime CHART
Academy Phils., Inc.
DEFINITIONS
The IMO accepted definition of an Electronic

Chart Display Equipment (ECDIE) as the display
equipment that processes and indicates
necessary information compiled in ENC and
other information to assist in safe navigation.
The IMO accepted definition of an Electronic

Chart Display System (ECDIS) is a system that
displays hydrographic information, which may
be combined, with information provided by
electronic position fixing system, GPS, radar,
etc., to assist in the safe navigation of the BACK
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vessel.
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DISPLAY
Maritime CHART
An ECDIS consist of the Electronic Navigational Chart

as a data file, and the Electronic Chart Display
Equipment hardware. This is the definition of a
system which shows or integrates on one display
where we earlier have separated it into three different
places on the bridge of the ship, the chart, the
position and the radar.
In addition, ECDIS is a system which can also store

and use information from List of Lights, Sailing
direction, Tide Tables, etc. together with the chart.
That is the reason why IHO defines ECDIS as
Electronic Chart Display and Information System.
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DISPLAY
Maritime CHART
Electronic Chart System (ECS) is a generic term for

equipment which displays electronic charts, but
which does not, and will not satisfy the SOLAS
convention. ECS cannot be used as a substitute for
official paper charts and an up-to-date paper chart
must therefore be available.
Example of ECS includes radar system incorporating

video maps, stand alone video plotters and all current
commercial raster chart and vector chart display
system. IMO made a decision in June 1998 that, raster
Chart Display Systems (RCDS) should be operated
together with appropriate folio of up-to-date paper
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charts.
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DISPLAY
Maritime CHART
Later discussions between IMO and IHO led to the

conclusion that raster charts should be viewed as a
simplified mode for ECDIS equipment. The raster
chart standard “should for a part of the ECDIS
performance standard where it would locally fit”.
A raster chart should only be used when vector type

chart required for normal ECDIS operation is not
available.
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80
ADVANTAGES OFAcademy
Italian Maritime ECDIS Phils., Inc.
Some of the most obvious advantages of ECDIS are:
At any time it shows the ships position on the chart, in

true motion with or without radar overlay and ARPA
integration in one display.
Only use the chart necessary for safe navigation.

Update the chart by satellite, and thereby increase the
speed of updating.
Automatic chart updating.

IMAPHIL/COURSE/CHAPTER BACK TO MAIN OF
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#
Simple voyage planning.
81
Italian Maritime ECDIS Phils., Inc.
Anti-grounding warning.
Tide corrected depth contour.
“Black-box” possibility storing the ships navigation data for

a certain period.
Gives detailed information about lights, buoys, beacons,
etc. by pointing on the chart symbol
Vary the chart colors depending on day of night condition.
Vary the chart scale according to navigation conditions.

Shows the ship in true size in narrow and difficult areas and
conditions.
82
Italian Maritime VECTORPhils.,
CHARTS Inc.
Here are some of the advantages of vector charts:
Chart information is stored in layers
User may customize chart display to suit the

particular needs of their vessels
The chart data is seam-less
83
It is possible to zoom in without distorting the charted

data
It is possible to select a safety depth and a safety

contour
Alarms and indications can be given when own ship

is expected to cross safety contour or to enter a
specified area
84
It is possible to interrogate charted objects for further

information
Files sizes are up to 10 times smaller for vector charts

than for raster charts
Vector charts can generally be displayed more

quickly than raster charts
Objects may be shown using different symbols to

those used on paper or raster charts
85
A larger color palette is available for raster charts

than for paper or raster charts
Charts may be rotated to any angle (course up

referenced)
Charts may be shared with other equipment such as

radar or ARPA.
86
THE MAIN
ItalianDISADVANTAGES
Maritime AcademyOF VECTOR
Phils., Inc. CHART
Vector charts are technically far more complex than

raster charts
Vector charts take longer and cost more to produce
than raster charts
Significant worldwide coverage will not be provided

by official vector charts for many years
Training in the use of vector charts is likely to be

longer and more costly than that for raster charts
It is significantly more difficult to ensure the quality
and integrity of the displayed vector data
87
THE MAIN
ItalianADVANTAGES OF RASTER
Maritime Academy CHART
Phils., Inc.
They are direct and exact copies of paper charts
They use the same familiar colors and symbols as paper

charts
Their contents are as comprehensive, accurate and

reliable as those of paper charts
It is not possible for users to inadvertently omit significant

navigational information from the chart display
As the raster charts are produced from the components

used in production of paper charts, both versions can be
kept in step
88
Raster charts are simpler and easier to produce and

update than official IHO compliant vector charts
It is much easier to ensure the quality and integrity of

the display data
They cost less to produce
89
Officially produced raster charts are widely available.

For example, ARCS can now provide worldwide
coverage
Information from other nautical publications may be

displayed in the same raster format
With the addition of vector overlays and suitable

software, it is possible to use raster charts for all the
standard navigational task normally carried out with
paper charts and to emulate some of the functions of
ECDIS
90
DISADVANTAGES OFAcademy
Italian Maritime RASTERPhils.,
CHART Inc.
Some of the disadvantages of raster charts are:
The display cannot be customized
When raster charts are overlaid with other

information, the display may appear cluttered
Raster charts cannot directly provide alarms or

indications to show that ownship is expected to cross
a safety contour or to enter a specified area
Raster charts have larger memory requirements than
91
Raster chart cannot be interrogated without some

form of additional database with common reference
system.
Raster charts cannot be sensibly rotated to head-up

or other orientations
92
The IMO performance standards for ECDIS were

developed in cooperation with the International
Hydrographic Organization (IHO) and the International
Electro-technical Commission (IEC).
The IHO has developed complementary

recommendations on electronic navigational charts,
which standardized the database, and the content,
structure and format of the information provided and
displayed. The IEC is developing the methods of
testing ECDIS so it meets the requirements from IMO
and IEC.
93
ROUTE PLANNING
Italian MaritimeWITH ECDIS
The purpose of voyage planning is to support the

bridge team and ensure that the ship can be
navigated safely between ports from berth to berth.
A voyage plan should cover ocean, coastal, pilotage

waters and according to STCW regulations, be
planned in advance.
A voyage plan should aim to establish the most

favorable route while maintaining appropriate
margins of safety and safe passing distances
offshore.
94
95
96
FACTOR TOMaritime
Italian BE TAKEN WHENPhils.,
Academy VOYAGE Inc. PLANNING
The marine environment

The adequacy and reliability of charted hydrographic
data along the route
The availability and reliability of navigation aids,

coastal marks, lights and radar conspicuous targets
for position fixing along the route
Type of cargo can influence on route selection
Any routing constrains imposed by the ship,

examples are draft, type of cargo, etc.
If possible, avoid areas of dense traffic
97
Take into account weather forecast, current, tide,

wind, swell and visibility conditions
If possible, avoid areas with onshore set or areas
where onshore set can be expected
Whenever possible, follow traffic separation schemes

and follow ship routeing procedures
Check technical system before departure and if

possible, take into account previous experience on
their reliability
Take into account own experience with the planned
route and type of ship
98
99
FOURItalian
MAINMaritime
STAGESAcademy
IN THE PLANNING
Phils., Inc.A SAFE
VOYAGE
Appraisal
That is collection of information and validation of all
relevant information
Planning
That is presentation of the raw data into information
and the strategy to be used
Execution of tracking
Voyage and communication control
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100
Monitoring
That is ensuring that the voyage plan is being
followed
Voyage planning can be done the traditional way by

using up-to-date paper charts and other relevant
nautical information.
If an ECDIS with approved and up-to-date electronic

navigational charts is available, such a system offers
many possibilities for professional and efficient
voyage planning. Here are some descriptions of
functions, which may be found on an ECDIS
IMAPHIL/COURSE/CHAPTER system:
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101
SOME ECDIS
Italian FUNCTIONS
Maritime USED
Academy FORInc.
Phils., ROUTE
PLANNING
Base display
A base display represents the minimum amount of
information permitted in a chart on the screen.
A typical base display shows the coastlines,

indication of sub-sea dangers and the traffic systems
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102
Standard display
After the start up of the ECDIS system, normally a so-
called “Standard Display” is presented on the screen.
A standard display normally includes the coastline,

indication of sub-sea dangers, traffic systems, chart
boundary, aids to navigation, caution areas, and
caution notes.
The navigator decides which elements are to be

included in the standard display, other than the base
display information, which is always included.
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103
OTHER INFORMATION
Italian THAT MAY
Maritime Academy BEInc.
Phils., DISPLAYED
Other information in the charts database that may be

displayed on operator’s request:
Past track
Past track labels
Spot soundings
Depth curves
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104
Land details
Place names
Objects names (ex. Buoy name and number)
Seabed texture
Light ranges
Scale bar labels

Lat/Long scale
105
The Zoom function

Allows the navigator, in different ways to select
appropriate chart scale to the actual situation.
The Pan function

Allows the navigator to move the current chart on the
screen in such a way that the appropriate chart is
shown on the screen
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106
Route planning and monitoring
Most ECDIS systems can operate in two modes, the

route monitoring and route planning modes.
An ECDIS system, when powered up will normally

automatically start in route monitoring mode and
displaying its own ship position on chart.
The following definitions of route plan can be used in

connection with ECDIS:
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107
A route plan is a description of how a voyage is to be

carried out. The simplest version of a route plan
consists of waypoints drawn in the chart. Straight
lines (legs), which show the intended sailing between
points, connect the waypoints to each other.
A waypoint is a position where the ships course is to be

altered. Waypoints can normally be inserted by
pointing to the required position in the charts, or
typing in the actual latitude and longitude in the
keyboard.
108
The line connecting the two waypoints is referred to

as the leg.
In an ECDIS, every stored route and waypoints gets

its own unique identifier.
A ship’s course change can be described in detail by

specifying the turn radius.
109
The actual circle segment will be drawn on the chart.
Off track limit specifies a distance on both sides of

the courseline. Off track limit is used to control the
ship’s deviation from the planned track.
110
To decide where, on a given course line, the next

waypoint should be located, can under circumstances
be decided by a certain distance from a known mark
or two marks observed through a straight line.
The turn point functions allow the navigator to use

these criteria to determine these points geometrically
in the chart picture.
Information may be inserted in the route plan such as

routine name, start time for route and waypoint.
111
For each waypoint, the following information may be

inserted: waypoint name, position (lat/long), wait time
at waypoints, turn radius, message, turn point, off
track limit, cruise speed and maximum speed.
Based on these data, the ECDIS system can

automatically calculate the number of waypoints on a
route, ETA, course of each leg, and length of each leg.
Waypoints and corresponding data can be changed

or removed. Waypoints can be easily moved on the
chart.
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112
When a waypoint is moved, the part of the route that

is affected is changed correspondingly. This means
that it is easy to see the consequences of moving a
waypoint.
All route in the area are drawn in the chart screen. In

addition, an overview of all pre-programmed route in
this area is displayed in a list.
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113
The navigator can select a suitable route for the

voyage from this list.
Specifying the waypoints can create new route plans.
In addition, new route plans can be created based on

existing plans. This can be done by making a copy of
an existing route and then modify it, and or by
reversing an existing route.
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114
When a route planning process is completed, it is not

only recommended, but also good seamanship to
require that the route be validated.
This implies that the system checks that the route

with off track limits does not cross the safety contour.
Some ECDIS systems on today’s market can import

and export electronic charts and routes to and from
integrated navigation system.
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115
The safety contour is the most important safety feature found in an

ECDIS system.
A safety contour is a line in the charts that defines waters with safe
depth in relation to the actual ship.
The ECDIS system continuously checks if the ship, within a specified

time may cross the safety contour and if so, give alarm.
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116
The navigator can choose a depth contour as the

safety contour, or he can specify his own safety
contour.
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117
Additional information may be presented in a

separate window or windows
The navigator can turn this window(s) on and off
The following information may be displayed in a

window(s): Date and time, chart scale and original
scale, elements included in standard display, current
route with data for active waypoint, range and bearing
with positions, charts, units of measurement (depths
and heights), ENC date, and datum last update of
original chart, various mode-data and messages
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118
As default, the chart on the screen is oriented north

up and the ship moves in the chart in the same way
as in a north-stabilized true motion display.
A scale bar is always shown in the chart.
The navigator may find course and distance from the

ship, to any point in the chart, or between any two
points in the chart.
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119
In addition to course and speed, the positions for the

points are represented.
The navigator may display all available routes on the

screen and select a suitable route for the voyage.
All data about the waypoints are presented in a

waypoint list
During sailing, the navigator may introduce changes

to the active route
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120
The electronic chart is object oriented. This means

that when the navigator selects an object in the chart,
all available information in the chart database about
the selected object is displayed.
The navigator note function can be looked upon as

the “navigator’s second memory”. The navigator can
point at a navigators’ note symbol in the chart and the
information connected to that symbol is displayed on
the screen.
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121
The navigator may introduce new notes by pointing

on the required position for the new note, and type
the actual note text.
The ECDIS system is required to receive input from

the best position sensors available at any one time.
However, when the automatic position sensors fail to
provide input to the ECDIS, manual specification of
data is possible. Whenever manual input is used,
information given by the ECDIS must be used with
great care.
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122
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123
A number of parameters can be changed in

monitoring mode, some examples are grounding
alarm time, ship vector length, ship bearing line
length, past track to be displayed, past track time
label interval.
When an off track limit is defined for current route, an

alarm will be given to the navigator whenever ships
position is outside this limit.
If own ship position, course and speed is calculated

to lead to a grounding, an alarm will be given at the
time specified, for example 6 minutes prior to the
expected grounding.
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124
On most ECDIS system, track targets provided by an

ARPA system can be displayed on the ECDIS screen.
Targets from the ARPA are shown on the ECDIS

display with its own symbol. Normally, there is a limit
to how many ARPA derived targets can be displayed
on the ECDIS.
There are ECDIS systems on the market today that

can handle 50 ARPA targets.
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125
SAILING WITH
Italian ECDISAcademy Phils., Inc.
Maritime
SAILING WITH ECDIS
6.1 SYSTEMS LIMITATION
The ECDIS system is only one of many complicated modern navigation aids found on today’s
modern ship bridge, which a navigator is expected to handle in an efficient, safe and professional
way.
In order to do so, the navigator must:
Have a good theoretical navigational background,

Sufficient navigational practice
Theoretical knowledge about the ECDIS system architecture, function and features
Practical experience in the use of ECDIS systems.
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126
An ECDIS system is a very impressive system. Even when seen through
the eyes of a professional navigator, but no navigator should ever forget
that all systems do have limitations and the fact that these limitations are
very often well hidden and/or not mentioned in the system manuals.
The most important thing to know about modern computerized systems is

their limitations. Knowledge concerning their functions and features are
quickly accessible with a little interest and practice.
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127
The only way to know the limitations of a system is to study available material about the subject,
system manuals and by practical use under safe conditions.
The Seafarers Training, Certification and Watch keeping (STCW) code does not specify any special
training in the use of ECDIS. STCW table A-II/1 consider the ECDIS training to be a part of the
training in understanding a “chart”.
As a modern ECDIS system is just as complicated as an ARPA, this lack of detailed training
requirements may pose a hazard to ships, sailing with ECDIS operated by untrained navigators.
Reduction of presented information, or proper selection of only relevant information is often an

important task in setting up an ECDIS system.
128
An ECDIS system, which simultaneously presents all available information, tends to be
“overloaded” and therefore important information may be cluttered and less visible.
A basic and very important thing to understand and take into account at all times when
using ECDIS (and other computerized systems) is the fact that no system is better than
the “weakest chain” that is ‘rubbish in - rubbish out.’
Vital information for any ECDIS system is own ship position. Whenever ownship
position is wrong, ECDIS chart information is wrong. “Simple as that”
129
ECDIS accepts position input from a number of positioning devices as

well as dead reckoning. Most ECDIS systems today are connected to a
GPS and/or DGPS. This means that stable and good positioning can be
expected most of the time.
However, the navigator should never forget to check his position as often
as practicable by “all available means” in order to detect any malfunction
or inaccuracies in the navigation system used as an input to the ECDIS.
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130
THE CHART DATUM
Positions are always referred to “something”. This “something” is referred to as the

chart datum and there are hundreds of different chart datum around. This means that
the navigator at all times must know:
What chart datum does the ship positioning system connected to the ECDIS use?
What chart datum does the actual ECDIS chart use?

Whenever the datum used by the positioning system and the charts are different,
known correction must be taken into account.
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131
SAILING OPTIONS
Today, the EDIS system is often connected to an integrated ship bridge system,
or forms a part of an integrated ship bridge system, that is a system where Radar,
ARPA, autopilot, positioning, routing, log, gyro, ECDIS, etc. are connected and
work as “one system”, several options for automatic sailing become available to
the navigator.
Depending on the ship position, that is open sea, coastal or restricted waters, the
navigator may select between several sailing options.
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132
Here are some examples of possible sailing options found in at the bridge system:
Course Mode, great circle or rhumb line sailing
Course mode is a sailing mode normally used in open waters and for long
distance sailing, as this mode will give the shortest distance between two points.
O correction for offset is made, but the ship will “home” to the destination.
Corrected Course Mode

Corrected course mode is used in waters where it is necessary to correct for wind
and current. Correction for off set is made, but no attempt to follow the original
planned track is done.
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133
Track Mode
In track mode, the system will calculate the optimal path back to the original planned track. Track
mode is used in restricted waters whenever it is important to stay exactly on the planned track.
For a professional navigator it’ a matter of course that the route selected for actual sailing is properly
checked before its activated and used for actual sailing
Parameters used when planning the route must still be valid in order to maintain required safety
margins, if not the route may have to be changed before it can be used safely.
Examples of parameters, which may have changed after the selected route was programmed, are
ship draught, available position accuracy, engine reliability, steering gear reliability, etc.
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134
Navigation with an ECDIS, especially when the ECDIS is connected to an integrated
bridge system, changes the work situation for the navigator a lot.
Conventional navigation with manual plotting of ship position in the chart, heavy traffic,
manual course change in restricted waters is a task that puts a heavy workload on the
navigator
A good working ECDIS reduces the navigator’s workload a lot, especially when
connected to a properly working integrated system, then the navigators role is more or
less changed from actual doing the various task to monitoring these tasks,
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135
Seen from a safety point of view this should be very good since it gives the
navigator more time to check important parameters and monitor the traffic more
closely.
Sailing with ECDIS requires a highly qualified navigator with a sound and positive
skepticism towards computerized systems.
ECDIS used by unqualified navigator and/or untrained navigators, who believe

everything presented by the ECDIS, will surely cause a number of groundings in
the future.
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136
Seen from a safety point of view this should be very good since it gives
the navigator more time to check important parameters and monitor the
traffic more closely.
Sailing with ECDIS requires a highly qualified navigator with a sound and
positive skepticism towards computerized systems.
ECDIS used by unqualified navigator and/or untrained navigators, who

believe everything presented by the ECDIS, will surely cause a number
of groundings in the future.
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137

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1

Italian Maritime Academy Phils., Inc.

Bridge standing order M/V

For the whole period of his watch the OOW is

1.The first and foremost duty of the OOW is the

3.If you are in doubt as to another vessel’s intention.

5.Unless otherwise specifically instructed by the Master in

The Master must be advised when the maximum deviation

6.If severe line squalls or freak meteorological

7.Watch keepers are to use all the means and

8.Only one chart at a time is to be on the

9. At sea, gyro and magnetic compasses are to be

10. All incoming radio or VHF Warning are to be drawn to

11.Officers are also to comply with the state regulations

12.All OOW are to Familiarize themselves with the section

13. Under Pilotage. An Accurate Record of the ships

14.Before Anchoring the Windlasses need to be tested .At

15. Most Anchorages, However Sheltered, can become

16. As an OOW, You are the primary contact concerning

A good officer when faced with any unusual circumstance, will

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Presenting navigational chart information on radar

In the 70’s, several manufacturers offered a system with

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Due to technical limitations and high prices, even the

Norcontrol Databridge was one of the early systems

The early integrated navigation systems which had the

The more advanced of these earlier integrated

For professional navigators, who knew the systems

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The early systems like today’s ECDIS system if used

Unfortunately, the new systems have not been made

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Electronic charts have been used in military

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During the 14th international Hydrographic Conference

The standard is known as S-57 and consist of:

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ECDIS is an Abbreviation for “Electronic Chart

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ECDIS information may be divided into two main

- Chart related information

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Although several manufacturers produce ECDIS

However, The number of ships equipped with ECDIS

The technology for improvement is here but the ECDIS

Operators who feel that their ECDIS system is not user-friendly

The Human-Machine-Interface (HMI) and user friendliness of the

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ECDIS information may include:

Geographical chart information (coastline, depth)

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It should be the aim of the presentation design and

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ECDIS flexibility of presentation may include:

Displaying/removing various types of charts and non-

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Changing the scale or orientation of the display

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ECDIS has an important capability of detecting the

During route planning:

During route monitoring:

During route monitoring:

BridgeStandingOrder OOW&ECDIS

BridgeStandingOrder OOW&ECDIS