ECDIS OPERATION GUIDANCE BOOKLET (Ver.1.3)

Kobe Shipmanagement Co.
, Ltd 1
ECDIS Operational Guidance Booklet
ECDIS OPERATIONAL
GUIDANCE BOOKLET
Ship’s Name
Ship type
Flag
Port of registry
Gross tonnage
IMO number
International call sign
Main ECDIS System Model
/Version Number
Main ECDIS ENC User Permit Number:
Main ECDIS ARCS User Permit No.
Main ECDIS ARCS Pin
Backup ECDIS System Model
/Version Number
Backup ECDIS ENC User Permit Number:
Backup ECDIS ARCS User Permit No.
Backup ECDIS ARCS Pin
ENC AVCS/ ARCS/AIO SUPPLIER
KOBE SHIPMANAGEMENT COMPANY., LTD.
(Working Language: English)
Important: This booklet to be controlled as the supplement of the

SMS Procedure “S-06.50.01ECDIS Operation”.
Jul. 2019– version 1.3

Kobe Shipmanagement Co., Ltd 2
Record of Amendments
Change Revision details/description Revision Title / Name Date

Number No.
1 1) ECDIS Training & familiarization 1.1 Chief of Marine 01st Mar., 2017
Administration/Capt. Yang
2 1) Passage Planning 1.2 Chief of Marine 15th Nov., 2018

2) Route Monitoring Administration/Capt. Yang
3)Checklist for ECDIS Abnormality

& Failure
3 1.3.1/1.3.2/1.3.3/1.3.4/1.3.5/1.3.6 1.3 Chief of Marine 12th Jul., 2019

/4.1.4/4.2.4.2/4.3/5.3/6/7 Administration/Capt. Yang
S-06.50.01(1)/(2)/(3)/(5)
Passage Planning4
S-06.40.02(1)

ECDIS Operation
ECDIS
Electronic Chart Display and Information Systems.
Not all electronic chart systems are classed as “ECDIS” and only an approved ECDIS meeting the IMO
performance standards can be used for navigation. An ECDIS can only be used for navigation if:
⚫ An approved chart data such as ENC (S57/SENC) or AVC is used;
⚫ The ECDIS system is type approved;
⚫ The vessel has specifically received approval from the vessel’s flag state administration and;
⚫ It has an approved back-up system
All other systems which do not meet these criteria are classed by the IMO as an ECS and are not approved
for primary means of navigation.
1. ECIDS Training & familiarization:

Apart from the generic ECDIS training required by seafarers certified in accordance with chapter II of the
annex to the STCW Convention, the company shall ensure in compliance with regulation I/14 of the
annex to the STCW Convention, as well as with sections 6.3 and 6.5 of the International Safety
Management (ISM) Code, that all Masters and Deck O f ficers on being assigned to the ships equipped with
ECDIS, also receive adequate type-specific ECDIS Training, Master and Deck O f ficers shall carry out checks
in accordance with “ECDIS Type-Specific Familiarization Checklist” (S-06.50.01(3)) prior to being assigned the
duties and monthly.
1.1 Responsible Officer

The Second Officer is responsible to the Master for the proper correction and maintenance of all charts
(AVCS ENC Cell and ARCS) and navigational publications.
1.2 ENC & RNC

There are two kinds of official digital charts commonly available; Electronic Navigational Charts (ENC) and
Raster Navigation Charts (RNC).
ENC stands for “Electronic Navigational Chart”. The term was originally introduced for digital chart data
complying with the IHO chart data transfer standard S-57. By IMO definition, ENCs can only be produced
by, or on the authority of, a government, Hydrographic Office or other relevant government institution. Any
other Vector data is unofficial and does not meet carriage requirements.
ENCs have the following attributes:

⚫ ENC content is based on source data or official charts of the responsible Hydrographic Office;
⚫ ENCs are compiled and coded according to international standards;
⚫ ENCs are referred to World Geodetic System 1984 Datum (WGS84);
⚫ ENCs are issued only by the responsible Hydrographic Office;
⚫ ENCs are regularly updated with official update information distributed digitally.
RNC stands for “Raster Navigational Chart”. RNCs are digital Raster copies of official paper charts confirming
to IHO Product Specifications RNC (S-61). RNCs can only be issued by, or on the authority of, a national
Hydrographic Office.
RNCs have the following attributes:

⚫ RNCs are a facsimile of official paper charts;
⚫ RNCs are produced according to international standards;
⚫ RNC content is the responsibility of the issuing Hydrographic Office;
⚫ RNCs are regularly updated with official update information distributed digitally.
1.3 ECDIS CHARTS AND DIGITAL PUBLICATIONS CORRECTIONS

The Master is to ensure that all ECDIS charts and publications carried onboard are always corrected up to
date, irrespective of current trading area of the vessel, and irrespective of the ECDIS use as primary or
secondary means of navigation.
1.3.1 There are currently two methods of carrying out these corrections, either via Weekly Update CD/DVD
or downloaded weekly from a recognized electronic chart suppliers’ data. The preferred method will be
decided by the Management Office depending on the communications equipment onboard the vessel.
Up-date of ENC and RNC
ENC and RNC shall be ensured to maintain up-date condition by the following procedure.

a) e-Notice to Mariner to be obtained from ENC/RNC Provider regularly (weekly at base).

b) Latest information of e-Notice to Mariner to be up-loaded to ECDIS to up-date ENC/RNC.
c) When new ENC/RNC been purchased, to ensure the up-date condition and if not, those ENC/RNC to be
up-dated immediately.
d) Up-dating record “NP133C Admiralty ENC Maintenance Record” to be completed and to maintain.
e) The master to be required to verify and ensure regularly.
Upon receipt of the ECDIS updates, the Navigation Officer must ensure that the corrections are applied to all
ECDIS units and verified by the Master. In case a vessel will not be supplied by electronic correction data
for ship’s folio in due time, electronic charts for a forthcoming voyage must be manually corrected by the
Navigation Officer (information should be taken from paper Weekly Notices to Mariners, the master shall
request and apply the paper weekly notice to marine from company or local agent in time) All manual corrections
should be made in red color (as required by IMO Resolution A.817 (19)); chart datum corrections should
be applied (in case of Chart Datum of paper chart in NM is different from WGS84
If manual corrections of electronic charts took place during passage planning and route monitoring while
sailing, the OOW should check activation of manual correction information on the ECDIS screen.
1.3.2 Navigational Warnings

Any Navigational Warning (through NAVTEX and EGC) within 100 nautical miles of your planned route must be
manually plotted on ENC by the Navigation Officer as “Manual Update” and not “User Map”. But you should
not be very rigid with the set distance (100nm). For example, you should consider plotting the navigational
warnings like “Man overboard” even if it is more than 100nm from your planned course. Even if that is the case
that the NAVTEX is integrated into the ECDIS system, you must check carefully all warnings related to your
planned route since there are some warnings not displayed on ECDIS due to receiving errors.
1.3.3 Temporary and Preliminary Notices: are not handled consistently by all ENC producers at present.
Some producers, like UKHO, incorporate the T&P notices into the ENCs and their updates, whilst others
ignore T&Ps completely. The Navigation Officer must check the ECDIS charts to ensure that T&P corrections
have been included in the weekly updates. Where any notices are absent, these must be inserted manually
as “Manual Update” and not “User Map”. The Navigation Officer must monitor T&P notices closely so that
once they are withdrawn, they are also removed from the ECDIS charts onboard. During passage planning
and route monitoring whist underway, the OOW shall check activation of manual correction information on the
ECDIS screen.
1.3.4 Admiralty Digital Catalogue

Admiralty Digital Catalogue is updated on a weekly basis as noted in Section (b) above and allows the
Navigation Officer to view the permitted chart coverage and to prepare a basket file for requesting any additional
ENCs required for a voyage. Some chart agents have own software instead of this catalogue.
1.3.5 Cancelled Charts

Like the paper chart system, new editions of electronic charts are issued on a regular basis. These new
editions are supplied on the weekly update CD/DVD and shall be downloaded as part of the weekly
update procedures. In case of you are using the CD service, the suppliers issue new base CDs at intervals of
approximately eight weeks. In case of you are using the DVD service, the suppliers issue new base DVDs at
intervals of every week. When you receive these medias, the Navigation Officer should delete all previously
installed ENCs and re-install from the new base CD/DVDs. This ensures that the vessel is always using the
latest copies of the ENCs.
1.3.6 A provision of a chart system is a high cost item and it is therefore essential, as with all other areas
onboard, that it is maintained correctly. NP133C Admiralty ENC Maintenance Record is to be completed. The
Master shall view the ENC properties on all ECDIS units to ensure that the chart correction upload has
been carried out correctly. Verification of the correction procedure shall include Navigation Warnings and
T&P notices.
2. Operation of ECDIS
ECDIS is different from manufacturer to manufacturer and ship to ship. Master and deck Officers must
properly familiarize themselves with the operation instructions (including tutorials built in) of these systems
and be fully aware of their limitations. Joining officers must receive a briefing from outgoing officers during
the hand-over period prior to the outgoing officer being repatriated.
The Master and the OOW shall keep the following in mind and make efforts on proper usage of the ECDIS.
2.1 Adjustment, Operation, and Confirmation

The ECDIS shall be so adjusted that the display most appropriate for safe navigation in consideration of sailing
area, condition of passage/strait, etc. In particular, the following items shall be confirmed.
a) ENC and/or RNC to use shall be updated
b) Back-up ECDIS or paper charts shall be always maintained up-dated
c) Interface with GPS, GYRO, LOG, AIS, RADAR, etc. shall be maintained properly.
2.2 Selection of Indication and Motion Mode

The Master and the OOW shall select the settings of the azimuth and motion indication of ECDIS which shall
be judged the most appropriate for then situation. However, during normal navigation and port stay, the following
setting shall be standard. If OOW should change with the different setting, the condition shall be taken over
without fail.
a) Azimuth indication: North -Up
b) Motion indication: True Motion
2.3 Stand-by to Back-up, Switch-over and Stop of Units
2.3.1 Stand-by to Back-up

In the following cases, Back-up equipment or paper charts shall be operated or used simultaneously.
a) Entering or Leaving harbor
b) Navigation in the confined water
c) Navigation in the congested water
d) At the time of making a landfall or during coastal navigation, as required
e) Others
2.3.2 Switch-over, Stop of Units in Use and function test of Back-up equipment (for the ship equipped
with Back-up ECDIS)
a) Where one ECDIS alone is operated in such a case as ocean navigation, ECDIS shall be switched over
every watch to use ECDIS alternatively and shall carry out function test of Back-up ECDIS which is not in
continuous use.
b) For ECDIS not in use, the main switch shall be set to “S/B”.
2.3.3 Confirmation Items when Started

The following items shall be confirmed when started.
a) The main switch of the radar is in the “OFF” position when the circuit breaker of the Distribution panel of
the radar is turned on, and no worker for repairing and checking the radar is present.
b) No worker is present on the Radar mast when the main switch of the Radar is turned on.
3. Watchkeeping
The OOW shall keep the following in mind when utilizes ECDIS for watch-keeping duty during at sea or in port.
OOW shall carry out checks in accordance with “ECDIS Watch Checklist” (S-06.50.01(1)) periodically during
the watch.
3.1 Lookout
As with all electronic equipment, ECDIS is an aid to navigation but it is not a substitute for the observance of
good seamanship, or for maintaining an effective lookout always during the voyage. Traditional means of
position fixing, track monitoring and maintain a safe lookout must still be used for the safe navigation of the
ship. As has been experienced with other aids to navigation in the past, there is a danger that an over-reliance
can be place on its sole use. There is no doubt that ECDIS is extremely useful and potentially accurate and
can track not just your own ship but also other vessels using Radar data.
Frequent checks shall be made of the ECDIS position fixing system (normally GPS) using other means. Such
checks should include:
⚫ Parallel indexing and use of clearing bearing;
⚫ Use of Radar to check accuracy of the charted position by comparing the location of the Radar target
against the charted symbol;
⚫ Visual cross bearing;
⚫ Data input from the gyro compass, speed log, echo sounder and other electronic equipment shall be
periodically monitored to ensure accuracy.
The OOW shall not overestimate the information obtained through ECDIS images but keep a sharp lookout
utilizing all the possible means and ways, because the information thus obtained not only contain false images
or errors but also, they may be not the on-time one.
3.2 Motion Indication

3.2.1 Relative Motion

All the image of stationary objects shall move to reverse direction parallel to ships course with same speed.
3.2.2 True Motion

All the image of stationary objects shall rest, and the ship and other mobile objects shall move to their course
with their speed.
3.3 Azimuth Indication
3.3.1 North-up Indication

ECDIS shall be synchronized with GYRO compass and the upside of ECDIS Display showing North all the time.
3.3.2 Course-up Indication

ECDIS shall be synchronized with GYRO compass and the upside of ECDIS Display showing the ship’s course
of setting. The ship’s heading mark shall change following to alteration of her course thereafter.
3.3.3 Anchor Watch

When at anchor the anchor watch setting shall be used to display the position of the anchor and provide an
alarm dragging circle, alarm will be acted if the ship off the circle.
4. Passage Planning
Passage Plan shall be prepared according to the SMS S-06.40.02 “Passage Planning” and the passage
planning section of this booklet.
4.1 Route planning
4.1.1 Route planning is achieved by completing the following steps:

a) Procurement of cells/charts and updates
b) Set up (initial and route setting)
c) Route creation
d) Markings and adding additional information/user overlays
e) Route checking/validation.
Remark: The route planning must be prepared on the primary ECDIS, the same copy route planning must be
prepared on backup ECDIS or backup Paper chart in order to ready for us
4.1.2 Procurement of Cells/Charts and Update

The procedure for procuring cells/charts required for the voyage and associated updates is described in
provider’s instruction book.
4.1.3 Cell and scale Selection

The officer in charge for planning should ensure that the best scale cells are available.
4.1.4 Display / Layer Selection

All layers of Standard Display Category should be kept “ON”, this is an IMO requirement. Appropriate other
layers should be selected prior planning the route. Standard display alone is not sufficiently for route planning
mode and route monitoring mode.
4.2.4 Ship and Route Parameters
4.2.4.1 Ship Parameters

These are fixed parameters when installation of the ECDIS. If master need any change of ship parameters,
inform the company of the detail.
4.2.4.2 Route Parameters
a) Safe Speed
The planned safe speed for each leg of the passage should be decided and set by Master.
b) Turn Radius
The turn radius should be set depending on the sea room available for turning the vessel.
c) Rate of Turn (ROT)

The value for maximum allowable rate of turn should be available for turning the vessel. The recommended
ROT is 10 degree/minutes.

d) Cross Track Limits (XTL)

Cross Track Limits is the limit of deviation from the planned route at which activation of an automatic off-track
alarm will occur. Following is minimum settings for XTL
Minimum XTL Settings (meter)

Area
Port Starboard
Open Seas 1852m 1852m
Coastal Waters 926m 926m
Harbor/Confined Waters 50~185m 50~185m
e) Wheel Over Point (W/O)

The wheel over point for altering courses is calculated automatically by the ECDIS depending on the ship
parameters and Route parameters entered by the user (i.e. speed, turn radius, ROT) the W/O point is marked
on the route automatically as well.
4.3. Safe Water Settings

It is important to note that the Safe Water Settings are dynamic and not fixed for the entire voyage. They will
greatly depend on various factors such as change in speed, depths, UKC requirement for various legs,
amendments to the planned route, etc.
Defining of safe waters includes setting of:
a) Safety Contour = Safety Depth
b) Shallow Contour
c) Deep Contour
d) Safety Height
4.3.1. Minimum Settings
a) The Safety Contour =Safety Depth should be calculated as follows:

Safety Depth = Draught + Minimum Required UKC (As per Company Policy- INSTRUCTIONS FOR SEA
PASSAGE PLAN) +Allowance for Squat + Safety Margin - Height of Tide.
The safety margin includes heel allowance, static draft allowance and change in water density, CATZOC,
allowance for swell etc.
Electronic navigations charts (ENC) are based on the same information as paper charts with the same accuracy.
However, in ENC this information is referred to as CATZOC (Zone of Confidence Category). For example:
Category A2 has an accuracy of horizontal distance of +/- 20 meters, and depth error of +/- 1.2 meters. It is
extremely important that this is considered carefully when calculating the safety depth. In most cases reviewed,
the safety depth was either not set or set incorrectly.
If set correctly with the safety depth alarms functions, will give an audible and visual warning if there is an
obstruction less than the safety depth.

(CATZOC)TABLE
ZO Position Depth Typical Survey
C Mark Seafloor Coverage
Characteristics
Accuracy Accuracy
0.5m Controlled, systematic

+ 1% depth survey high position
and depth accuracy
Full area search
Depth(m) Accuracy achieved using DGPS
undertaken.
±5m or a minimum three
A1 + 5%Depth
Significant seafloor
high quality lines of
10 0.6 features detected and
position (LOP) and a
depths measured.
30 0.8 multi beam, channel or
mechanical sweep
100 1.5 system.
1.0m
+ 2% depth Controlled, systematic
survey achieving
Depth(m) Accuracy
Full area search position and depth
undertaken. accuracy less than
A2 ±20m Significant seafloor ZOC A1 and using a
10 1.2 features detected and modem survey echo
depths measured. sounder and a sonar or
30 1.6 mechanical sweep
system.
100 3.0
Controlled, systematic
Full seafloor coverage survey achieving
not achieved; similar depth but lesser
uncharted features, position accuracies
1.0m
B ±50m
+ 2% depth
hazardous to surface than ZOC A2, using a
navigation are not modem survey echo
expected but may sounder, but no sonar
exist. or mechanical sweep
system.
Low accuracy survey
Full area search not
or data collected on an
2.0m achieved, depth
C ±500m
+ 5% depth anomalies may be
opportunity basis such
as soundings on
expected.
passage.
Full area search not Poor quality data or
worse than achieved, large depth data that cannot be
D ZOC C
worse than ZOC C
anomalies may be quality assessed due
expected. to lack of information.
U Unassessed - The quality of the bathymetric data has yet to be assessed.
Note: The CATZOC attribute definitions are currently the subject of review and the results of this
review will be promulgated as soon as possible in the S-57 Maintenance Document
b) Shallow Contour = Draught of the vessel
c) Deep Contour = Twice the draft of the vessel
d) Safety Height: Every officer in charge of a navigational watch know the air draft of the vessel and
also know how to apply that knowledge using the resources available to him regarding the height and
location of bridges, power lines, pipe lines and other elevated objects located within the navigable channel.
Specific data must be known when planning transits.

4.3.3 Creation a route

After all setting have been done as per above section, actual route creation in ECDIS must be done
4.3.4 Creating liming danger lines, Notes and Marking on the charts.
Following additional markings can be done on the ENC as compared to traditional marking procedure.
a) Change over points from ENC to RNC
b) Change in safety water settings
c) Limiting danger line i.e. No Go areas, for depths less than or equal to safety depth, parallel indexing,
clearing bearing etc.
4.3.5 Route checking / validation
4.3.5.1 Confirmation of passage plan

The entire passage plan shall be verified by master before finally approving the entire passage planning.
4.3.5.2 Validation / Verification of Route plan

Validation/verification of a route plan is an automatic function available on ECDIS.
Any changes to the route parameters will need rechecking of the route to make sure that new amendment has
not jeopardized the safe of the vessel.
Only a validated route shall be used for navigation. A validated route plan is called as a route plan table and
shall be print out. Master and all deck officer shall affix their signature on this validated route plan. The
Company’s passage plan form is still required to be prepared in accordance with respective procedures.
5. Route Monitoring
For vessels using ECDIS as primary navigation, the OOW shall make full use of the various tools incorporated
into the system onboard. The ECDIS system is usually fitted with added route-monitoring tools to assist the
OOW during the watch and these include:
After planning and validation of route has been completed, route shall be monitored using ECDIS for the
purpose of safe navigation. Following items shall be set.
a) Setting for Monitoring

b) Activation the route plan (putting the route in monitoring mode)
c) Navigation on monitored route (execution of the voyage)
d) Voyage Recording
NOTE: NEVER USE ECDIS FOR COLLISION AVOIDANCE!!!
5.1 Setting for Route Monitoring
5.1.1 Date and time settings

Date & time of ECDIS must be set correctly
5.1.2 Sensor settings on ECDIS

The officer in charge shall always select most preferred sensor source with regards to heading, depth,
speed, radar etc., in case of any failure of sensors, most accurate secondary sensor shall be selected. If
no sensor is available, then a manual input shall be entered.
5.1.3 Alert setting
5.1.3.1 An ECDIS has two methods for alerting the users;

a) Alarm: An alarm or alarm system which announces by audible means, of audible and visual means, a
condition requiring attention.
b) Indicator: Visual indication giving information about the condition of a system or equipment.
5.1.3.2 Control to prevent damage / software error

Following controls should be exercised to avoid damage or software errors in ECDIS.
a) It shall be ensured that ECDIS computers are not used for any non-navigational purpose.
b) Only dedicated media storage devices should be used in conjunction with ECDIS unit.

5.1.3.3 The appropriate alert settings on ECDIS as follows:

NO. ALERT SETTING REMARKS
Crossing Safety contour Alarm Within a specified time set by the user, own ship will
a)
cross the safety contour.
Areas with Special Alarm or For Route Planning: Indication
b)
Conditions2 Indication For Route Monitoring: Alarm
Deviation from route Alarm When the specified cross track limit for deviation from the
c) planned route is exceeded (including when in RCDS
mode);
d) Positioning system failure Alarm Input from position, hearing or speed sources is lost.
Approach to critical point Alarm When the ship reaches a specified time or distance, set
e) by the user, in advance of a critical point on the planned
route (including when in RCDS mode
Different geodetic datum Alarm Geodetic system is different from SENC
f)
(ECDIS)
Different geodetic datum Alarm If the positional data is not referenced to WGS-84 or
(RCDS) Indication PE-90 datum.
g)
If displayed RNC is not referenced to WGS-84 or PE-90
datum.
Malfunction of ECDIS Alarm or Including for RCDS
i)
Indication
Default Safety Contour Indication -If user does not specify safety contour value, the
default setting of safety contour (30m in some
equipment) is used.
j) -If the safety contour specified by the user or the default
safety contour is not in the displayed SENC.
-If the safety contour in use becomes unavailable due
to a change in source as default.
Information over scale Indication Information is displayed at a larger scale than that
k)
contained in the ENC/RNC(Over-scale);
Larger scale ENC/RNC Indication Own ship’s position is covered by an ENC/RNC at a
l)
available larger scale than that provided by the display.
Different reference Indication ECDIS and added navigational information are using
m)
system different reference system.
No ENC available Indication Display includes waters for which no ENC at a scale
n)
appropriate for navigation is available
o) Customized display Indication Deviation from Standard Display.
Route planning across Indication If planned route of own ship is across own ship’s set
p)
safety contour safety contour;
Route planning across Indication If planned route of own ship is across the boundary of a
specified area prohibited area or of a geographical area for which
q)
special conditions exist3;
Crossing a danger in route Indication If continuing on its present course and speed, over a
monitoring mode specified time or distance set by the user, own ship will
r) pass closer than a user-specified distance from an aid to
navigation or a danger (e.g. obstruction, wreck, rock) that
is shallower than the safety contour.
s) System test failure Indication
Approach to mariner Alarm Manually entered points, critical points, lines and areas
t) entered feature (For for which alarm may be required.
RCDS Mode)
ECDIS operating in Raster Indication
u)
mode
Anchor watch during Alarm3 When out of swinging circle etc.;
v)
anchorage
w) Wheel Over position; Alarm3 When own ship crosses W/O position
x) CPA/TCPA alarm etc. Alarm3 Alarms related to Target Tracking
NOTE
1: Changes to Alarms or Indicator settings
a) Any attempt to disable or changing the alerting mode (from audio to visual indicator or vice-
versa) other than accepted by IMO performance standards i.e. from “a” to” u” above, can render
the type approval of ECDIS invalid (downgraded to ECS, thus not complaint with the vessel’s
statutory certification). Therefore, these shall not be amended except that indicators may be
upgraded to alarms if the ECDIS alarms also provide visual indicator,

however vice versa is not allowed.
b) Additional alarm or indicator may be added for safe navigation.
c) No change to any alarm or indicator shall be carried out by duty officer without prior approval
from Master.
2: Following are Areas for which Special Conditions Exist:
- Traffic separation zone – Military practice area
- Inshore traffic zone – Seaplane landing area
- Restricted area – Submarine transit lane
- Caution area – Anchorage area
- Offshore production area – Marine farm/ aquaculture
- Areas to be avoided – PSSA (Particularly Sensitive Sea Area)
- User defined areas to be avoided
3: If onboard system cannot set this as alarm, then it must be set as indicator; These items are in
addition to IMO Performance Standards
5.1.4 Cross Track Distance

This is the distance that the ship can deviated from the planned route before the alarm is activated, this should
be set to give a safety margin between the maximum off track distance and the point at which the vessel would
cross an obstruction, this setting is the key to keeping the ship in safe water, particularly in coastal waters.
5.1.5 Cross Track Limits (XTL)

Cross Track Limits (XTL) is the limit of deviation from the planned route at which activation of an automatic off-
track alarm will occur. Following is the minimum settings for XTL:
Minimum XTL Settings (meter)

Area
Port Starboard
Open Seas 1852m 1852m
Coastal Waters 926m 926m
Harbor/Confined Waters 50~185m 50~185m
5.1.6 Anti-Grounding Cone

Anti-grounding cone will compare the safety setting that have been entered by the mariner with the depth
information contained in the ENC and generate an indication or warning where the safety setting will be
contravened
5.1.7 Own Ship Track Settings

The length of the track and time label serves a ready reckoned display of change in speed or alteration.
Maximum intervals for time labels should be as follows in conjunction with the position fixing interval as per the
passage plan.
MAXIMUM INTERVAL FOR TIME LABELS

Harbor/Confined Waters Coastal Waters Open Seas
5 min 15 min 60 min
Note: Lesser intervals can be set in conjunction with the position fixing interval of passage plan
5.1.8 Look Ahead

a) “Look Ahead” is a provision for predicted movement of the vessel. It is intended for generation of Anti-
Grounding Alarms, Area alerts and Navigational alarms.
b) ECDIS will trigger a Look Ahead alerts within a time frame or distance, which is pre-set if the ship;
- Crosses a Safety Contour
- Passes too close to an ENC object
- Crossed the boundaries of an area as selected

c) Following is the minimum setting for Look Ahead

Look Ahead Values (Common to All ECDIS)
Harbor/Confined Coastal Waters Open Seas
Waters
Length 6min 12min 18min
Width 0.2nm 0.3nm 0.4nm
Look Ahead Values (FURUNO ECDIS)

AHEAD Harbor/Confined Coastal Waters Open Seas
Waters
Width 370m 570m 770m
AROUND Harbor/Confined Coastal Waters Open Seas
Waters
Port 370m 570m 999m
Stbd 370m 570m 999m
Ahead 370m 570m 999m
Astern 370m 570m 999m
Look Ahead Values (JRC ECDIS)

VECTOR Harbor/Confined Coastal Waters Open Seas
Waters
Width 250m 250m 250m
SECTOR Harbor/Confined Coastal Waters Open Seas
Waters
Arc Angle 10° 20° 20°
d) The shape of the Look Ahead could be a box or a cone or combination of both, Both FURUNO and JRC
have Look Ahead in shape of box. In addition, FURUNO has an “Around” function while JRC has “Sector”
function.
e) Look Ahead only alerts for ENC objects but does NOT alert for any ARPA or AIS Targets.
5.1 Activation of Route

a) It should be verified that the route has been validated an all alerts addressed.
b) Change to Monitoring Mode and confirm the next waypoint.
5.2 Navigation using Monitored Route

ECDIS is used for real time navigation monitoring as an aid to navigation. The statutory requirements
regarding monitoring of the progress of the voyage, watch practices, collision avoidance actions, recording
etc. should be complied with as per company navigation procedure, statutory and local regulation.
5.3 Layers and Overlays

a) Appropriate layers should be used for display. Standard display alone is not sufficiently for route planning
mode and monitoring mode.
b) Information or overlaid display from peripheral devices such as Radar, ARPA, AIS and their status should
be monitored.
c) During change of watch, status of any layer’s display being amended or overlay equipment status should
be exchanged.
5.4.1 Radar Information Overlay (RIO) (if applicable)

a) When radar is connected to the ECDIS, the radar image, matching the scale projection and orientation of
the ECDIS, can be overlaid on the chart and this is termed as RIO
b) When radar is connected to the ECDIS, the radar image, matching the scale projection and orientation of
the ECDIS, can be overlaid on the chart and this is termed as RIO.
c) In case, if RIO not matching with ENC that means there could be an error in the GPS.
d) In case of ENC, in the incorrect position due to GPS error then an “Offset” is essential to rely further on the
GPS position. “Offset” should be applied to the ECDIS only not to the GPS.
e) In Case of any GPS failure or error, Officer in charge should inform the master and then after verifying the
matter, only Master should apply the “Offset”. After applying “Offset” same should be recorded in the logbook
with the amount of “Offset applied. Similarly, “Offset” should be removed by Master after confirming that the
error in the GPS no longer exists. “Offset” has been removed; the fact should be recorded in the logbook.

5.5 Position Monitoring

The ECDIS provides features for position monitoring using inbuilt functions using information from sensors.
Using the information from the primary and secondary positioning systems (GNSS) being the main such
method (if applicable). Cross-checks position-fixes using independent sources of information, should be done
to ensure positional reliability and navigational safety.
Such check can include;
a) Radar information overlay
b) Manual fixes (visual bearing, line of position etc.)
c) Comparison between Primary and Secondary positioning system (if applicable)
5.6 Manual Fixes

a) Manual fixes using celestial and terrestrial observation can be plotted on the ECDIS similar to practice
on paper charts serving as a good position comparison method.
b) Manual fixes using celestial and terrestrial observation can be plotted on the ECDIS similar to practice
on paper charts serving as a good position comparison method.
i) FURUNO ECDIS allows tow method of manual fixing i.e. LOP and Visual. LOP is preferred method
compared to visual due to its authenticity. LOP method uses identified object and records all information i.e.
accuracy, position of object from LOP was obtained. Whereas visual method does not support any such thing.
Hence, visual method should be sued only if LOP is not possible.
ii) JRC ECDIS whenever manual fix is plotted, the ECDIS offsets the GPS position to manually fixed position,
immaterial of whether it if good or a bad fix. Therefore, watch keepers have to be extra vigilant and watch
keeper should remove the offset every time a manual fix is plotted.
iii) The manual Fixes shall be plotted on the primary ECDIS at first, the manual fixes on backup ECDIS or
backup Paper could be as the comparison during the Primary ECDIS in using.
5.7 Parallel Indexing

Parallel Index techniques provide the mean if continuously monitoring a vessel’s position in relation to a pre-
determined passage plan. The marking of parallel index should be done on the ECDIS similar to paper charts
or at least the value should be written in the passage plan. The use of parallel indexing during navigation will
mainly assist in position comparison if RIO is unavailable.
5.8 Comparison between Primary and Secondary positioning system (if applicable).
The ECDIS automatically compares the position between the primary and secondary position systems and
provides alert if there is a discrepancy in position. During open seas passage or when no other means is
available to compare position.
5.9 Summarizes key points when using ECDIS for real time navigation monitoring:
a) Positions shall be plotted on the ENC in accordance with passage planning/company’s instructions.
b) Use of time stamps is allowed to maintain record of positions electronically, however GPS position record
should be maintained as is done when using paper charts.
c) Positions should be compared regularly using more than one means and records of comparison should
be maintained.
d) Date & Time settings of ECDIS should be correctly set.
e) ECDIS setting including safety contours, alarm and indicator should be verified at least once every watch.
f) In the event of any failure or fault of one ECDIS immediately switch to back up ECDIS.
g) Predicted movement functions such as danger detection vector & sector setting or look-ahead function etc.
should be permanently used. Minimum settings for monitoring zones in terms of
length/width/sector/time/vector length should be specified by Master. These minimum settings should be
such that the OOW can set a defined monitoring zone and obtain early warning of any danger would lie
within this zone.
h) Monitoring zone should be made in relation to the course made good.
i) Auto execution of alterations of courses should not be carried out during coastal passage.
j) Reliability of chart survey data (zone of confidence) should be checked periodically.
k) OW should ensure appropriate items related to ECDIS setting etc. are handed over/taken over during
change of watches.
l) OOW should carry out checks in accordance with ECDIS Watch Checklists and tests/checks as per
appropriate bridge checklists periodically during the watch.
m) If warning is received for expiry of license of activated cell (charts), timely license renewal should be
initiated. Master and navigating officer should be informed about the fact.
n) Master should be informed immediately at least in the following cases (related to ECDIS):
i) Failure or Malfunction of ECDIS or any of its sensors (including error in primary position system i.e.
between two GPS)
ii) Any alarm, indicator or parameter setting found different from standard setting.
iii) Any doubt with regards to accuracy of chart or available data.

iv) If license of ENC has expired during the watch.
v) Any special instruction by Master.
6. Time Interval of Fixing Positions

In normal coastal navigation, positions shall be fixed every 15 minutes and plotted on the ECDIS. Whenever
the existence of danger is conceivable in navigating through reefs and shallows, and when entering and leaving
harbor, or anchoring, etc., safety must be checked by taking fixes continuously whenever appropriate.
Cross-checks position-fixes using independent sources of information shall be done by OOW to ensure position
reliability and navigation safety. The “ECDIS Position Comparison Record” (S-06.50.01(2)) shall be maintained.
The intervals of comparison of positions shall be specified in Passage Plan or Master’s Order. Following is the
minimum intervals of comparison of positions.
Open Seas 60min

Coastal Waters 15min
Narrow Channel
10min or Less
Confined Waters
Leaving & Entering Harbor
5min or Less
Anchoring
7. Anchor Watch
When the vessel is at anchor, the Anchor Watch function should be activated to increase safety by ensuring
the OOW is aware if e.g. the anchor is dragging while at anchor, and the ship leaves the defined safe area
without the attendance of the Officer Of the Watch.
8. ECDIS Failure / Malfunction
8.1 Abnormality or Malfunction of ECDIS

The officer on watch, when and abnormality occurs in the ECDIA, must immediately take the following
measures:
a) If steering with auto track control, switch to manual steering.
b) Switch to backup ECDIS or backup paper chart.
c) Report to Master
d) Ascertain navigation condition of own vessel (traffic, position, proximity of navigational hazard etc.)
e) Confirm operation and integrity of second ECDIS. If on RCDS mode, continue navigation using paper
charts.
8.2 One ECDIS Failure

When one ECDIS fails, must immediately take the following measures:
a) OOW must take the measure as per above paragraph 8.1 for Abnormality or Malfunction of ECDIS.
b) OOW must notify the Chief Engineer or the Engineer on Watch (Engineer on UMS duty).
c) Master must notify the company.
d) A joint risk assessment with the company shall be carried out for navigating with one ECDIS.
e) ECDIS repair shall be arranged at the earliest.
8.3 Both ECDIS Failure (For both ECDIS)

The officer on watch, when both ECDIS fails, must immediately take the following measures:
a) If steering with auto track control. Switch to manual steering.
b) Switch on all steering system.
c) Notify the Chief Engineer or the Engineer on Watch (Engineer on UMS only).
d) Notify the Master.
e) Have main engine on S/B.
f) Ascertain navigation condition of own vessel (traffic, position, proximity of navigational hazard etc.)
g) If updated paper charts available navigate using paper charts.
h) Stop movement of ship, as occasion demand, by stopping or reversing main engine.
i) Send attention drawing signals to surrounding ships.
j) Transmit Safety or Urgency Communication by means of VHF Ch16 as occasion demands.
k) Record the time of the occurrence of the failure and the ship’s position.
l) Master must notify the company for instruction.
8.4 Impact on ECDIS due to other emergencies

In case failure of ECDIS is due to other machinery troubles e.g. black out will result in ECDIS functioning
properly for certain period of time till back up power is available.
Bridge Team members shall make best use the resource to ensure ECDIS are available for maximum period
and following shall be considered as appropriate to the circumstances in consultation with the company:
a) Inter-switching one ECDIS on UPS and keeping the other OFF/Standby and then switching over to the
other ECDIS subsequently.
b) Taking snapshots of ENCs (and printing out) for reference in case needed later.
c) Obtaining scanned copies of charts for immediate use from the company.
d) Appropriate measures from paragraph 8.5 below depending in the impact on ECDIS due to another
emergency.
8.5 Risk Reduction Measures

In order to respond to ECDIS failures or malfunctions, Masters shall be guided by one or more of the following
to avoid any immediate impact to the safe navigation in case of sudden ECDIS failures:
a) Doing mapping on radars.
b) Input waypoints and cross track limits (as cross track error) in GPS.
c) Carriage of suitable number of small-scale paper charts or has arrangement for immediate availability
electronically (for emergency use only) such that the vessel can be navigated to a safe place (e.g. for
anchoring /arranging repairs etc.)
9. Reporting
When the master found any anomalies between the indication and alarm, miss-function, defect, etc. the Failure
Report must be submitted to the company with the following detail. The company shall report to the Flag state
administration, the manufactures, ENC providers, etc., as necessary.
a) Maker and Model
b) Version Number of the software installed
c) Detail of ENC or RNC displayed in use together with edition number
d) Detail of anomalies, etc., found
10. ECDIS Maintenance
10.1 Performance Test of ECDIS

Performance test shall be conducted in accordance manufactures’ guidance to check if any short comings with
the ECDIS, if software is up to date and if wrecks and shoals are displaying correctly. The test shall be carried
out under master’s permission.
10.2 Planned Maintenance

Plan Maintenance of ECDIS and related equipment (including backup power source) shall be carried out in
accordance with manufacturer’s instructions and appropriate record of such maintenance shall be maintained.
Any maintenance required in docking shall be identified and arranged in advance.
11. Port State Control Inspections

The following is a list of ECDIS issues which many PSC inspectors pay close attention to:
If Master find out any deficiencies below, Master shall report to company at once.
a) Listing of ECDIS as critical equipment in the Safety Management System (SMS)
b) Documented procedures and instructions for the use of ECDIS are included in the SMS and that they are
understood by all officers responsible for navigation
c) ECDIS type approval certificate, confirming compliance with relevant IMO performance standard and the
International Electro Technical Commission (IEC) test standard
d) ECDIS software is maintained to the latest applicable IHO standards
e) Use of latest edition of official ENCs, updated and corrected to the latest available updates and notices to
mariners
f) Adequate independent back-up arrangements (as detailed on the Record of Equipment), ensuring safe
navigation for the remainder of the voyage in the event of an ECDIS failure
g) Approved ECDIS generic and familiarization training has been undertaken by the Master and Officers in
charge of a navigational watch
h) Conformance and alignment with input from sensors (e.g. heading, speed and rate of turn) and
presentation of such information on the ECDIS display
i) Evidence of periodic tests and checks of the ECDIS carried out in accordance with the SMS and
manufacturer’s requirements
j) Demonstration of operational competency by the ship’s navigating officers (e.g. safety checking of a
voyage plan, manual position fixing)
k) ECDIS settings are appropriate to the ship’s dimensions and area of operations (e.g. cross track error,
anti-grounding cone, safety depth and contour, deep contour, shallow contour)

ECDIS Watch Checklist (S-06.50.01(1))

Ship's Name Voy. No. From (Port) To (Port)
MV. MARTIN ISLAND 090 HAKATA SAGANOSEKI
SECTION A: Settings (To be instructed by Master)
1) Safety Depth m 2) Safety Contour m
3) Shallow Contour m 4) Deep Contour m
5) Look Ahead Values VECTOR: SECTOR:
SECTION B: Check items prior taking over Date: 2023

Remarks
watch 0000 0400 0800 1200 1600 2000
1) Settings - - - - - - -
a) Is Date and time set on ECDIS accurately?
b) Be aware of the datum?
c) Being used in AVCS mode or RCDS mode? AVCS AVCS AVCS AVCS AVCS AVCS
d) Any change in setting of ECDIS?
e) Route Plan loaded and monitored on both
ECDIS? (01 ECIDS)
f) Safety Depth setting m m m m m m
g) Safety Contour setting m m m m m m
h) Shallow Contour setting m m m m m m
i) Deep Contour setting m m m m m m
j) Look Ahead Values
k) Draft and Pilot (static data - ship's particulars)
correctly entered?
l) Rate of Turn and/or Turn Radius
m) Cross Track Limits (XTL)
n) Interval for Time Labels
2) Alarm & indicators - - - - - - -
a) Are alarms settings as per mandatory req.?
b) Are indicator settings as per mandatory req.?
c) Are additional alarm/indicator settings as per
master's instructions?
3) SENC display & Charts - - - - - - -
a) Are all layers in Standard & Base selected?
b) Are spot Sounding selected for display?
c) Is, if any, essential information to be display as
per Master's instructions selected for display?
d) Is Nominal Scale of chart being used? (No
overscale/under scale/SCAMIN)
e) Updated ENC/RNC in use? ENC ENC ENC ENC ENC ENC
4) Sensors - - - - - - -
a) Confirm about status of input of sensors
including which are active?
b) No speed and heading input errors?
c) Compare Radar and ECDIS (GPS) positions?
d) Compare ARPA and AIS data shown on
ECDIS?
e) Voyage Recording is in progress?
5) Additional Check if in RCDS Mode - - - - - - -
a) Paper charts being used as backup?
b) Alarms for officer entered information active?
c) Chart datum and datum setting on ECDIS
confirmed and datum shift applied, if required?
6) Are all above checks if in RCDS Mode?
7) Additional ship/equipment specific checks
2/OFF C/OFF 3/OFF 2/OFF C/OFF 3/OFF
OOW signature:
Master's signature:
Note:
a) All checks shall be carried out on both ECDIS.
b) Self Diagnostic and similar tests/check shall be included and carried out as per vessel specific Bridge/Navigation Equipment
Checklist.

(S-06.50.01(2))
ECDIS Position Comparison Record
Voy. No. (Port) From To (Port)
Vessel
MARTIN ISLAND 081 LONGVIEW CHIBA
ECDIS Method used to Compare ECDIS Position
DATE TIME (Prim/B Manual Remarks
GPS #1 GPS #2 RIO Fix
PI
ack-up)
Master’s Signature:
Note:
a) Tick appropriate means which is used for comparison of position on ECDIS.
b) For Comparison with GPS, use the secondary position fixing GPS for that respective ECDIS.
c) In remarks mention, if position found OK or any error (maintain suitable record of addressing that error) and Officer watch rank/sign.
d) Interval of Comparison shall be as per Passage Plan.
e) RIO-Radar Information Overlay; PI-Parallel Indexing

ECDIS Type-Specific Familiarization Checklist

(prior to being assigned the duties and monthly)
(S-06.50.01(3))
Officer's Name Vessel Name ECDIS
ECDIS (Primary/Back-up)
ECDIS Type ECDIS Flag Approved (Y/N)?
Means of Navigation?
NOTES / COMPLETED
Part 1 - Initial Preparation
REMARKS (Initials/Date)
1.1 Identify the primary ECDIS equipment, passwords
required and the facilities for backup.
1.2 Describe the emergency procedures in the event of

failure of the primary and secondary systems.
1.3 Identify the location of ECDIS user manuals
1.4 Manufacturer’s built-in familiarization training

package completed (where available)?
1.4 Locate base software and update CDs
1.5 Locate base software and update CDs
1.6 Explain chart license procurement arrangements for

this ECDIS.
1.7 Identify the position-fix systems that feed the ECDIS

explain switching methods.
1.8 Identify other systems that feed the ECDIS such as

Radar, AIS, echo sounder etc., and explain if ground
/ water / ship stabilized.
NOTES / COMPLETED
Part 2 – Basic Operation
2.1 Explain how to switch the ECDIS on and off.
2.2 Demonstrate the general operation of the controls,

switches, cursors and the access menu item.
2.3 Demonstrate methods for setting day/night viewing

modes, brightness, and contrast.
2.4 Demonstrate how to switch between traditional and

simplified symbols.
2.5 Demonstrate how to put equipment in route-

monitoring mode and route-planning mode.
2.6 Demonstrate the methods for scrolling and

zooming charts, setting the display to a
particular scale, and toggling between base

and standard displays.
2.7 Demonstrate how to check that information
concerning own ship, such as dimensions and draft
are correct
2.8 Demonstrate how to set the safety contour, safety
depth and how to select two- or four- color contour
mode.
2.9 Demonstrate how to select deep and shallow area
display options.
2.10 Determine how to set all other safety alarm features.
2.11 Explain how alarms and other alerts are given by the
ECDIS and the procedure needed to acknowledge
them.
NOTES / COMPLETED
Part 3 - Charts
3.1 Demonstrate how to access the chart directory and
to identify whether charts are ENCs, RNCs or
private data.
3.2 Demonstrate how to select a chart for display on the
screen.
3.3 Demonstrate how to load base data and how to load

a new chart license key
3.4 Demonstrate how to check the update status of

loaded charts and how to update charts using the
cumulative updates provided.
3.5 If applicable, demonstrate how to apply non-
cumulative / electronically transmitted / manual
updates.
NOTES / COMPLETED
Part 4 – Navigation Tools and Functions
4.1 Demonstrate how to select and display the legend
of general information of an object.
4.2 Demonstrate how zone of confidence (CATZOC)

information can be displayed.
4.3 Demonstrate how to access the presentation library
4.4 Demonstrate how to view, add, edit and delete

mariners’ notes.
4.5 Demonstrate how to access Marine Information

Overlays (MIO)
4.6 Explain the “single operator action” needed to

remove MIOs from the display.

4.7 Explain the ‘single operator action’ needed to set the

standard display setting
4.8 Demonstrate how to use EBLs and VRMs
4.9 Demonstrate how to insert parallel index lines.
NOTES / COMPLETED
Part 5 – Route Planning
5.1 Demonstrate how to load existing routes for editing
and how to initiate a new route plan.
5.2 Demonstrate how to save route plans.
5.3 Demonstrate how to add, delete and adjust position

of waypoints and critical points.
5.4 Demonstrate how to display time varying objects

relevant for the planned voyage.
5.5 Demonstrate how to insert Maritime Safety Info,

T&P notices and other
5.6 Demonstrate Safety Check for the Planning Route.
NOTES / COMPLETED
Part 6 – Route Monitoring
6.1 Demonstrate the single operator action that selects
the charted display of own ship’s position.
6.2 Able to toggle between North Up, Head Up, Course

Up displays.
6.3 Where radar and AIS overlays are on the ECDIS,

demonstrate switching of vector modes
6.4 Able to create time labels on ship’s track
6.5 Demonstrates familiarity with the route monitoring

displays
6.6 Able to adjust the length of own ship’s vector and

intermediate time mode
6.7 Where applicable, can demonstrate how to use the

ECDIS as the input to a track-keeping autopilot.
6.8 Demonstrate how to input a Line of Position to form

the reference for an Estimated Position in case of
GPS failure / Error

6.9 Demonstrate how to configure the ECDIS to use this

reference (6.8) for subsequent EPs.
6.10 Demonstrate how to crosscheck accuracy of GPS

derived position by means of visual bearing/celestial
fixes.
6.11 Demonstrate how to shift own ship position with
offset and to identify if the display is on offset
function
OFFICER’S SIGNATURE MASTER’S SIGNATURE DATE TIME

(S-06.50.01(5))
Checklist for ECDIS Abnormality & Failure
Ship's Name: Time: SMT/ UTC
Voy. No.: Last Port: Next Port:
1 Abnormality or Malfunction of ECDIS Result

1) If steering with auto track control, switch to manual steering.
2) Switch to Back up ECDIS or backup paper chart.
3) Report to Master.
4) Ascertain navigation condition of own vessel
Traffic:
Position: Lat. / Long.
Proximity of navigational hazard
5) Confirm operation and integrity of backup ECDIS or backup paper chart.
6) If on RCDS mode, continue navigation using paper charts.
2 One ECDIS Failure Result

7) Take the measure as per above paragraph for Abnormality or Malfunction of ECDIS.
8) OOW Notify the C/E or the Engineer on Watch (Engineer on UMS duty)
9) Master Notify the company and submit “Failure Report”.
10) A joint risk assessment with the company to be carried out for navigating with one
ECDIS.
11) ECDIS repair to be arranged at the earliest.
3 Both ECDIS Failure (For Both ECDIS) Result

12) If steering with auto track control, switch to manual steering.
13) Switch on all steering systems.
14) Notify the Chief Engineer or the Engineer on Watch (Engineer on UMS duty).
15) Notify the Master.
16) Have main engine on S/B.
17) Ascertain navigation condition of own vessel
Traffic:
Position: Lat. / Long.
Proximity of navigational hazard
18) Take action to maneuver the ship away from danger
19) If updated paper charts available navigate using paper charts
20) Stop movement of ship, as occasion demand, by stopping or reversing main engine
21) Prepare for anchoring if in shallow water
22) Send attention drawing signals to surrounding ships.
23) Transmit Safety or Urgency Communication by means of VHF Ch16 as occasion
demands.
24) Modify AIS status
25) Inform VTS or port authority if in coastal Water
26) Record the time of the occurrence of the failure and the ship’s position.
27) Master must notify the company and submit “Failure Report” for instruction.
OOW: Master:

Passage Planning for ECDIS

Please refer to SMS S-06.40.02 Passage Planning, and SMS S-06.50.01 ECDIS Operation
1. Responsibility for Passage Planning

1.1 The Master shall prepare the Passage Plan (S-06.40.02(01)) himself that should be cover the entire
voyage or passage from berth to berth, including those areas where the services of a pilot will be used,
and is responsible for its execution; but at the discretion of the Master, part of the work of preparing the
Passage Plan may be assigned to the Second Officer.
1.2 The work of preparing the Passage Plan that the Second Officer may be assigned to do by the Master
shall be as follows:
a) Readying of ENC AVCS cell as the primary chart for navigation, while some area is not covered by
the ENC AVCS cell, the ARCS to be considered. Other reference material necessary for the voyage
to be readying.
b) Calculation of the navigation distance and preparation of a distance table and passage plan map
necessary for the voyage in question.
c) Entering of the course line in the ENC AVCS and ARCS to be used.
d) Entering in the ENC AVCS/ARCS navigational warnings, seaway information and other data
necessary for the sea area to be navigated.
e) Other preparation or work ordered by the Master.
2. Drafting of Passage Plan

The Master, when drafting a Passage Plan, shall give due consideration to the Sailing Instruction as well
as to the following matters.
2.1 Safe Port

The Master shall confirm if the destination is safe port or not taking account of every possible information
he can gather. If the Master cannot receive enough information for determine the level of safety of the
destination, or he feels inappropriate to evaluate the level of safety of the destination, he shall contact the
company for Chief of Marine Administration’s judgement.
2.2 Selection of Course

The course shall be selected after prior investigation of sailing directions (coast pilot) and various other
reference material and collecting and studying the information necessary for the voyage in question.
2.3 Decision on Navigating Speed

The following shall be considered when deciding on the navigating speed.
a) The company’s instructions on the voyage in question
b) The effect of weather and sea conditions likely to be encountered.
c) The state of the ship’s engine
d) The amount of fuel on board
e) The relationship between speed and displacement and fuel consumption
2.4 Deciding on ETA Next Port

Decide the ETA by calculating the navigating time from the distance and speed.
Take the following into consideration when deciding the ETA.
a) Embarkation and disembarkation of passengers, need for quarantine and pilot, cargo work, whether
fuel must be replenished, the company’s and cargo owner’s requests, restrictions on passage in the
harbor entering and leaving areas, etc.
b) The effect of weather and sea conditions likely to be encountered.
c) Loss of time in passing through confined waters and dangerous waters part way in the voyage.
2.5 Deciding on the Dates and Times for Passing Main Points
Take the following into consideration when deciding on the dates and times for passing certain major way
points (tidal window)
a) It is desirable that confined waterways and dangerous sea areas be passed during the daytime.
b) Pass through areas that, due to tides, have limitations on passage, at the optimum time by regulating
the speed, etc.
2.6 Watch Level (Condition)

When preparing a passage plan for confined waters, heavy traffic waters and other sea areas where
passage is constrained, the Master shall consider watch level (condition).
3. Passage Plan for Sea Areas with Navigation Constraints

3.1 General
When preparing a passage plan for confined waters, coastal navigation, and other sea areas where
passage is constrained, prepare it assuming worse case conditions such as those given below in
particular and by considering cases in which emergency situations may be encountered.
a) Zero visibility condition
b) Severe radar interference
c) The possibility that buoys and other floating navigational marks have moved away from the original
position
d) Not-under-command state due to breakdown of engine or steering gear.
3.2 Preparation of Plan

When preparing a Passage Plan make reference to the course recommended in sailing directions,
AVCS/ARCS and traffic separation schemes, and also take the following into consideration.
3.2.1 Distance from Coast

The distance away from the coast and dangerous objects shall be a distance such that there is no
danger to the ship when actions to avoid other ships are taken and even when, by chance, a
breakdown occurs in the engine or steering gear of the ship. Take the following into consideration when
deciding on the distance to keep away from the coast.
a) State of visibility, traffic density and presence or not of fishing boats.
b) Maneuverability and speed of ship.
c) Ease or difficulty of determining the ship’s position and the deck officer’s skill.
d) Accuracy and scale of nautical charts to be used.
e) Effect of external forces such as tides, etc.
f) Factors of the remaining distance and its scheduled ETA.
3.2.2 Course Altering Targets

Take the following into consideration when selecting the targets for altering course.
a) As targets for altering course, select conspicuous promontories, islands, lighthouses, and other
landmarks or targets in transit near the beam of the ship.
b) For targets after altering course, select nearby and clear targets that are or nearly parallel to the
direction of the new course. Also use targets in transit and bow and stern targets.
c) When a prominent target cannot be found and in sea areas where there is an important course
altering point and many ships and fishing boats plying the sea, always select a reserve target.
3.2.3 Clearing Line

Establish a clearing line that is effective and easy to maneuver by taking into consideration the
topography on the course line, the types and number of targets, whether passage is in the day or night,
and other factors. The followings are the types of danger evading lines.
a) By use of targets in transit (leading line)
b) By use of the bearing from a single target
c) By use of a range from the single target or the coast by radar
4. Drawing of Necessary Information on ECDIS

Enter the following on the ECDIS to be considered.
a) The course line, ship’s course, distance from the coast, distance to the next way port.
b) Parallel Indexing, Clearing Line, No Go Area, Watch Levels, Position Fixing Intervals.
c) Wheel over position, Wheel over range & bearing.
d) Contingency Anchorages, the point of Calling the Master, Abort Point, Point of No turn.
e) The point at which notice to be given to Engine Room.
f) Reporting Requirements
g) Important Navigational Targets
h) Radar conspicuous target and the distance at which it can be sighted.
5. Preparation of Distance Table and Passage Plan Map
5.1 Distance Table

A distance table must be prepared before the commencement of the voyage. The distance table shall show
the following.
a) Course altering point and its position.
b) Distance and course between course altering points.
c) Distance to next port.
d) Total distance and required sailing time at the specified speed.
5.2 Passage Plan Map

A Passage plan map which describes the following must be prepared before the commencement of the
voyage. The passage plan map shall show the following.
a) A simple chart (or a map) which describes the outline of the whole voyage.
b) ETA of waypoints, An anticipated state of vessel traffic, Time of sunrise and sunset, Tidal window etc.
c) The level of Watch keeping at sea (Watch keeping at sea in ordinary or hazardous navigation).
d) Any other necessary information for the voyage.
5.3 The distance table and the passage plan map shall always be kept on the chart table or some easy to use
location on the bridge.
5.4 Bridge Team (Resource) Management (BTM)

BTM is aimed at eliminating the risk that an error on the part of one person may result in a disastrous
situation. The Master and all OOWs shall understand the concept of BTM and make the best use of all
resources available for watch keeping duties.
5.4.1 Encouragement of Assertiveness

BTM does not refer to an act of management by one person but a continuous adaptation of all the team
members to fulfill the team roles that they have been assigned. It is thus of utmost importance to
function all watch keepers as part of the team. The Master is required to encourage and motive every
team member to participate in the watch keeping duty as a crucial part of the team. In addition, the
Master shall bear in mind that the high authority management is likely to deteriorate assertiveness of
subordinates; it is advisable therefore not to give the impression of useless or redundancy when
receiving reports from the team members.
5.4.2 Reporting
Since reporting in a clear simple manner is considered to be the most important factor to achieve the
best possible effect of the BTM, every watch keeper is requested to mutually report or give orders so
that the important information can be conveyed to the third person at the same time.
5.4.3 Briefing
The Master shall brief navigational officers on the established passage plan before entering the
constrained waters. When the ship will encounter hazardous navigation, role assignment and
requirements for OOWs shall be clearly briefed in advance.
5.4.4 Evaluation and Improvement

The Master shall evaluate adequacy of the passage plan followed by assessment on how much the
plan in performed base on the concept of the BTM, any errors or special condition experience in the
use of ECDIS and give the necessary instruction if needed. The record of such evaluation shall be
maintained as “Checklist of Bridge Team Management” “(S-06.40.02(02)). Any comments deemed
significant for sharing with other ships shall be reported to the company.

(S-06.40.02(01))
Passage Planning Checklist (ECDIS)

1 Has the Passage Plan been made on Berth to Berth bases, including those areas where the □
services of a pilot will be used.
2 Are necessary ENC AVCS Cell and/or ARCS (large scale charts) and sailing directions □
available?
3 Are AVCS/ARCS and Sailing Directions required for the passage corrected up to date? □
4 Have navigational warnings and sailing route information pertaining to the passage been □
obtained and has the necessary data been entered on the AVCS/ARCS or passage plan?
5 In deciding on the course, was reference made to sailing directions and other publications, □
etc.?
6 Have weather conditions in the sea areas to be navigated been checked and studied? □
7 Has consideration been given to the traffic density in the sea areas to be navigated? □
8 Has consideration been given to traffic separation scheme regulations? □
9 Have important navigational aids on the navigating sea area and the establishment of □
clearing bearing/line, etc. been checked and studied?
10 Have the scope of utilization, etc. of important navigational aids been entered on the □
AVCS/ARCS?
11 Has a safe navigating speed been selected by giving consideration to weather and sea □
conditions, traffic density, and the maneuverability of the ship?
12 Have the drafts at the respective stages of the voyage been properly calculated? □
13 Have the tides and tidal currents at the necessary locations of the passage been checked? □
14 Have checks been made of the distances from the coast at the course altering points and the □
distance to new course?
15 When a pilot is to embark and disembark, has the situation around the pilot station been □
checked and studied and has a ship handling for it been established?
16 Has the necessary information about the arrival port been obtained? □
17 Has a reserve plan been prepared in case the scheduled passage plan cannot be used? □
18 Has consideration been given to Watch Level (condition) between each way points? □
19 The ECDIS Safety Setting has been fully considered and setting? □
20 Has Squat table been prepared? □
<ECDIS setting checklist>

1 Have All ENC layers of Standard Display category been kept ON? □
(Please bear in mind that Standard Display alone is NOT sufficient!!)
2 Has Rate of Turn and/or Turn Radius been properly calculated and set? □
3 Has Cross Track Limits (XTL) been properly set? □
4 Has Safety Depth been properly calculated and set? □
5 Has Safety Contour been properly calculated and set? □
6 Has Shallow Contour been properly calculated and set? □
7 Has Deep Contour been properly calculated and set? □
8 Have Interval for Time Labels been properly set? □
9 Has Look Ahead Values been properly set? □
10 Has Wheel Over Point been properly set? □
11 Has No Go Area been marked on ENC? □
12 Has Abort Line been marked on ENC? □
13 Has Call Captain Point marked on ENC? □
14 Has Contingency Anchorage marked on ENC? □
15 Has Port Limit marked on ENC? □
Date: _________________________
Second Officer: ___________________________ Master: ________________________

(S-06.40.02(02))
Checklist for Bridge Team Management
Voy.: Port/Area:
1. Briefing (Date: )
No. Item Result
Was the result of evaluation for last BTM reviewed at this time?
1 Yes / No
Were shallow waters and traffic situations checked at the briefing?
2 Yes / No
Were roles of each team members confirmed at briefing?
3 Yes / No
Did master discuss matters related to use of engine with Chief
4 Yes / No
Engineer?
Was the pilot’s plan checked?
5 Yes / No
Others:
6 Yes / No
2. Teamwork
No. Item Result
Were the team members reporting aggressive? Aggressive
1 Negative
5–4–3–2-1
Did Master show the intention before giving order, confirm the result
2 Yes / No
after giving order?
Did team members eliminate any ambiguity or doubt immediately
3 Yes / No
during navigation?
Others:
4
3. Monitoring
No. Item Result
Was the ship’s position fixed in proper period and compare with the
1 Yes / No
radar, GPS and other measures method?
Was passing reports given at each conspicuous target?
2 Yes / No
Was the clearance from No Go Area are mentored and reported?
3 Yes / No
Any peculiarities or abnormalities in ECDIS, Radar/ARPA and other
4 Yes / No
radio navigational aids observed? If yes, please attached details.
Others:
5
4. De-Briefing (Date: )
No. Item Result
Is it evaluated in the de-briefing whether the BTM was carried out
1 Yes / No
effectively?
5. Action Plan
If you have any comments for improvement of BTM or any noteworthy experiences, use this column.
C/O: 2/O: 3/O:
Master:

ECDIS OPERATION GUIDANCE BOOKLET (Ver.1.3)

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

ECDIS OPERATION GUIDANCE BOOKLET (Ver.1.3)

Uploaded by

Copyright:

Available Formats

Kobe Shipmanagement Co.

KOBE SHIPMANAGEMENT COMPANY., LTD.

(Working Language: English)

Important: This booklet to be controlled as the supplement of the

Jul. 2019– version 1.3

Change Revision details/description Revision Title / Name Date

2 1) Passage Planning 1.2 Chief of Marine 15th Nov., 2018

3)Checklist for ECDIS Abnormality

3 1.3.1/1.3.2/1.3.3/1.3.4/1.3.5/1.3.6 1.3 Chief of Marine 12th Jul., 2019

Jul. 2019– version 1.3

1. ECIDS Training & familiarization:

1.1 Responsible Officer

1.2 ENC & RNC

ENCs have the following attributes:

RNCs have the following attributes:

1.3 ECDIS CHARTS AND DIGITAL PUBLICATIONS CORRECTIONS

Jul. 2019– version 1.3

a) e-Notice to Mariner to be obtained from ENC/RNC Provider regularly (weekly at base).

1.3.2 Navigational Warnings

1.3.4 Admiralty Digital Catalogue

1.3.5 Cancelled Charts

2.1 Adjustment, Operation, and Confirmation

Jul. 2019– version 1.3

2.2 Selection of Indication and Motion Mode

2.3 Stand-by to Back-up, Switch-over and Stop of Units

2.3.1 Stand-by to Back-up

2.3.3 Confirmation Items when Started

3.2 Motion Indication

Jul. 2019– version 1.3

3.2.1 Relative Motion

3.2.2 True Motion

3.3 Azimuth Indication

3.3.1 North-up Indication

3.3.2 Course-up Indication

3.3.3 Anchor Watch

4.1 Route planning

4.1.1 Route planning is achieved by completing the following steps:

4.1.2 Procurement of Cells/Charts and Update

4.1.3 Cell and scale Selection

4.1.4 Display / Layer Selection

4.2.4 Ship and Route Parameters

4.2.4.1 Ship Parameters

4.2.4.2 Route Parameters

c) Rate of Turn (ROT)

Jul. 2019– version 1.3

d) Cross Track Limits (XTL)

Minimum XTL Settings (meter)

e) Wheel Over Point (W/O)

4.3. Safe Water Settings

4.3.1. Minimum Settings

a) The Safety Contour =Safety Depth should be calculated as follows:

Jul. 2019– version 1.3

0.5m Controlled, systematic

U Unassessed - The quality of the bathymetric data has yet to be assessed.

b) Shallow Contour = Draught of the vessel

c) Deep Contour = Twice the draft of the vessel

Jul. 2019– version 1.3

4.3.3 Creation a route

4.3.5 Route checking / validation

4.3.5.1 Confirmation of passage plan

4.3.5.2 Validation / Verification of Route plan

a) Setting for Monitoring

NOTE: NEVER USE ECDIS FOR COLLISION AVOIDANCE!!!

5.1 Setting for Route Monitoring