ECDIS for Beginners

The GENERIC Requirements

By Capt. Noel F. Domingo

Master Mariner / LLB
 What is ECDIS
• The Electronic Chart Display and Information System (ECDIS) is a development in
the navigational chart system used in naval vessels and ships. With the use of the
electronic chart system, it has become easier for a ship’s navigating crew to
pinpoint locations and attain directions.

• ECDIS complies with IMO Regulation V/19 & V/27 of SOLAS convention as
amended, by displaying selected information from a System Electronic
Navigational Chart (SENC). ECDIS equipment complying with SOLAS requirements
can be used as an alternative to paper charts.

• Besides enhancing navigational safety, ECDIS greatly eases the navigator’s

workload with its automatic capabilities such as route planning, route monitoring,
automatic ETA computation and ENC updating. In addition, ECDIS provides many
other sophisticated navigation and safety features, including continuous data
recording for later analysis.
 ECDIS the new way…
• Besides enhancing navigational safety, ECDIS
greatly eases the navigator’s workload with its
automatic capabilities such as route planning,
route monitoring, automatic ETA computation
and ENC updating. In addition, ECDIS provides
many other sophisticated navigation and
safety features, including continuous data
recording for later analysis.
Sample ECDIS Makers and Model
 SOLAS: Mandatory Requirements for ECDIS
• Introduction

• On 1 January 2011 the amendments to SOLAS as adopted by IMO Resolution MSC.282(86) entered into
force. These included a number of changes to SOLAS Chapter V “Safety of Navigation”.

• Regulation 19 has been revised to include Electronic Chart Display and Information Systems (ECDIS) and
Bridge Navigation Watch Alarm Systems (BNWAS). New and existing vessels must be fitted with these
systems according to rolling timetables as detailed below.

• ECDIS

• SOLAS Chapter V Regulation 19/2.1.4 which concerned the carriage of charts now reads as follows:

• “All ships, irrespective of size, shall have nautical charts and nautical publications to plan and display
the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage. An
electronic chart display and information system (ECDIS) is also accepted as meeting the chart carriage
requirements of this subparagraph. Ships to which paragraph 2.10 applies shall comply with the
carriage requirements for ECDIS detailed therein.”
 SOLAS: Mandatory Requirements for ECDIS
• Timetable

• Paragraph 2.10 sets out a timetable for vessels engaged on international voyages to be fitted with an ECDIS using
Electronic Navigation Charts (ENCs):

• Passenger ships of 500 GT and upwards constructed on or after 1 July 2012

• Tankers of 3,000 GT and upwards constructed on or after 1 July 2012
• Cargo ships, other than tankers, of 10,000 GT and upwards constructed on or after 1 July 2013
• Cargo ships, other than tankers, of 3,000 GT and upwards but less than 10,000 GT constructed on or after 1 July 2014
• Passenger ships of 500 GT and upwards constructed before 1 July 2012, not later than the first survey on or after 1
July 2014
• Tankers of 3,000 GT and upwards constructed before 1 July 2012, not later than the first survey on or after 1 July
2015
• Cargo ships, other than tankers, of 50,000 GT and upwards constructed before 1 July 2013, not later than the first
survey on or after 1 July 2016
• Cargo ships, other than tankers, of 20,000 gross tonnage and upwards but less than 50,000 GT constructed before 1
July 2013, not later than the first survey on or after 1 July 2017
• Cargo ships, other than tankers, of 10,000 GT and upwards but less than 20,000 GT constructed before 1 July 2013,
not later than the first survey on or after 1 July 2018
 List of Requirements for ECDIS
• The primary function of the ECDIS is to contribute to safe navigation.
• ECDIS should be capable of displaying all chart information necessary for the safe and efficient
navigation originated by, and distributed on the authority of, the government authorized
Hydrography offices.
• ECDIS should facilitate reliable and straightforward updating of the electronic navigational chart.
• ECDIS should reduce the navigational workload compared to the use of the paper chart. It should
enable the planning of the voyage and be capable of continuously plotting ship’s position
• The ECDIS display may also be used to display radar; radar tracked target information, AIS, and
other appropriate data layers to assist in route monitoring.
• ECDIS should have the same reliability and availability of presentation as the paper chart published
by governments.
• ECDIS should provide appropriate alarms or indications concerning the information displayed or
malfunction of the equipment.
• When the chart information is not available in the proper form, ECDIS equipment must operate
with Raster Chart display system (RCDS) MODE
• The system should include a timely transfer to the back-up system during critical navigation
situations and allow the vessel to be safely navigated until the termination of the voyage.
 ECDIS Back up requirements
• What is the purpose of ECDIS back up?
• The purpose of an ECDIS back-up system is to
ensure that safe navigation is not compromised
in the event of ECDIS failure.
• This should include a timely transfer to the back-
up system during critical navigation situations.
• The back-up system shall allow the vessel to be
navigated safely until the termination of the
voyage.
 List of Back up requirements for ECDIS
• Facilities enabling a safe take-over of ECDIS functions in order to ensure that
an ECDIS failure does not result in a critical situation.
• A means to provide for safe navigation for the remaining part of the voyage in
case of ECDIS failure.
• For ships using ECDIS as their primary means of navigation, additional and
independent ECDIS shall be provided as a back-up. The back-up ECDIS should
be connected to a separate power supply and connected to systems
providing continuous Position-fixing capability.
• When the ECDIS operates as Raster chart display system RCDS mode using
RNC data due to lack of coverage by electronic navigations chart (ENC), AN
APPROPRIATE FOLIO OF update paper charts must be maintained fo areas
where only raster chart coverage is available.
• For ships using ECDIS as an aid to navigation, the ship must carry and
maintain an appropriate folio of update paper chart.
 Compliant ECDIS
• As per SOLAS Chapter V Regulations 18 and 19, for a ship to rely on
ECDIS for navigation, the ECDIS installation must conform to the
relevant IMO Performance Standards (as specified in Resolution
A.817(19) (Performance Standards for ECDIS), as amended by
MSC.232(82)). When ECDIS is being used for navigation, it must:

• i) be type approved,
• ii) be maintained to the latest applicable International
Hydrographic Organization (IHO) standards,
• iii) use official Electronic Navigational Charts (ENC), and
• iv) have an adequate, independent back-up arrangement.
 Type approval of ECDIS
• Type approval is the certification process that
ECDIS equipment must undergo before it can
be considered as complying with the IMO
Performance Standards for ECDIS. The process
is conducted by type approval organisations
and marine Classification Societies.
 Maintenance of ECDIS software

• An ECDIS that is not updated to the latest

version of IHO standards may not meet the
chart carriage requirement as set out in SOLAS
Regulation V/19.2.1.4. IMO has issued
SN.1/Circ 266/Rev.1 on the need to maintain
ECDIS software. The following link provides a
list of the latest IHO standards that apply to
ECDIS equipment:
 SOLAS chart carriage requirement
• Until 1 July 2012 (and until 2018 for other ships, as per the
implementation timetable set out in SOLAS), passenger ships,
tankers and cargo ships of 500 gross tonnage and upwards engaged
on international voyages, have three options to meet their SOLAS
obligations for the carriage of nautical charts and publications:
• adequate and up to date paper charts necessary for the intended
voyage; or
• a type approved ECDIS operating with ENCs and a second IMO
compliant ECDIS as an adequate and independent back-up; or
• a type approved ECDIS operating with ENC and with adequate and
up to date paper charts to serve as a back-up necessary to
complete the intended voyage.
 ECDIS training requirements

• The Manila Amendments to the International Convention

on Standards of Training, Certification and Watchkeeping
for Seafarers 1978 (STCW) and STCW Code will enter into
force from 1st January 2012. This will make ECDIS training
mandatory from 1 July 2013 for all officers serving on
board ECDIS fitted ships. All officers in charge of a
navigational watch, both at the management and
operational level, will be required to undertake ECDIS
training, as described below:
 ECDIS Training
• Generic ECDIS training (Manddatory)

• All masters and officers in charge of a navigational watch should, as a minimum, complete generic
ECDIS training that follows IMO Model Course 1.27 and conforms to the relevant STCW requirements.

• Type specific ECDIS training (Recommendatory)

• In accordance with IMO Circ. SN.1/Circ 276 (Transitioning from paper chart to Electronic Chart Display
and Information Systems (ECDIS) navigation) shipowners and operators should ensure that their ship
masters and navigating officers are provided with a comprehensive familiarisation programme and
type-specific training.

• ‘Trickle-down’ training (i.e. one officer training another) is not acceptable without a structured and
formalised process being in place to facilitate such training. If the generic training includes training on
the type of ECDIS equipment installed on board, then the training documentation must indicate this
clearly.
 On board familiarization:

• In accordance with the ISM Code, the

company should establish procedures to
ensure that personnel are given proper
familiarisation with their duties and
equipment. ECDIS familiarisation training in
the safe and effective use of shipboard ECDIS
equipment should be clearly documented.
 Port State control inspections
• With a phased carriage requirement for ECDIS commencing in 2012, PSC
inspectors will increasingly focus on the means by which ships meet their
SOLAS chart carriage requirements and the effectiveness with which the
navigational task is being conducted.
• The following is a list of ECDIS issues which many PSC inspectors pay close
attention to:
• appropriate declaration in Form E
• ECDIS type approval certificate, confirming that the ship’s ECDIS complies
with the relevant IMO performance standards and IEC test standards
• maintenance of the ECDIS equipment to the latest applicable IHO
standards
• use of ENCs, including their latest editions and corrections to the latest
available notices to mariners
 Port State control inspections
• adequate independent back-up arrangements (as detailed on Form E), ensuring
safe navigation for the remainder of the voyage in the event of an ECDIS failure
• documentary evidence of generic and type specific ECDIS training undertaken by
the master and navigating officers
• evidence of familiarization training for the use of ECDIS equipment carried
onboard
• documented procedures for navigating officers using ECDIS
• listing of ECDIS as critical equipment in the ship’s Safety Management System
• conformance and alignment with input from sensors (e.g. heading, speed, rate of
turn etc.) and its presentation on the ECDIS display
• evidence of periodic tests and checks of the ECDIS equipment that need to be
carried out as part of the Safety Management System
• demonstration of operational competency by the ships navigating officers (e.g.
safety checking of a voyage plan)
Procedure for ECDIS alarms - a brief guide to navigators at sea

• Electronic chart display and information system (ECDIS) – This newly

developed navigational tool using digital charts (vectorized and
raster charts) for navigational duties usually carried out with paper
charts. The equipment must be type-approved and uses up-to-date
official charts. As long as the area covered by vector charts (ENC) is
small, the ECDIS should be able to cover both vector and raster
(RNC) charts. When operating in raster mode, an ECDIS must be
used together with an appropriate folio of up-to-date paper charts.

• As per IMO performance standards, the ECDIS should include a

function, where the user can select a safety contour from the depth
contours available on the Electronic Navigation Chart (ENC).
 ECDIS alarm parameters
• Safety Contour: Is to be set to the maximum dynamic draft, plus 10% of static draft. Note that ECDIS will
select the next deepest contour contained as an object within ENC. Therefore it may be necessary to cross
the safety contour during transit. To ensure the mariner is fully aware of the depth of surrounding water the
display must show spot soundings and isolated dangers. ‘No-go’ areas can also be displayed, using the ‘Add
Info’ function.

• Safety Depth: Is to be set to at least the maximum dynamic draft, plus 10% of static draft.

• Shallow Contour: This may be set to the same value as the safety contour, or to a lower value, to allow a
better graphical representation of the seabed gradient.

• Deep Contour: Should be set to twice the static draft, to indicate the depth at which the onset of the squat
may occur.

• Height Alarm: Should be set to the final air draft, plus the minimum safe clearance

• Cross Track Error: Set realistically for each leg of the voyage. Automatic route-checking only considers hazards
within the XTE' tramlines'. For example: During port approach XTE may be width of buoyed channel, in open
sea XTE may reflect Master’s CPA requirements.
 Anti Grounding Alarm
• Guard Ring/Guard Zone/Anti Grounding Cone:
i)Monitoring sector adjusted to suit prevailing
situation;
• ii)Any hazard entering sector will trigger alarm

Setting up anti grounding alarms on ECDIS

• Guard Vector: Vector length set appropriately
to speed/proximity of hazards
• Note: more than one grounding has occurred
because vector length has been set to ZERO!
 Vectors

Settings should be appropriate for the given situation

and not cause excessive or unnecessary alarms.
• If set too long they could cause excessive alarms.
• If set too short they could fail to alert to danger.

*** For example, the following vector lengths could all be

considered reasonable:
1. Deep sea passage – 15 minutes.
2. Approach to fairway buoy – 3 minutes.
3. Approach to berth – turned off.
Comparison of Vectors set on ECDIS
 Other Alerts
Waypoint Approach :
• System will usually calculate wheel-over
• Vessel turning characteristics must be accurately entered in ECDIS
• Care should be taken planning turn radii ensuring all are entirely
safe, particularly in pilotage

Off-course : Set following Master's instructions

• Note that the vessel may not pass through certain WP, but
(especially in case of large turn) will calculate the turn based on
predicted advance/transfer and therefore calculate appropriate
w/o point.
 Failure to comply ECDIS - a case study :
A 4,000 GT general cargo ship adjusted its ETA to arrive at the pilot station earlier than planned to meet a
high tide. The vessel subsequently grounded on a sandbank.

The passage plan was amended when the ECDIS was displaying the ENC at a scale of 1:100,000. Visual
inspection of the route on the ECDIS showed it to be clear at this scale. The fact that the vessel would pass a
starboard hand lateral buoy on the port side while following the buoyage direction was not investigated
further.

Had this been checked, it would have been evident that the amended passage plan took the vessel over a
sandbank with charted depths considerably less than the vessel's draft. However, this was not obvious to the
deck officer who amended the passage plan, or to the bridge officer on watch at the time of the grounding.
The safety contour function on the vessel's ECDIS was fitted with a watch vector function whereby time and
angle for the predicted movement of the vessel needed to be set to trigger the safety contour alarm.

Although the safety contour had been set at 30m, the alarm did not function as the watch vector had not
been activated by the bridge team. It was found that the Master and deck officers had received no formal
ECDIS training. They failed to recognize the significance of the safety contour and did not know how to set a
watch vector ahead of the vessel. They were also unaware of the need to check the ECDIS for violations of
user-defined limiting parameters (such as the safety contour) when adjusting the passage plan.
Comparison of raster and vector
coverage for the same area
 Drills and On-Board Practical Failures

• Masters are to conduct a risk assessment and

develop a Safety-Critical Operations Checklist
for coping with ECDIS failures and operating in
alternate modes.
• Drills are to be conducted monthly by each
watch-keeper, to ensure familiarity with
procedures, and operation in secondary
modes.
 Main features of shipborne ECDIS
• North up/heads capability of ECDIS: In the normal north up mode, the ship moves across the static
chart until it approaches the edge of the screen when a new section of the chart is automatically
displayed. In heads up, the vessel remains in the center of the display while the chart moves
underneath. The vessel always appears up on display with the image automatically rotated to the
correct orientation, thereby matching the scene outside the window.

• Radar overlay – A navigation system which superimposes live radar video output over ECDIS. It provides
a scan-converted output for display, automatically scaled to suit the displayed chart. The transparency
can be adjusted so that the chart can be seen through the radar image. The overlay and its controls
conform to the ECDIS standard for combining radar with the ECDIS chart display.

• Electronic navigational chart (ENC), also vectorised chart – Vector charts made up of layers which can
be displayed selectively. Each point on the chart is digitally mapped, allowing information to be used in
a more particular way, such as clicking on a feature to display its information. Vector charts have the
advantage of being "interactive." For instance, the operator can pre-set the vessel draught and a ½ mile
exclusion zone. When the vessel is within ½ mile of an area of shallow water, an alarm activates. Chart
data can be shared with other equipment such as ARPA and radar. There are various chart formats.
Hydrographic offices are responsible for the production and accuracy of the ENC material.