ECDIS Course Notes - 2012

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(IMO MODEL COURSE 1.27 Revised 2010)

C O N T E N T S

Page No.

1. Glossary of Terms related to ECDIS 1
2. Brief History of ECDIS 3
3. What is ECDIS and what can it do? 7
4. A Practical Update To Electronic Charting 22
5. Integrating ECDIS With Other Electronic Systems 36
6. ECDIS Back-Up Requirement 38
7. Maintaining And Updating ECDIS 41
8. ECDIS Advantages & Limitations 44
9. Raster vs. Vector Electronic Charts 51
10. Passage Planning with ECDIS 56
11. ECDIS implementation 74
12. ECDIS Case Study 77
13. IMO performance Standards - Res. A817(19) 79
14. Technical Details of Electronic Chart 98
Only for use by Students of IMC
Glossary of Terms related to ECDIS

ARCS Admiralty Raster Chart Service - the UK HO proprietary RNC.
BSB Raster Data format used by USA and Canada
DNC Digital Nautical Chart by NIMA -USA
DIGEST

Digital Geographic Information Standards
(NATO standard that WECDIS can read)
ECDIS
Electronic Chart Display and Information System
The performance standard for ECDIS approved by the IMO assembly in
November 1995. The standards are defined in documents of the IHO and
IEC: IHO Special Publication S-52 Provisional Specifications for Chart
Content and Display of ECDIS; IHO Special Publication S-57 IHO Digital
Data Transfer Standard IEC 61174 ECDIS Performance Standards.
ECDIS-N Electronic Chart Display information system Navy (US)
ECS
Electronic Chart System - a chart system which does not meet the
requirements of SOLAS V/20 and is not defined by official standards.
ENC Electronic Nautical Chart
EPFS Electronic Position Fixing System GPS, Loran, Decca etc
HCRF
Hydrographic Chart Raster Format. This is the format developed by UK
HO and used (at September 1997) by the UK HO for its Admiralty Raster
Chart Service (ARCS) and the Australian HO for its Seafarer Chart
Service. Other HOs are also expected to adopt HCRF.
IC-ENC
International Centre for ENCs
RENC operated by UK Hydrographic Ofce
IEC International Electro-technical Commission
IHO International Hydrographic Organisation
IMO International Maritime Organisation
ISM International Safety Management Code
ISO International Organization for Standardization
NIMA

National Imagery and Mapping Agency

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NMEA
National Marine Electronics Association
NMEA 0183 version 2.01 is the standard which is defined to permit the
ready data communication between electronic marine instruments,
navigation equipment and communications equipment when
interconnected via an appropriate system.
Primar
Stavanger
RENC operated by Norwegian Hydrographic Ofce
RCDS
Raster Chart Display System (RCDS) means a navigation information
system which can be accepted as complying with the paper version of the
up-to-date chart required by regulation V/20 of the SOLAS Convention,
by displaying RNCs, with position information from navigation sensors to
assist the mariner in route planning and route monitoring, and if required
display additional navigation-related information. A draft performance
standard for RCDS is being considered by IMO.
RENC Regional ENC Coordination Centre
RNC
Raster Navigational Chart means a facsimile of a paper chart. Both the
paper chart and the RNC are originated by, or distributed on the authority
of, a government authorised hydrographic office.
S-52
IHOs special publication No. 52. IHO Colour and Symbols Specications
for ECDIS
S-57
IHOs special publication No. 57. IHO Transfer Standard for Digital
Hydrographic Data
S-61
IHOs special publication No. 61. IHO Product Specication for Raster
Navigational Charts
S-63 IHOs Special publication No. 63. IHO Data Protection Scheme
SOLAS
The International Convention for the Safety of Life at Sea.
Chapter V - Safety of Navigation, Regulation 20
SENC System Electronic Navigational Chart (ENC transformed by ECDIS)
VPF Vector Product Format
WEND World ENC Database
WGS84 World Geodetic System 1984

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Brief History of ECDIS

The International Hydrographic Organisation (IHO) in the 80s identified that emerging
computer technology and position fixing systems could provide a digital representation
of the paper chart on a computer screen, along with real-time positioning and interfaces
to radar and other navigation sensors. The IHO formed working groups to define the
standards for data encoding and digital chart presentation. From this early work, the
Electronic Chart Display and Information System (ECDIS) evolved.

Consistency and legal liability is a major issue for international navigational charts. For
this reason, the IHO developed two standards. The first standard, S-57, describes the
data model, object and attribute definitions for charted objects, encoding guidelines,
product specifications and data structure of the Electronic Navigation Chart (ENC). The
second standard, S-52, describes the presentation of the colours as well as chart and
navigation symbols for ECDIS.

The IHO also works closely with the International Maritime Organisation (IMO), to
develop operational performance specifications and a rigorous type-approval test
regime for ECDIS manufacturers. For a system to be certified as being ECDIS-
compliant, it must be type approved by an independent authority. The type approval
process ensures that the ECDIS functions in accordance to the specified tests
developed by the IMO, the IHO and other international bodies. For large commercial
shipping, the IMO and its national member countries have mandated that vessels must
carry ECDIS for primary navigation in certain national waters.

A contributing factor to the slow emergence of ECDIS, has been the lack of S-57 ENC
data produced by the national Hydrographic Offices (HOs). The availability of ENC data
is gradually increasing, but most HOs still lack adequate coverage of their waters.
During the 1990s, several HOs with large areas of responsibility (i.e. Australia, UK,
USA) identified that production of ENCs would be a lengthy process and thereby
developed a Raster Navigation Chart (RNC) product that could quickly fill the official
digital data gap and provide users with the foresight of what was to come with ECDIS.
With the availability of ECDIS technology, several HOs have adopted a position
whereby a RNC, when used on an ECDIS, will have legal equivalency to the paper
chart.

The lengthy time required to develop these standards provided opportunities for private
companies to develop like-systems using proprietary file formats and data presentation,

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usually operating on a PC environment. These systems, whilst providing much of the
navigational functionality of ECDIS, they did not generally use official data or provide
the necessary backup facility. These systems are called Electronic Chart Systems
(ECS). Hence, ECS do not meet the legal requirements of the IMO for safe navigation.
When using ECS, the user should have a copy of the official paper chart as a backup.

Feedback from those involved in the use of charts and electronic charting systems
including manufacturers, distributors, users, ship owners, regulatory authorities, pilots,
harbour authorities and others indicates a requirement to provide guidance on the
regulations and the status of equipment that is available in the market today. In
particular the differences between the various types of equipment and the differences
between the various types of chart data offered to the users are unclear with respect to
the regulations in place.

International regulation has had difficulty in keeping pace with the growing development
and use of ECDIS, while realising the need for mandatory training.In response to the
increasing development and use of ECDIS, the International Maritime Organisation
(IMO) has made amendments to the International Convention for the Safety of Life at
Sea Convention (SOLAS) and the Standards of Training, Certification and
Watchkeeping (STCW) code to incorporate new requirements for the mandatory
carriage of ECDIS under SOLAS (for ships engaged on international voyages only) and,
as a complement, mandatory ECDIS training as required under the Manila amendments
to the STCW code.

The new amendments to SOLAS Chapter V (Safety of Navigation) Regulation 19
Carriage Requirements for Shipborne Navigational Systems and Equipment require
mandatory carriage of ECDIS for certain new ships built on or after 1 J uly 2012 and a
subsequent timeline plan for retrofitting ECDIS to existing applicable ships.

The Manila amendments to the STCW code have also been updated to complement the
new ECDIS carriage requirements and include mandatory training for ships operating
with ECDIS. The Manila amendments are due to enter into force on 1 J anuary 2012.

Manila amendments to the STCW Code 2010

The understanding of the STCW Manila Amendments has caused confusion within the
industry, particularly with respect to the transitional provisions for deck officers who
already possess (or are due to revalidate their) watch-keeping certification and who
have not undergone ECDIS training. It is of course left to flag states to interpret the

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code and clearly define what training and certification requirements they will specifically
impose.

However, a general interpretation of the transitional provisions of the Manila
Amendments is as follows (subject to flag state interpretation):

after 1 J anuary 2012, ECDIS training will be a requirement under the revised STCW
Code
parties (flag states) may continue to issue, recognise and endorse certificates in
accordance with the 1995 version of the STCW Convention until 2017. But this is only
permitted in respect of seafarers who, as of 1 J uly 2013, have already begun their
seagoing service or are already involved in training activities as required by the STCW
Convention (it is understood that this is to give the colleges and training providers 18
months to comply with the new regulations)

paragraph 2 refers to revalidation. Certificates of competency could be revalidated up to
1 J anuary 2017 under transitional provisions without ECDIS training, subject to flag
state requirements.

However, certain flag states have issued requirements that if a ship is using ECDIS as a
primary means of navigation, then officers must have generic and type specific
training/certification now.

Therefore, certificates of competencies that have been revalidated up to 1 J anuary 2017
without ECDIS training may not be valid for navigation onboard ships using ECDIS as a
primary means of navigation. This will depend on the relevant flag states
interpretation

However, certain flag states such as the UK, Bermuda, Australia and the Marshall
Islands already require deck officers using ECDIS as a primary means of navigation to
undergo generic ECDIS training (conforming to IMO Model Course 1.27) as well as an
ECDIS type/ model specific course. The issue of ECDIS type specific courses has
become a topic of discussion and debate within the maritime industry as concern has
been raised over the cost and time needed to train officers who are already ECDIS
generic trained but lack the type/model specific knowledge. Companies that have
different models of ECDIS onboard their ships are being encouraged to review their
ECDIS training procedures through a gap analysis with a focus on evaluating what
training requirements may be needed by their ships flag state. The requirements
therefore can be complex and costly.

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The International Safety Management (ISM) Code is at the forefront of compliance with
new ECDIS requirements. The ISM Code requires companies to ensure each ship has
properly maintained equipment with qualified and certificated seafarers in accordance
with national and international legislative requirements. This includes SOLAS and
STCW.

The legislative requirements for ECDIS training are daunting. The sheer numbers and
scale of the training required is going to test many companies ability to complete the
training in time and interpret the varying flag states requirements. Companies need to
plan for this immediately if not already started. Many companies already have ECDIS
fitted onboard their ships and yet do not insist that the watch-keepers be trained in its
use, the argument being that ECDIS is not being used as a primary means of navigation
and is not a mandatory requirement. This is a short-sighted approach and, in any event,
ECDIS training will become a requirement under the revised STCW code when the
Manila amendments enter into force on 1 J anuary 2012. However flag states will
interpret the exact training requirements for ECDIS and are likely to incorporate some
kind of phasing-in timeline or programme for training for existing officers as may be
allowed under Regulation I/15 Transitional provisions of the Manila amendments.

The transitional provisions of the Manila Amendments have caused confusion within the
maritime industry, in particular the requirements and timeline for existing navigational
officers to be ECDIS trained and certified when operating onboard a ship fitted with
ECDIS. The transitional provisions of the Manila amendments allow flag states to
continue to renew, revalidate and endorse certificates of competency up to 1 J anuary
2017 without ECDIS training in accordance with the provisions of the Convention which
applied immediately prior to 1 J anuary 2012, that is, STCW 1995 requirements. This
means that depending on what the ships relevant flag state stipulates, shipowners and
operators with existing certificated navigational officers will have a suitable time period
to implement an ECDIS training programme prior to 1 J anuary 2017 but must be in line
with the specific flag states requirements.

If watch-keepers using ECDIS, even as an aid to navigation, are not properly trained in
its use or fully understand the functionalities of each specific type of ECDIS unit, the risk
of incidents resulting from ECDIS assisted collisions and groundings is likely to
increase.

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What is ECDIS and what can it do ?

For some years a new concept has been making its presence felt in shipping circles:
ECDIS. Better known under the term electronic nautical chart, all kinds of nautical chart
presentations on computers are often called ECDIS, not just by landlubbers but also by
seafarers and the equipment suppliers. However, there are standards and specifications
that precisely define the nature of an item of equipment that may be designated ECDIS
and is intended for professional shipping. What an ECDIS is, what are its component
parts, who supplies the chart data, what standards have to be met, who uses ECDIS
and what advantages it offers are the questions answered below.

ECDIS in Operation Overview chart

What does the abbreviation ECDIS stand for?

E =Electronic
C =Chart
D =Display and
I =Information
S =System

The definition of an ECDIS and its use is specified in IMO ECDIS Performance
Standards (IMO Resolution A.817 (19) and Resolution MSC.232 (82)):

Electronic Chart Display and Information System (ECDIS) means a navigation
information system which, with adequate back-up arrangements, can be accepted
as complying with the up-to-date chart required by regulation V/19 & V/27 of the

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1974 SOLAS Convention, by displaying selected information from a system
electronic navigational chart (SENC) with positional information from navigation
sensors to assist the mariner in route planning and route monitoring, and by
displaying additional navigation-related information if required.

ECDIS is thus more than an "electronic nautical chart". Nautical charts are in fact
presented electronically, but in principle all kinds of chart - aviation charts, street maps,
railway maps, etc. - could be presented on a computer display using the same
methodology. However, we shall restrict ourselves to comments on the electronic
nautical charts. ECDIS was initially developed for shipping, and thus the use of both
terms as synonyms is entirely justified.

On the other hand, electronic chart presentation is only one aspect of ECDIS. ECDIS is
also an information system. As an information system, ECDIS enables the user to call
up information on the items displayed in addition to the graphics presentation. For
instance, a lighthouse. This is marked on the chart by a tower symbol. The system can
give further information on this object, e.g. the fact that the tower has horizontal
red/white stripes, is a 28 m high steel structure on a masonry base called "Roter Sand",
and that it used to be manned but is no longer operational and is now preserved as a
monument. The data may make it possible to call up a further text presenting a detailed
history of our lighthouse. It may also be possible to view a digitised photo of this object.
The amount and quality of the information available on the individual objects depends
on how up-to-date, accurate and well maintained the data base is, not on the ECDIS
itself.

ECDIS stores these various details in a geographic, object oriented data base. Hence
ECDIS belongs to the group of Geographic Information Systems (GIS).

Object information in the so called "Pick-report"

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What are the components of ECDIS?

For the user, i.e. the navigator, ECDIS is only one item of equipment among many on
the bridge of a modern ship. Operating the ECDIS is thus not the main duty of a ship's
officer. Rather, the system replaces the conventional chart table and is intended to
permit all types of work traditionally connected with the paper nautical chart and to
make these activities easier, more precise and faster. These include route planning,
entry of observations, instructions and notes, position determination and, last but not
least, updating charts with the aid of the Notices to
Mariners (NtM).

ECDIS represents an item of equipment consisting of
Hardware
Software and
Data.

The Hardware of the ECDIS - is generally a computer with graphics capability, a high
performance PC or a graphics workstation installed in a console linked with other items
of ship's equipment. Thus, ECDIS obtains the course from the gyro compass, the rate of
turn from the turn indicator, and the ship's speed through water from the log (the ship's
"speedometer"). Key features are the links with the position sensors of the ship (Decca,
Loran, transit satellite navigation system) and in particular with the GPS (global
positioning system, a satellitebased positioning system), supplying via the NMEA
interface a constant stream of highly precise position data (NMEA National Marine
Electronics Association; NMEA0183 Standard for Interfacing Marine Electronic Devices,
data record). Even radar pictures can be superimposed, either as raw data from a
rasterscan radar, or as synthetic ARPA (automatic radar plotting aid) radar information.
The hardware should be type-approved and comply with the guidelines of
International Electrotechnical Commission (IEC 61174.)

The Software should be as the IMO Performance Stanadards [Resolution A817(19)]
It consists of the user interface (UI) and the so-called ECDIS kernel, the software that
makes it possible to read the data and display a chart. This software is also called
'function library'. In addition to the chart picture, the user interface shows buttons and
keys for operating the nautical chart.

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The Data

Electronic navigational Chart (ENC) There are two different types of electronic
charts in use with ECDIS and all navigation officers and marine managers should be
aware of their differences and limitations.

Electronic Navigational Charts (ENC), commonly referred to as vector charts, are
layered with digital information enabling the mariner to electronically interrogate features
on the chart such as buoys, navigational marks, traffic separation schemes (TSS) and
safety contours with detailed information displayed for the user.

The chart database is organized in cells that cover the entire earth's surface without
overlapping. The cells store all nautical chart objects as well as objects created only
during the operation of the system, such as waypoints and leg lines, notes, positions of
own ship and of other vessels, etc.

The data in the System Electronic Nautical Chart (SENC) is generated from the original
data of the ENC. The ENC has to be kept unaltered in order to be able to reconstruct
the SENC data if this is unintentionally damaged or destroyed. In SENC, the chart data
is stored a proprietary file format designed by the ECDIS manufacturer for speed and
reliability.

The S57 data represents a specific kind of attributed vector data. The kind of data
(object description with geometry and geographical position) requires an efficient kind of
storage. For compactness and speed, vector data is the optimal solution in contrast to
the voluminous raster data.

ENCs enable the ECDIS to set different types of navigational alarms to act as a
warning to the mariner. These warnings are usually visual as well as audible to give a
clear indication of any dangers that lay ahead. The navigational alarms can include
such hazards as shallow depths, shoals and isolated dangers as well as minimum
under-keel clearance (for example, anti-grounding alarm) provided the ships echo
sounder has been integrated with the ECDIS, draught details and alarm parameters
specified. Early warning alarms of approaching waypoints and alteration of course
points, position fixing reminders and changing electronic chart alarms can also be
specified within the alarm parameters. ENCs provide the mariner with a clear display of

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the navigational situation without distorting the chart display when reducing the chart
scale.ENC must conform to IHO (International Hydrographic Office) S-57 standards.

The ENCs must be supplied by or on the authority of a Government or supplied
/authorised by a National Hydrographic Office. The Australian Maritime Safety Authority
(AMSA) has issued a circular entitled the Carriage and use of Electronic Chart Display
and Information System (ECDIS) information sheet, which states:the so-called
derived electronic charts produced by commercial producers or suppliers are not
recognised under SOLAS Chapter V as meeting the relevant chart carriage
requirements.

If the unofficial chart data is produced by commercial producers/suppliers, it does not
meet IMO/SOLAS standards for chart carriage and can therefore not be relied upon as
a primary means of navigation. Only ENCs officially authorised and produced by a
National Hydrographic Office conforming to IHO S-57 standard can be considered as
fulfilling the chart carriage requirements of SOLAS Chapter V. If an IMO-compliant
ECDIS is using unofficial chart data for navigation, the ECDIS is classified as an
electronic chart system or ECS.

ENCs are named and identified by an eight-character code (for example GB 600100).
The first two characters identify the producer (for example GB =Great Britain, FR =
France). To identify a particular code and its producer, a complete list of producer codes
can be found in the IHO standard S-62.

Some ECDIS systems offer additional databases for tidal information, including
predictions and automatic calculation of high water, low water, tidal heights and
streams. However, care should be taken when using such information as not all data
provided by ECDIS manufacturers is officially authorised or approved by flag
states.Masters and officers should be aware of the limitations of ENC data, including the
dangers of overreliance on ECDIS. ENC data can cause operator error particularly as
electronic navigational charts contain digitally layered information.

Overreliance on ECDIS when using ENC data may prove dangerous if inadequate
training and familiarisation has been given. Unfamiliarity with ENC data and
ECDIS functionality may cause operator error. The International Hydrographic Office
has issued a circular warning that ECDIS may not display some isolated shoal depths

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when operating in base or standard display mode. As a result, route planning and
monitoring alarms may not always be activated when approaching such dangers and
may result in groundings.

Mariners must ensure their ECDIS display has been set-up properly to the
circumstances and conditions so that it includes all information necessary for safe
navigation. ECDIS display modes that are set-up in base display mode may remove

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vital information. The ECDIS display should be set-up appropriate to the environment
the ship is operating in. This may differ between navigational environments such as
pilotage, coastal, deep sea and anchoring situations as layers of data may need to be
added or removed depending on the situation.

Raster Navigational Charts (RNC) - are scanned geo-referenced images of official
paper charts.

RNCs must conform to IHO product specifications S-61 and be officially authorised and
produced by or under the authority of a National Hydrographic Office. RNCs do not offer
any of the added functionalities or features of ENCs as they are only digitally scanned
copies of paper charts.

The chart datum used for GPS (WGS 84) may differ to the chart datum used in certain
raster navigational charts when operating in Raster Chart Display System (RCDS)
mode and can offset Global Positioning System (GPS) positions if a correction has not
been applied (datum offset correction) to the GPS unit.

Paper charts will often note a GPS correction under the heading Satellite Derived
Positions on the chart itself if it has not been WGS 84 surveyed. This correction must
be applied to the position fixing system (for example GPS) to avoid inaccurate positions.
Attention is drawn to the IMO Safety of Navigation circulars, particularly SN/Circ. 213
Guidance on chart datums and the accuracy of positions on charts. Some RNCs that
are not WGS84 surveyed may apply the datum correction automatically by the ECDIS.
However, not all RNCs contain the data file to enable a shift of WGS-84 as this is
not always possible. Therefore it may be necessary to manually change the datum at
the GPS receiver (this would be in line for ensuring that plotting such received positions
onto the paper chart while in RCDS mode will therefore be the same and avoid
confusion). Care should also be taken by the navigator when using RNCs that are still
using fathoms for depth measurement particularly if the ECDIS is configured to metres.

Care should be taken by navigation officers to check the chart datum of the chart
with that of the position fixing system to ensure they are compatible and the
positions being plotted are as accurate as possible.

RNCs do not offer the operator the same options as an ENC to add or remove irrelevant
chart features that are not relevant or suit a particular navigational circumstance as
there is no digital chart layering system. The ability to scan ahead when determining
upcoming alterations of course, navigational hazards and landmarks may prove
tiresome as RNCs may need to be changed.In most circumstances, the user is also
unable to interrogate any of the chart features or reveal further information. Raster chart
data will not trigger automatic alarms (for example, anti-grounding). Some user-defined
alarms can be generated by operating in RCDS mode provided the mariner inserts the
necessary information.

Under IMO performance standards, the following alarms and indications are
required for an ECDIS operating in RCDS mode:
ECDIS operating in raster mode
deviation from route
position system failure
approach to critical point
different geodetic datum
malfunction of RCDS mode
large-scale RNC available for ships position

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Changing the display orientation from North-Up may affect the readability of the chart.
Chart symbols in RCDS mode are designed to be viewed in a North-Up orientation, like
a paper chart. RNC chart projections can differ between each chart which can affect the
detail and amount of navigational information (for example depths, contours) displayed
on the ECDIS. Increasing and decreasing the chart size may distort the readability of
the chart. RNC data should always be viewed at the true scale of the paper chart to
avoid distortion.

RNC data highlighting existing features may differ in colour in certain circumstances to
show similar chart information and may also include changes in colours used in hours of
daylight and darkness. IMO safety of navigation circular SN207 (1999) Differences
between RCDS and ECDIS should be consulted for further information.

Who compiles/ supplies the chart data for the electronic nautical
chart?

The publishers of official data for the electronic nautical charts are the national
Hydrographic Offices (HOs) of the maritime nations, as is the case for the paper
nautical charts. In the Federal Republic of Germany this is the Federal Maritime and
Hydrographic Agency (German abbreviation: BSH), based in Hamburg. Hydrographic
Offices can be themselves the producers of the data or they commission private
companies to produce data and then verify and certify the results.

Non-certified data from private suppliers is not permitted for navigational purposes and
is allowed only to be used as a supplement to the official nautical charts (paper or
electronic).

At present, data supply is still a weak point of ECDIS. The hydrographic services are
public authorities that now have to switch from production of paper nautical charts to
digital ECDIS data. Owing to the current shortage of public funds and the necessary
restructuring programmes, only a small fraction of the earth's surface has been covered
digitally with official data up to now. Since other services, such as regular updating,
nautical publications, etc., have to be converted to a digital format, it will be some time
before an up-to-date digital global database is available for navigational purposes.

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Why, you may ask, are the existing paper nautical charts not digitised in order to
overcome this bottleneck?

As shown below, scanned paper charts cannot serve as alternatives to the authentic
ECDIS data. Nevertheless, raster data is provided by official sources and fills the gaps
in ECDIS data.

As publisher of the only set of paper nautical charts with worldwide coverage, the British
Admiralty (BA) has decided to scan all paper charts and publish them as Admiralty
raster chart system (ARCS) with updates (via bitmap patches).

As long as there is no complete coverage with ECDIS data, ARCS data will serve as a
practical alternative. Each ECDIS will also be able to read and display this raster data,
although such a functionality is not included in the ECDIS specification.

ARCS Raster chart

The scanned paper charts, however, provide no real alternative to ECDIS data. Raster
data consists of purely pixel pictures. These pixels on the screen are none other than a
blob of colour on the screen. The user has to interpret them in order to recognize them
as belonging to an object.

In contrast, ECDIS data is vector data. That means that the geometry of the chart
objects is described by polygon lines that are not brought on to the screen with colour
and patterns until the system is running.

Pixels of vector data can tell the user what object they belong to. The user can move
the cursor to any spot on the chart and with a single click open a window displaying the
information on the selected point, e.g. depth of 510 m.

This information makes the life easier for the user of the chart, and also enables the
anti-grounding (AG) and collision avoidance (CA) functions of the computer. ECDIS
computer continually and automatically checks the data to establish whether holding the
course will risk collision and/or stranding. If this is the case, the navigator is given a
warning (acoustic signal or flashing light). Of course, the data must be up-to-date and
correct.

What standards have to be complied with?

Several international authorities are involved in the standardization of ECDIS.
The International Hydrographic Office (IHO) has the responsibility for standardizing the
digital chart objects for ECDIS. The IHO has drawn up a data model, an object
catalogue and an ENC product specification (PS) as standard for ECDIS data and
published these in its Special Publication No. 57 (S57).

The object catalogue is what the Chart 1 (INT 1) was for the paper nautical chart: a list
of all permitted hydrographic object classes. In fact, Chart 1 is reflected almost entirely
in the object catalogue.

The S57 publication contains also the format description of the exchange format (also
called S57) for digital nautical chart data.

In addition, the S57 data should be encapsulated according to the ISO 8211 standard.
This guarantees that data from the various national HOs are compatible with one
another and can be read by each ECDIS.

Finally, it should be pointed out that the S57 data does not contain any information
concerning the symbolization, the presentation of the chart on the screen. But how,
then, is the colourful picture created on the screen?

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The answer to this question is given by the second IHO standard important to ECDIS,
the presentation library (PRESLIB) published in the Special Publication No. 52 (S52).
Presentation of the chart is generated on-the-fly in ECDIS upon reading of the chart
data, the appropriate symbolization for each object being sought from the presentation
library according to its characteristics. Hence the ECDIS supplier must install the
presentation library in his unit with the definitions of the symbolization instructions and
the colours to be used in an absolute manner irrespective of the colour monitor. This,
and colour calibration instructions and techniques that the supplier of an ECDIS has to
carry out, guarantees that the ECDIS charts look exactly the same on any unit from any
manufacturer.

Chart data comes without geographic projection, only with coordinates. ECDIS must
then provide also geographic projection for a cartographic presentation. For shipping, it
means usually the Mercator or sometimes gnomonic projection.

The publications S57 and S52 can be obtained from the International Hydrographic
Bureau (IHB) in Monaco.

The above describes the standardization of the data side of ECDIS, or, to be precise, of
the hydrographic data. There are indeed other chart objects that certainly must be
specified in order to make ECDIS an adequate navigational tool. A wide range of
"objects" are entered into the chart by the captain and the navigators before and during
the voyage of the ship. These include leg lines and waypoints, notes, observations,
fixed positions and commands.

To ensure that this is also possible with the electronic medium of ECDIS, the
International Maritime Organization (IMO) has developed an ECDIS performance
standard. This determines how an ECDIS has to work so that it can serve as an
adequate replacement for the paper nautical chart in accordance with the International
Convention for the Safety of Life at Sea, 1974 (SOLAS 74). IMO has produced a
catalogue of user-defined objects which has been published under the title "Mariner's
Navigational Objects" (NavObj) as an appendix to S52. The supplier of an ECDIS has to
ensure that these objects can be generated, edited and deleted as required.

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Another specification should be observed even if it does not come from an international
standards organization but from the classification society Det Norske Veritas (DNV), the
Norwegian counterpart of Germanischer Lloyd (GL) as it is important for ECDIS
functionality. This is the specification for one-man watch operation at night (Watch-1
specification), which lays down the minimum requirements for bridge equipment and
navigation facilities (ECDIS is, first of all, a navigation facility) under these conditions.
This watch modus is becoming increasingly significant in view of the need to promote
the cost efficiency on modern oceangoing vessels.

The hardware of an ECDIS must meet the standards of the IEEE (Institute of Electrical
and Electronic Engineers) for such items of equipment.

To sum it up, an ECDIS must offer the following characteristics:
Reading ENC data (S57) and transferring it to SENC
Presentation of objects and their characteristics according to presentation library
(S52)
Antigrounding function
Warning of obstructions to shipping
Updating
Various types of chart work must be possible, eg:
o Entering fixed position
o Route planning
o Entering notes and observations
o Sounding, measuring of distances

An ECDIS device has to meet the aforementioned standards. These are monitored by
national shipping authorities and institutions in the Federal Republic of Germany, the GL
as a classification society and the BSH. Only an ECDIS that has been officially certified
may be used in navigation as an adequate replacement for the paper nautical charts. It
goes without saying that in a certified ECDIS only certified "official" data may be used
for navigation purposes. There is, however, also the possibility of permitting the use of a
system that does not strictly meet all the requirements, the so-called Electronic Chart

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System (ECS), which can be utilized like an ECDIS but may not be employed as the
sole item of navigation equipment. 6.What are the advantages
of ECDIS and who uses it?

An ECDIS satisfying all the abovementioned requirements is not only an adequate
replacement for the paper nautical chart but also a system containing all information
important for navigation that can be called up at any time and without delay. Today, this
information is still scattered about in various publications, and manual search
procedures are laborious and time consuming. ECDIS also offers the possibility of
automatic antigrounding alarm, which is not possible with any other navigation aid.

ECDIS Display in bright daylight ... ... and during night time

In 1989, the "Exxon Valdez" ran aground in Prince William Sound in Alaska as a result
of prematurely changing course due to false identification of an island. It leaked oil,
causing a major environmental catastrophe.
Had "Exxon Valdez" an ECDIS on the bridge, she could have avoided running aground.
With a continually updated display of the position of the ship, the premature change of
course would have probably never occurred. Moreover, the ECDIS antiground function
would have produced an alarm when the vessel was approaching the shallows, warning
the officer on duty of the danger. As an experienced captain once remarked, "With
ECDIS, a navigator knows for the first time in the history of seafaring not where his ship
was but where it is!"

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A further advantage of ECDIS compared to all other navigation aids is the individual
adaptation of the chart picture to the particular requirements. This is possible because
the chart picture is produced only during operation. It is possible to produce the relevant
shallow water contour for a supertanker with a draught of 25 m or for a ferry with a
draught of only 3 m. The presentation library controls this via adjustment of the safety
depth/safety contour.
Automatic updating is much faster, easier and also less prone to error than chart
adjustment currently laboriously carried out manually with a considerable time lag.
Updating can even be called up on a digital telephone or via satellite, and incorporated
instantaneously. ECDIS makes seafaring easier and thus also safer.

Precision navigation with ECDIS Bridge passage

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21

A Practical Update To Electronic Charting

1. Introduction
Electronic Chart Systems have been available for a decade and their main benefits are
well recognised. Until two years ago the cartography came from private companies.
Today there are new choices with Hydrographic Offices providing official electronic
chart services.

The UK HOs world-wide catalogue of over 2300 ARCS raster charts has been a major
factor in building confidence in the market with 110,000 ARCS charts and 1200 systems
sold in little more than 12 months. The NOAA/BSB raster chart catalogue of 1016
official raster charts has been very successful in the US with chart and PC-based
systems sales of 750,000 and 10,000 respectively (J uly 1997). These charts have
gained the ascendancy in their respective markets because of their quality, up-to-
dateness and official government backing. Both official formats are supported by chart
update services. The BSB format also provides pilotage and photographic information
add-ons. Similar developments are underway in Europe.

A lively raster versus vector debate has arisen and this chapter explains the difference
between the chart types and their relative strengths and weaknesses. With the advent
of official raster charts a new Raster Chart Display System (RCDS) performance
standard has been submitted to IMO. This has been put into context against ECDIS
and ECS. In the course of considering RCDS the IMO have requested trials and user
feedback.

To show how electronic chart regimes are forcing greater awareness of some long
standing technical issues, you need to attend to horizontal datum shifts between GPS
and charts.

2. System Types

2.1 Electronic Chart Display and Information Systems (ECDIS)
Only one performance standard has been approved at IMO, and that was for ECDIS in
November 1995. This standard applies to vessels governed by the SOLAS convention
who would comply with the carriage requirement for charts with an ECDIS system using
Electronic Nautical Charts (ENCs).

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The chart data used in an ECDIS must conform to the Electronic Nautical Chart (ENC)
S-57 specification. There are few ENCs available today and without an ENC an ECDIS
is not an ECDIS. An ENC must be issued for use on the authority of government
authorised hydrographic offices.

2.2 Raster Chart Display Systems (RCDS)

Recognising the delays in implementing ECDIS, various hydrographic offices identified
a need for alternative official chart data to connect the small pockets of ENCs expected
over the next few years.

This led to the development of the Admiralty ARCS raster chart and NOAAs BSB raster
chart. Both formats come from the same production process used for paper charts and
are in every respect identical to the paper versions. Of course, the electronic version
has many more capabilities than paper, one of the most important being the ability to
automatically merge chart updates (notices to mariners).

A RCDS performance standard has been submitted to IMO. This performance standard
is modelled very closely on the ECDIS performance standard and incorporates
important requirements including:
Continuous chart plotting
Chart updating.
At least the same quality of display as the hydrographic office paper chart
Extensive checking, alarms and indicators concerning the integrity and status of the
system.
Route planning and voyage monitoring.

For Mega yachts and other non-SOLAS vessels RCDS is a useful standard against
which to measure the systems on offer.

2.3 Dual Fuel Systems

A Dual Fuel System is one that is either an ECDIS or RCDS depending on the type of
chart data in use. ENCs are scarce so there are few opportunities to use ECDIS
whereas RNCs are available now in large numbers and can perform two important
functions:

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Provide official electronic chart coverage for areas not covered by ENCs
Provide link coverage between the ENCs that are available.

For the future, a system should provide a choice of cartography, whilst ensuring that
navigation calculations are consistent, regardless of the background chart. For example,
in my companys system, Navmaster, world-wide variation is not derived from charts,
and tidal stream is calculated from validated tidal data models, rather than from chart-
specific data. Thus when a route is calculated, the result will be constant, whether the
plan is drawn on a raster or a vector chart.

2.4 Electronic Chart Systems (ECS)
An ECS is a system that does not conform to either the ECDIS or RCDS performance
standards. There are no official performance standards applicable to this type of
system. The IMO are working on an advisory document Guidelines for the use of ECS.
The rule of thumb to apply is that a system is an ECS if:
It is using chart data (of any type) which is not issued under the authority of a
government authorised hydrographic office.
Vector chart data is not in S-57 format.
The system does not meet the standards of either ECDIS or RCDS performance
standards.

3. Chart types

3.1 Privately produced vector
Privately produced vector charts are generally manufactured from scanned
hydrographic office paper charts. The scanned image is then digitised by tracing the
lines and features on the chart. This vectorisation process stores chart features in
layers which can be redrawn automatically at an appropriate size as you zoom into the
chart. You can add or remove categories of data such as spot depths, depth contours,
navigation marks etc. In some systems you can query specific chart items, eg to get
more information on a navigation light.

The grouping of the data mirrors the paper chart regime. However the nature of the
vector display is such that the chart data is not displayed electronically as it was
compiled (as a paper document) and the original cartographic design of the paper chart
is lost. Most systems automatically decide on the information to be displayed,
depending on the level of zoom, to avoid the image becoming cluttered.

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Hence a new operational regime has to be developed to take into account the
implications of:
1. Adding or removing layers of data
2. Zooming and seeing more or less data appear according to the level of zoom
3. Displaying the chart at a larger scale than the source paper chart

3.2 Official Raster

There are two official raster chart formats
ARCS (UKHO) and Seafarer (Australian HO) both produced in the UK HOs
proprietary HCRF format. ARCS is updated weekly with the same information as
the weekly Notice to Mariners used to correct BA paper charts. Seafarer is
updated monthly on a similar basis.

BSB raster charts contain all the detail found in NOAA paper charts, with
updates published every 30 days. Weekly Notice to Mariner updates will be
available in the second quarter of 1998. These will be distributed via the Internet
and will be completely in-sync with the US Coast Guard, NIMA and Canadian
notices.

Raster charts are direct facsimiles of paper charts and directly mirror the paper chart
regime. The cartographic design (ie the chart data which should be displayed at a given
scale) is maintained. Raster charts are often referred to as being simple images. Far
from being simple, official raster charts incorporate considerable meta data which
allows all chart information: notes, source diagrams, tidal diamonds, horizontal and
vertical datums etc, to be displayed clearly and quickly. They are very accurate
representations of the original paper chart with every pixel referenced to a latitude and
longitude. Horizontal datum shifts are included with each chart to enable the chart and
any information overlaid on it, to be referenced back to WGS-84. Chart file sizes are
larger than their vector counterparts but redraw times are not significantly slower than
commercial vector charts.

A common misconception is that all raster charts are produced by the same simple
technology. The following table, compiled from information supplied by BSB Electronic
Charts and the UK HO, indicates variations between raster chart types.

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Feature ARCS BSB Maptech
Government
authorised Yes
Yes No
Entire catalogue
always up-to-date
to latest notice to
mariner
Yes Yes (from Qtr 2
1998)
No
Update service Weekly Weekly (from Qtr
2 1998)
not known
Original scan
from:
stable colour
separates used for
printing paper
charts
stable mylar film
originals used for
printing paper
charts
paper copy
Scan resolution 1016 dpi 762 dpi 250 dpi
Chart resolution 127 dpi1 256 dpi 160 dpi
Anti-aliasing2 Yes No3 No
No of points used
to relate the chart
image to Lat/Long
co-ordinates.
Pixel to position
conversion is by
calculation and is
accurate to 1
pixel.
10-20, pixel to
location
conversions are
also provided,
accuracy depends
on the printed
chart
4
Geodetic datum
shifts
Yes Yes No
Integrity checks 32 bit CRC check
on original and
updated image
Byte checksums
are included in
chart file
Not known
Liability UK government
accept liability on
HO products. US
Gov accepts
liability for errors
on NOAA charts
Not accepted

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3.3 Electronic Nautical Chart (ENC)

One universal data format is defined for ENCs. The key factors which differentiate
ENCs from all other types of electronic chart are:

ENCs must be issued under the authority of a government authorised
hydrographic office.
All chart data is referenced to a global geodetic datum - WGS84 (the datum
used by GPS).
Every single item on the chart, whether a spot depth, a navigation mark, a
point on a depth contour, is attribute coded, and can be interrogated for
information or used in calculations.
The data is delivered in cells to provide seamless data for the task in hand. In
other words there is no direct correlation to the paper regime. The cell
structure ranges from harbour to ocean data sets.

Since the data is fully scaleable, the user only has to define a view area for an
appropriate level of data to be automatically presented to him. If he wishes to add or
remove data, then the structure of the data allows information to be grouped into
layers and turned on or off as required.

Individual contour lines can be defined as safety contours with anti-grounding
warnings given based on the ships nearness to them.

3.4 Chart summary

Charts, whether produced officially or by commercial companies, should offer
understandable standards of accuracy and reliability and have a clearly defined chart
update policy.

The charts should be up-to-date, ie charts which have been corrected with all the
official notice to mariner corrections that have been issued.

4. Feedback from RCDS Users

The majority of RCDS users in trials have identified considerable safety and efficiency
benefits over the use of paper charts. This followed from the integration of RCDS and

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GPS to provide instant access to the latest positional information and the many extra
functions provided by RCDS compared to the paper chart including:
Real-time position plotting
Passage monitoring
Passage planning
Route and waypoint management
The potential to reduce the navigators workload in carrying out chart corrections

More trials are underway to provide further evidence of the safety and effectiveness of
RCDS. PC Maritimes Navmaster Professional is being used in 2 trials: one by Shell
Internationals Euplecta, trading in the Caribbean, and one by a Shell UK vessel trading
around the UK and European coastlines.

5. Training

Most systems claim to be easy to use and indeed most probably are - if you have a
reasonable grounding in PC operating systems and how modern software applications
are designed and work.

However the systems we are talking about here are not simple. They have to handle
large numbers of electronic charts; process data from EPFSs and other marine
instruments; check the integrity of data as it comes in; maintain databases of routes and
waypoints; monitor progress against plan; produce passage plan reports, etc. There is a
lot to learn in order to work with the system effectively.

The need for manufacturers training is under-estimated. To use a system effectively the
end user must have a full understanding of the systems capabilities. To run hands-on
training courses on a product and the background technology to commercial users one
has to be hard pressed to cover all the ground in a few days.

Sometimes it is either impractical or too costly to provide face to face training and the
fallback is then the much derided User Manual (if all else fails read the manual). But a
few hours spent working through description of the systems functions with examples
can be a very productive way to learn. The user manuals generally allow any
reasonably computer-literate person to acquire a sound understanding of the system in
a few hours.

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However it has to be emphasized that it is not the manufacturers role to teach the
foundations of navigation; or how Windows or other operating systems work; and if
there are any deficiencies in these areas separate training should be provided.

6. Geodetic Datum
A reference system for specifying positions on the Earths surface. Each datum is
associated with a particular reference spheroid which can be different in size,
orientation and relative position from the spheroids associated with other horizontal
datums. Positions referred to different datums can differ by several hundred metres

Having just said that it is not the manufacturers role to provide foundation navigation
training there are aspects of the technology, which should be drawn to attention. A
navigational chart is referenced to two datums: one horizontal, for latitude and
longitude, and one vertical for depth and height.

The issue of geodetic datum shifts is not a concern for ECDIS since all ENCs should be
referenced to WGS84, but it does affect paper charts, RNCs and privately produced
vector charts. The issue arises because the earth is not a perfect sphere. Over the
centuries mapmakers have devised local models of the earths shape. Because the
earth is not a regular shape the accuracy of each datum will vary as you get further from
the specific location for which it was defined. Hundreds of different datums exist to
define positions; examples are OSGB36, European 1950, Indian, etc. Satellite systems
require a global datum and GPS positions are based on the World Geodetic System
1984 (WGS-84) which is a model of the entire earth. Problems arise when you are
receiving positions based on one datum and plotting them on a chart which is based on
a different datum. Figure 1 illustrates the range of latitude and longitude positions which
could be derived for the same real location, depending on the datum used.

Further examples follow: in the English Channel all Admiralty charts covering the
English coastline are in OSGB36. All Admiralty charts covering the French coastline are
in European 1950. Admiralty charts covering both sides of the channel tend to be in
OSGB36. Consequently if you plot a position on an OSGB36 chart and then move to an
European 1950 chart without accounting for the shift you will have introduced an error.
Figure 2 indicates the magnitude of the error. In some parts of the world, the difference
between WGS 84 and the local datum can be quite significant as shown in Figure 3

It has applied to the paper chart regime for as long as satellite navigation has been in
use. The solution is to maintain positions in WGS-84 and apply the published shift every

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time you change chart. In practice, few navigators do this on paper, probably because
they feel that they are not navigating to a precision at which these inaccuracies would
be important.

However in the electronic regime there is a new phenomenon, which is the illusion of
pinpoint accuracy conveyed by GPS positions to two or more decimal places of a
degree and by the automatic and frequent position plotting.

GPS errors
For civilian users GPS is artificially degraded to give a probability of the
horizontal error being less than 100 metres for 95% of the time and less than
300 metres for 99.99% of the time.
Differential GPS (DGPS), which is becoming more widely available is accurate

6.1 GPS errors and datum considerations
So GPS positions already inaccurate to a certain degree are made more inaccurate by
plotting on charts of different datum.

Most GPSs have built in datum transformations so that you can set the machine to
output positions in a local datum. But there are four problems with this:
to +/- 5-10 metres (which may be more precise than the accuracy of the chart).

1. There is no standard applied to transformation formulae; two different GPSs may
use different formulae and output different results. They provide a solution which
is averaged over a wide area. Any error in the transformation can range from say
25m to much more at the fringes of the area covered by the datum. The resultant
errors can be large compared to the accuracy of DGPS.

2. It is hard to ensure that the GPS is switched to the correct datum each time a
chart is changed.

3. GPS positions may be simultaneously fed to other instruments, eg ARPA,
autopilot, expecting to receive the data in WGS84 co-ordinates.

4. Some GPS manufacturers apply the datum transformation to all waypoint
positions held in memory when a datum other than WGS-84 is selected for the
display of positions. The point here is that you must be aware of the actions
taken by your equipment.

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6.2 Datum management

A better strategy is to maintain the output of GPS in WGS-84. In the case of Admiralty
paper charts, a shift from WGS-84 to the local datum is printed on the chart. If the
Admiralty has published a figure it means that they have reconciled the original survey
to WGS84 and that the published shifts can be used with confidence. There are a
number of Admiralty charts where it has not been possible to reconcile the original
survey data against WGS-84. In this case no shift values are published. Under these
circumstances you are at least aware that plotted positions are to be treated with
caution.

Summary of situations where safe navigation is affected by datum mismatches.
(equally applicable to paper and electronic regimes)

1. Plotting of positions from GPS or other EPFS on non-WGS84 charts
2. Moving overlaid information between charts of different datum (eg waypoints or
routes).
3. Taking waypoint or other positions off non-WGS84 charts and transmitting them to
GPS.
4. Calculation of waypoints from, for example, great circle algorithms Of course this
emphasises the need to exercise standard navigation practice and not rely on
positional information from just one source. Every opportunity should be taken to
cross-check against all other available sources, visual, radar, etc. One of the great
benefits of software is that it can automate the management of datum shifts. A
modern chart format such as ARCS has the shift data built in and with this an RCDS
can keep track of the datums of positions of all types, including vessel position and
track, waypoints and any other overlaid point on the chart, and adjust them to the
local geodetic datum as required. For this to work it is important that the GPS is
always set to output WGS-84 positions. Ideally the GPS should identify the datum it
is set to within the NMEA sentence output to the chart plotter. Unfortunately and
surprisingly very few GPS manufacturers output this vital information although there
are calls for the mandatory inclusion of a geodetic datum code with every position
location message. Equipment receiving such a message can then automatically
check that datums are correctly matched. This is an area where you, as customers,
can reasonably ask that chart manufacturers provide datum shift parameters with all
their charts; that GPS manufacturers output datum information and that ECS and
RCDS systems should manage datums as outlined.

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8. Summary of Questions to Ask of an ECS \ RCDS system

1. To what extent does the system conform to either the ECDIS (if vector) or
RCDS (if raster) performance standard?

2. Does the system offer choice of cartography preferably with both vector
and raster types?

3. Are the charts supplied with the system up-to-date at the time of sale?

4. Does the manufacturer provide training or have a network of dealers
authorised to train on their behalf?

5. Is the User Manual good enough for self training?

6. Does the chart format provide datum shift values?

7. Does your GPS output the datum with positional information?

8. Does the ECS / RCDS manage horizontal geodetic datums?

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Summary of chart type differences

The following tables summarise the features, strengths and weaknesses of each
chart type in relation to one another.

Equivalence to the paper chart
Privately produced
vector charts
Official Raster
(RNCs)
ENCs

Generally a copy of the
paper chart

An exact replica of the
paper chart

All data merged into cells

a different image to the
original paper chart is
presented at all levels of
zoom and scale
The same image as the
paper chart is always
presented. The chart is
more equivalent to the
paper chart than any
vector chart including
ENCs

No resemblance to the
paper chart

Symbols and colour vary
with manufacturer.

Symbols and colour are
the same as the paper
chart equivalent.

The IHO publication S-52
defines new colours and
symbols for ENCs.

Accuracy, reliability and
completeness vary with
manufacturer.

RNCs are as accurate,
reliable and complete as
the paper version.

ENCs should be more
accurate and reliable than
the paper version.

A new operational
regime is required

The same operational
regime as paper charts is
followed.

A new operational
regime is required

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Chart Integrity
Privately produced
vector charts
Official Raster
(RNCs)
ENCs

Produced by private
companies

Produced by or under the
authority of government
authorised hydrographic
offices

Produced by or under the
authority of government
authorised hydrographic
offices

Unofficial

Official

Official

Generally no
responsibility is accepted

Responsibility is
accepted for chart data in
terms of its completeness
and accuracy in
comparison with the
equivalent paper chart.

Responsibility is
accepted for chart data in
terms of its completeness
and accuracy.

Is unlikely to become
legally equivalent to the
paper chart

May become legally
equivalent to the paper
chart

Is legally equivalent to
the paper chart

It may be possible to
change original chart data

The chart data is tamper
proof

The chart data is tamper
proof

Charts can be zoomed
(ie the display of a single
chart is magnified or
reduced) without
restriction. Chart detail
varies depending on the
level of zoom.

Chart zoom should be
limited to a level that does
not break up the image
Information displayed on
the chart remains
unaltered.

Charts can be zoomed in
or out without restriction.
Chart detail varies
depending on the level of
zoom.

Quality Control varies
with manufacturer

Quality Control is
government standard

Quality Control is
government standard

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Chart corrections
Privately produced
vector charts
Official Raster
(RNCs)
ENCs

Up-to-dateness of charts
varies with manufacturer

Charts are up-to-date at
the point of sale

Charts will be up-to-date
at the point of sale

It is difficult to determine
the updating policy of
private manufacturers

Chart data is maintained
up-to-date to clearly stated
standards

Chart data is maintained
to a clearly defined
standard


On demand updates for
leisure users

not applicable


Subscription updates for
commercial users

Subscription updates
available


Automatic integration of
chart updates

Automatic integration of
chart updates

Safety
Privately produced
vector charts
Official Raster
(RNCs)
ENCs

Geodetic datum shift to
WGS84 may not be
provided

Chart data includes
geodetic datum shift to
WGS845.

All data is referenced to
WGS84

Chart data can be
removed from the display.
Significant navigation
information may be
inadvertently removed.

Chart data cannot be
The user cannot
inadvertently remove
significant navigation
information

Chart data can be
Significant navigation
information may be
inadvertently removed

For some charts it is not possible to reconcile the original survey data against WGS84
and no geodetic shift data is available.

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INTEGRATING ECDIS WITH OTHER ELECTRONIC SYSTEMS

As per IMO performance standards, an ECDIS should be connected to
a ships position-fixing system,
to a gyro compass and
to a speed and distance measuring device.

For any ships without a gyro compass, ECDIS should be connected to a marine
transmitting heading device.

However, most modern ECDIS already integrate the majority of navigational systems on
modern bridges but are subject to the condition that their integration does not degrade
the performance of any equipment providing sensor inputs or the performance of ECDIS
itself. The benefits of integrating additional navigational systems will include providing
the mariner with a greater perspective of the navigational picture whilst increasing
situational awareness. The navigation officers work load decreases as information
relating to the safe navigation of the ship (for example, depth, speed and course) can be
readily viewed on the ECDIS display as well as other important information.

Additional navigation systems incorporated into ECDIS can include but are not
limited to:
AIS (automatic identification system)
RADAR (radar image overlay RIO)
VDR (voyage data recorder)
Echo sounder
NAVTEX
Meteorological instruments such as anemometers (measuring wind speed)

Navigation officers should be aware of which electronic systems are providing sensory
inputs into their onboard ECDIS and the consequences of the inputs failing or
malfunctioning due to local electronic system failure. If GPS sensors fail to provide
position fixing input to the onboard ECDIS, navigation officers must be fully ready and
practiced in carrying out position plotting directly onto the ECDIS using traditional
position fixing methods, for example visual bearings, radar ranges, radar bearings and
transits. There is the risk with ECDIS that navigators may become dependent on
monitoring and that when a sensor fails, the navigator must return to first

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37
principles to deal with the situation. This in turn may lead the navigator to incur
additional errors in dealing with the situation known as knowledge based errors.

Only through training, in-depth knowledge of ECDIS and its integrated electronic
systems and a defined procedure for sensory failure, can the navigator expect to
effectively deal with input failures to ECDIS.

There should be a procedure within the safety management system (SMS) in the event
of sensory input failure to ECDIS. A checklist should be established on the bridge with
clear instructions on how to deal with sensory input failures and how it may affect the
safe navigation of the ship. The following points should be addressed in such a
checklist:

has the failed sensory input been identified?
has the master been informed and does an additional navigation officer need to
take over the watch?
has the failed sensory input affected the navigation of the ship?
implement back-up protocols as per the SMS procedure to ensure safe
navigation, for example traditional position fixing methods
has the failed sensory input affected any other electronic systems?
has a rectification action been identified to repair the sensory input?
does the ships passage plan need to be amended?

ECDIS BACK-UP REQUIREMENTS

Electronic navigation systems cannot be guaranteed to be 100% failsafe; with this in
mind, there must be some form of back-up or redundancy to cover ECDIS failure.

IMO performance standards require the overall system to include both a primary
ECDIS and an adequate, independent back-up arrangement to ensure the safe
takeover of ECDIS functions without resulting in a critical situation. The independent
back-up arrangement must allow the safe navigation of the ship for the remaining part of
the voyage in case of ECDIS failure.

The flag state must approve the ECDIS back-up arrangement to ensure it is in
accordance with IMO performance standards; however, some flag states may delegate
the ECDIS approval process to a recognised organisation.

The following back-up options are generally accepted as meeting SOLAS carriage
requirements:

1. For ships using ECDIS as their primary means of navigation (no paper charts),
an additional and independent ECDIS shall be provided as a back-up. The back-
up ECDIS should be connected to an independent power supply and connected
to systems providing continuous position-fixing capability.

When the ECDIS is being operated in Raster Chart Display System (RCDS)
mode using RNC data due to lack of suitable coverage of electronic navigational
charts (ENC), then an appropriate folio of up-to-date paper charts must be
maintained for areas where only raster chart coverage is available.

2. For ships using ECDIS as an aid to navigation, the ship must carry and maintain
an appropriate folio of up-to-date paper charts.

The ECDIS should be able to operate in a normal capacity even when it is connected
and supplied by an emergency source of electrical power. Change over from one
source of power supply to another, including any interruptions in electrical supply should
not require the equipment to be manually reinitialised for a period of 45 seconds.

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Paper Charts
For ships using ECDIS as their primary means of navigation, paper charts may still
need to be carried in order to comply with the new carriage requirements for ECDIS,
particularly if the ECDIS is being used in RCDS mode for certain parts of the voyage.
The IMO performance standards require that for ships navigating in areas where only
raster chart coverage is available, the ship must have an appropriate folio of up-to-
date paper charts.

Member states of IMO have either issued or are in the process of issuing their own
interpretation of the requirements for ECDIS carriage, performance standards, chart
coverage and training through merchant shipping notices or equivalent.

An example is drawn from Bermuda Shipping Notice 2011-010 Introduction to BNWAS
and ECDIS, which states:
For Bermuda ships this back up set of paper charts when required for operation in
areas without vector chart data may be a reduced set sufficient to navigate in the event
of an electronic chart failure. Operators should determine, for each ship that requires
these, an appropriate set of paper charts based on the risks involved.

The sufficient set of paper charts should be based on a suitable risk assessment of the
trading area where there is insufficient ENC data and only RNC data available. The
UKs Maritime and Coastguard Agency (MCA) has stated in its Marine Guidance Notice
(MGN) 285(M+F) Electronic Charts Use of risk assessment methodology when
operating ECDIS in RCDS Mode that prior to MCA approval for ECDIS in RCDS mode
as a primary means of navigation, a risk assessment is to be undertaken by suitably
experienced personnel in the field of risk assessment and it is not intended that the
entire task of undertaking the risk assessment should lie exclusively with shipboard
personnel. The MCA makes it clear that overall responsibility for the risk assessment
remains with the shipping company managers who need to ensure that adequate
resources have been allocated for the task.

Similarly, the Republic of the Marshall Islands states in its Marine Notice No. 7-041-6
Nautical Chart and Publication Carriage Requirements that the owner or master is to
decide the number of charts needed to satisfy the requirements of a back-up system.
The Marshall Islands specify that the administration has no minimum or maximum
requirement for paper charts but these should be of a sufficient number to ensure safe
navigation to a port of safe refuge in the event that electronic chart navigation is
unavailable.

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As can be clearly seen, flag states may adopt different interpretations to the risk
assessment process of operating in RCDS mode and retaining an appropriate number
of paper charts onboard. To avoid confusion and misinterpretation, the ships relevant
flag states should be consulted to determine the procedure on defining and approving
the appropriate number or folio of paper charts needed to comply with IMO performance
standards requirements.

IHO CHART CATALOGUE DETERMINING ENC,
RNC AND PAPER CHART COVERAGE
To determine ENC/RNC chart coverage and whether paper charts are required in a
particular trading area, an online chart catalogue produced by the International
Hydrographic Office (IHO) provides details on the exact areas of ENC/RNC coverage.
The information is gathered by the IHO from member states hydrographic offices and
updated as required when new charts are created.

RISK ASSESSMENTS TO DETERMINE CHART COVERAGE AREAS WHEN USING
ECDIS AS A PRIMARY MEANS OF NAVIGATION
Masters and navigation officers preparing passage plans will have to conduct a risk
assessment for areas where the ship will be trading to determine if there is suitable
electronic chart coverage and whether an appropriate folio of paper charts (APC) is
needed. Not all sea areas are covered by ENC charts.


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MAINTAINING and UPDATING ECDIS

It is important to remember that ECDIS comprises three elements:
Hardware,
Software and
Data.

ECDIS operators must ensure that their software always conforms to the latest IHO
standards (www.iho.int) and that an officially recognised distributor/service provider
delivers regular service updates on software and official ENC/RNC data.

All masters and navigation officers should be fully aware of how to update and maintain
the onboard ECDIS. It should not be left for the designated navigation officer to have
sole knowledge on the updating procedure and process. Updating procedures should
be covered under ECDIS generic training but, more importantly, also under the type
specific training as different ECDIS models vary in their updating process.

^An up to date electronic navigational chart (ENC)
Keeping the ECDIS fully up to date should be a high priority for the bridge team and
should be treated as equally important as normal paper chart corrections. ECDIS
updates normally coincide with weekly paper chart corrections. Updates can be sent via
email and transferred onto CD or USB flash drive for updating the ECDIS.

Any device used to transfer ECDIS updates should be a dedicated unit for that sole
purpose only and be free of any viruses that may corrupt ECDIS software. Software and
large ENC/RNC updates are generally received on a data CD and delivered to the ship,
particularly where files are too large or expensive to send via email.

ECDIS should store and display on demand a record of updates, including the time of
application to the ECDIS database, known as the system electronic navigational chart
(SENC). This record should include updates for each ENC until it is superseded by a
new edition.

In order for the ECDIS to fully comply with IMO performance standards and display all
relevant digital information contained within an ENC, it should be updated to the latest
version of the ENC product specification. Additionally, any ECDIS that is not updated to
S-63 Data Protection Standard may fail to decrypt or properly authenticate the ENC.
Failure to update your ECDIS properly may result in the latest charted features not
being displayed or failure of alarms/indications even if new charted features have been
included in the ENC.

An ECDIS that is not updated correctly and on a regular basis may not meet the
chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.

Temporary And Preliminary (T&P) Notices

Temporary and preliminary notices have not yet been fully integrated into ENC or RNC
data by all National Hydrographic Offices. Caution must be exercised when navigating
solely with ECDIS as some ENC or RNC data may not take account of temporary or
preliminary notices.

The International Hydrographic Office has identified this problem and developed a
working group to address this. The only guaranteed source for T&P information at
present are Notices to Mariners (NM) issued by National Hydrographic Offices.

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The United Kingdom Hydrographic Office (UKHO) has recognised the need to include
T&P notices within its ENCs by including this information in its Admiralty Information
Overlay. This tool allows the notices to be displayed as an overlay to the ENC in the
Admiralty Vector Chart Service (AVCS), thus assisting the navigator in readily
identifying the location and content of a notice during passage planning and the voyage
itself.

Members should issue guidance within their onboard bridge procedures and SMS on
how to handle and update ECDIS with T&P notices.

Navarea, Navtex And Locally Broadcasted Warnings

Navigational warnings transmitted by satellite communications (for example, SAT C
telex), NAVTEX receiver and radio-broadcasted warnings are by nature more short term
and urgent than temporary or preliminary notices. Navigators using paper charts as a
primary means of navigation will normally plot urgent warnings by pencil on the paper
chart itself to ensure that there is clear record and other navigators can clearly see any
new plotted dangers in relation to the position of the ship.

Navigators using ECDIS should be aware of the ability to plot new dangers on electronic
charts through the use of the Marine Information Objects (MIO) capability. The purpose
of the MIO is to highlight navigational warning information on the electronic chart.

Key points
know how to update your ECDIS (all navigational officers)
know how updates are received and their frequency
coordinate with your electronic chart supplier for arranging
delivery of new ENC/RNC data in good time, particularly if the ship changes
trade at short notice recheck your existing passage plans after updating ECDIS
as new dangers may existmake use of the MIO capability to add received
navigational
warnings navigational audits should include checking ECDIS updates

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ECDIS Advantages & Limitations
Paper to Digital Ship Conference
(Nanda Kumar Elektronik Lab India - Dec 2003)

Development of ECDIS is probably the longest birth ever known to a mariner ,
beginning in the mid 1980s and still in labour. Reason for this slow progress is the lack
of chart availability and inconsistent flag state legislation requirements.

ECDIS is an acronym for Electronic Chart Display and Information System. At its
simplest, an ECDIS consists of a database of electronic charts, together with the
hardware and software needed to display simultaneously the charts and the ships own
position (obtained from a GPS or another positioning sensor), and to perform
navigational tasks such as route planning, route monitoring, measurement of distances
on the chart, etc. One of the most important features of ECDIS that makes it a unique
aid to navigation, is the capability of generating alarms (anti-grounding, off route, etc.)
based on input from sensors and analysis of chart information.

Standards

To be defined an ECDIS, an Electronic Nautical charting system (ENC) must comply
with a number of international standards and regulations, amongst which the most
important are those issued by the International Hydrographic Organization (IHO) and
the International Maritime Organization (IMO):

IHO Special Publication S-57, IHO Transfer Standard for Digital Hydrographic
Data. The S-57 Edition 3.1 (also refered to as S-57/3) was released in
November 2000 following a familiarization period of one year. The previous
edition (3.0), was published in November 1996, and was frozen, (i.e. remain
unaltered), for a period of four years in order to facilitate ENC production and to
provide stability for ECDIS manufacturers.. It describes the standard (i.e. the data
model and format) to be used for exchange of Electronic Navigational Charts
(ENC) between Hydrographic Offices, ECDIS manufacturers, mariners, and other
data users.

IHO Special Publication S-52, Specification for Chart Content and Display
Aspects of ECDIS, 5th Edition, December 1996 (hereinafter called S-52). It
provides specifications and guidance regarding the issuing of ENC, their

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updating, and their display in ECDIS(including details about colours and symbols
to be used for on-screen presentation).

IMO Resolution A/817, IMO Performance Standards for ECDIS, December 1995
(hereinafter called IMO PS). It describes the minimum performance standards for
ECDIS, with reference to hardware, software, ENC and updates, user interface,
integration with positioning sensors, radar and other devices, etc.).

Legal Equivalency With Paper Charts

With a type approved ECDIS, the International Maritime Organisation (IMO) allows
electronic navigational charts (ENCs) - official vector charts produced according to the
IHO Standard for Digital Hydrographic Data Special Publication No. 57 (S-57/3.1) - to
be used for primary navigation in place of paper charts, provided there is a suitable
backup (e.g. a second ECDIS with a separate power supply, or an appropriate folio of
up to date paper charts). In order for an ECDIS to be the legal equivalent of paper
charts, the following conditions must be true:

The ECDIS must be type-approved.

The system must be complete with a type-approved back-up system, that
must enable instant and safe take-over of navigation and continuation of
the voyage if an ECDIS malfunction occurs (the back-up system may range
from a radar with additional navigational function, to be used together with
paper charts, to a second, fully compliant ECDIS).

The system must display official ENC, issued by a national Hydrographic
Office.

The ENC must be up to date.

If the system complies with all above requirements, it is considered equivalent to the
navigational charts required by the SOLAS (Safety Of Life At Sea)Convention, meaning
that paper charts do not have to be carried on board. However, as soon as the system
fails to match one of the requirements, the legal equivalency decays. In particular, a
type-approved ECDIS displaying data other than official ENC (such as vector chart
supplied by a data producer other than an Hydrographic Office, or raster charts issued

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by an Hydrographic Office) is not equivalent to paper charts; in this case, the mariner
should not rely on the ECDIS as the only source of navigational information, and
updated paper charts must be available on board.

Benefits

ECDIS will not make accidents go away, but that they will help to prevent collisions.
Reducing human error is the most significant contribution ECDIS will have.

ENCs will give a better representation of the actual and dynamic environment than
paper charts. ENCs will not only contain more information than paper charts, but that
procedures for updating ENCs will also be better, with ENCs being more up to date than
paper charts.

The majority of ECDIS / RCDS users in trials have identified considerable safety and
efficiency benefits over the use of paper charts. This followed from the integration of
RCDS and GPS to provide instant access to the latest positional information and the
many extra functions provided by ECDIS/ RCDS compared to the paper chart including:

Real-time position plotting
Passage monitoring
Passage planning
Route and waypoint management
The potential to reduce the navigators workload in carrying out chart corrections

Limitations

1) Lack of Global coverage

Complications in obtaining worldwide chart coverage mainly due to the policy
differences between the national Hydrographic authorities.

The lack of official ENC makes things just worse. Even if a number of Hydrographic
Offices have started ambitious programs of ENC production, very few official electronic
charts in S-57/3 format are available today. The result is that ECDIS users have to
supplement ENC data with non-ENC electronic charts, such as

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Commercial databases of electronic charts, produced by organizations other than
Hydrographic Offices

Electronic charts produced by Hydrographic Offices, not compliant with S-57/3
(e.g. vector charts in formats other than S-57/3, raster charts, etc.).

Required the use of the so-called dual-fuel ECDIS: a system fed with both ENC
and non-ENC electronic charts.

Since the ECDIS operates in non-equivalent mode when using non-ENC charts,
S-52 and the IMO Performance Standards require that these are not mixed with
the ENC. Therefore, they must be loaded in the ECDIS into a separate storage
area and must remain clearly distinguishable from official charts even after
compilation in the SENC.

It must be stressed that quality of non-ENC charts may vary to a large extent,
and their format may be very different from S-57/3. This adds further
complication (and potential problems) to the task of the SENC Compiler, that has
to blend into a single database electronic charts with different features.

Most ships carrying ECDIS still tend to use ARCS charts and will continue to do so for
a year or two more until the problems surrounding ENCs are better resolved.

Time frames discussed for ENC coverage suggests that there should be; complete
coverage of
The Baltic Sea by the end of 2004
UK waters by End 2003
The Norwegian coast by 2006
Caribbean islands being mapped after 2007.

ENCs for India though ready are not yet available for commercial use.

2) Problem of Geodetic Datum shifts in unapproved charts

The issue of geodetic datum shifts is not a concern for ECDIS since all ENCs should be
referenced to WGS84, but it does affect paper charts, RNCs and privately produced
vector charts. It is therefore very important that shipping companies use only approved
RNC charts in areas where ENC is not available.

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The issue arises because the earth is not a perfect sphere. Over the centuries
mapmakers have devised local models of the earths shape. Because the earth is not a
regular shape the accuracy of each datum will vary as you get further from the specific
location for which it was defined. Hundreds of different datums exist to define positions;
examples are OSGB36, European 1950, Indian, etc.

Satellite systems require a global datum and GPS positions are based on the World
Geodetic System 1984 (WGS-84) which is a model of the entire earth.

Problems arise when you are receiving positions based on one datum and plotting them
on a chart which is based on a different datum.

Example:

In the English Channel all Admiralty charts covering the English coastline are in
OSGB36. All Admiralty charts covering the French coastline are in European 1950.
Admiralty charts covering both sides of the channel tend to be in OSGB36.
Consequently if you plot a position on an OSGB36 chart and then move to an European
1950 chart without accounting for the shift you will have introduced an error. There is a
considerable magnitude of error. In some parts of the world, the difference between
WGS 84 and the local datum can be quite significant.

GPS positions with slight inaccuracy to a certain degree are made more inaccurate by
plotting on charts of different datum.

3) The Problem of Recurring Costs

Why do we have to pay for the data at all, given that the organisations collecting the
data are government bodies and not private companies? The reason is that the cost of
Hydrographic survey is tremendous, and that HOs, typically retrieve only 15-20 per cent
of the cost.

The cost of ENC production for HOs is one of the main stumbling block a sort of hump
in the road to global ENC coverage. HOs need funding to get over this hump but
hydrography is not interesting to a politician. The common citizens do not know the
importance of shipping, and therefore politicians arent enthused about allocating
funding to the maritime sector.

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A typical ECDIS chart (without the cost of the ECDIS (SNEC) display software) is:

ARCS
British ARCS charts are sold on an annual basis. Each chart costs about USD 25. A
ship that typically runs a global run will need to have hundreds of charts, which if
multiplied by $ 25 each year is a huge annual recurring expense.

S-57/3
CM-93/3 is a chart data vector format developed by C-MAP and is a fully compliant
binary version of the S57/3 specified by the IHO. The data format is designed both as
copy protection and as a System Electronic Navigational Chart or SENC format for use
in an ECDIS or ECS navigation system.

C-Map annual fee for world coverage is approximately USD 5500 per annum.

Given that a paper chart license requires a one off fee with free updates by subscription,
while a digital chart also requires a fee for the chart and for the updates and to be
renewed every year.

There is something wrong with the chart-licensing fee. If you have a single ECDIS on
board this will require you to also continue with paper charts which means you have to
pay twice for paper and digital

4) Other Problems

ECDIS is not particularly 100% reliable, there are problems with power failures and hard
disk crashes. One has to obtain many software licenses should the software fail at sea,

Shipping companies that are using ECDIS have experienced a lot of problems with the
software and hardware and were therefore keeping a complete folio of paper charts as
a backup.

Interfacing the ECDIS to all equipment, in some ships it requires much of the old
equipment to be replaced.

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Importance of Training
Training is very important in ensuring seafarers are made aware of how to use charts,
how they should be used and their shortcomings to ensure electronic charts aid in
avoiding accidents rather than indirectly or directly causing them. ECDIS training is
required not only for safety reasons but also to meet regulatory requirements.

One of the biggest limitations of electronic charts is that they engender a false sense of
security in mariners, who perceive them as accurate.

Conclusion
Electronic navigation is set to change the way we have sailed. It is in a niche market
where it can not really survive because we dont have global coverage. Something
needs to be done quickly to make seamless ENCs coverage.

Electronic navigation offers a reduction in paper, however, as a benefit, it has yet to
reach its full potential, given that paper charts are still required as backup.

ECDIS must be encouraged for voluntary fitment until such time world wide charts are
readily available and are economical, when it can be made mandatory.

The technology is going to happen.. I believe that 2007 will be the turning point when
HOs will be releasing as much ENCs as paper charts.

A paperless bridge is a long way away until the above points are not immediately
addressed.

Future
Future development in ECDIS looks very interesting:-

I In nt te eg gr ra at te ed d n na av vi ig ga at ti io on n p pu ub bl li ic ca at ti io on ns s ( (e e. .g g. . L Li is st t o of f L Li ig gh ht ts s, , S Sa ai il li in ng g D Di ir re ec ct ti io on ns s l li in nk ks s i in n
E EC CD DI IS S s sy ys st te em m) )
I In nt te eg gr ra at te ed d t ti id de es s, , t ti id da al l c cu ur rr re en nt ts s w wi it th h N NA AV V s sy ys st te em ms s
V Vi id de eo o D Di is sp pl la ay y o of f p po or rt t e en nt tr ra an nc ce es s
S So ou un nd di in ng gs s r re ep pl la ac ce ed d b by y h hi ig gh h r re es so ol lu ut ti io on n b ba at th hy ym me et tr ry y d da at ta a
A Au ut to om ma at te ed d v vi is su ua al l b be ea ar ri in ng gs s v vi ia a l la as se er r r ra an ng ge e f fi in nd de er rs s o or r m mo ou un nt te ed d c ca am me er ra as s
S Se ea am ml le es ss s d da at ta ab ba as se e f fm m 2 20 0, ,0 00 00 0 l le ea ag gu ue es s u un nd de er r t th he e s se ea a t to o t th he e h hi in nt te er rl la an nd d

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Raster vs. Vector Charts

Clear waters ahead for ECDIS

Regulation 19 of the new Chapter V - Carriage requirements for shipborne navigational
systems and equipment allows an electronic chart display and information system
(ECDIS) to be accepted as meeting the chart carriage requirements of the regulation.

The regulation requires all ships, irrespective of size, to carry 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.

But the ship must also carry back up arrangements if electronic charts are used either
fully or partially.

Performance standards for electronic charts were adopted in 1995, by resolution
A.817(19)), which was amended in 1996 by resolution MSC.64 (67) to reflect back-up
arrangements in case of ECDIS failure.

Additional amendments were made in 1998 by resolution MSC 86 (70) to permit
operation of ECDIS in RCDS (Raster Chart) mode, where Vector electronic Chart
systems are not available.

These amendments permit ECDIS equipment to operate in two modes:
the ECDIS mode when ENC data is used; and
the RCDS mode when ENC data is not available.

However, the RCDS (Raster Chart Display System) mode does not have the full
functionality of ECDIS, and can only be used together with an appropriate portfolio of
up-to-date paper charts.

The international standard for vector charts has been finalised by the International
Hydrographic Organization (S-57, Version 3).

Raster vs. Vector Electronic Charts

A RASTER CHART is basically just a visual scan of a paper chart. It is a computer-
based system which uses charts issued by, or under the authority of, a national

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hydrographic office, together with automatic continuous electronic positioning, to
provide an integrated navigational tool.

A VECTOR CHART is more complex. Each point on the chart is digitally mapped,
allowing the information to be used in a more sophisticated way, such as clicking on a
feature (for example, a lighthouse) to get all the details of that feature displayed.

RASTER CHARTS are digitized by "scanning" the paper chart (using technology
common in desktop publishing). Each tiny segment of each line on a chart is converted
to a "raster" picture element or "pixel". These pixels are similar to a television picture or
magnified newsprint in that they appear as "dots" on a grid. That is where the raster
chart stops: the pixels form images on a computer screen, but the computer is "dumb"
about what the images mean. For example, the human may interpret the string of pixels
to be the number "2" but the computer cannot do this.

Only when additional data processing is performed, those images are related to the
quantity "2". This added intelligence is the basis of the VECTOR CHART.

For example, a wharf appears as an image on a raster chart, but the vector system can
identify it as a wharf and attach attributes to the wharf, such as height, length, age, and
ownership, with its number of berths and facilities; data that might otherwise be
available only by consulting the relevant printed Sailing Directions.

DIFFERENCES BETWEEN RCDS AND ECDIS

1. Unlike ECDIS where there are no chart boundaries, RCDS is a chart-
based system similar to a portfolio of paper charts;

2. Raster navigational chart (RNC) data, itself, will not trigger automatic alarms (e.g.
anti-grounding). However, some alarms can be generated by the RCDS from
user-inserted information. These can include:
a. clearing lines
b. ship safety contour lines
c. isolated dangers
d. danger areas

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3. Horizontal datums and chart projections may differ between RNCs. Mariners
should understand how the chart horizontal datum relates to the datum of the
position fixing system. In some instances, this may appear as a shift in position.
This difference may be most noticeable at grid intersections and during route
monitoring;

4. Chart features cannot be simplified or removed to suit a particular navigational
circumstance or task at hand. This could affect the superimposition of
radar/ARPA;

5. Without selecting different scale charts, the look-ahead capability may be
somewhat limited. This may lead to some inconvenience when determining
range and bearing or the identity of distant objects;

6. Orientation of the RCDS display to other than chart-up, may affect the readability
of chart text and symbols (e.g., course-up, route-up);

7. it may not be possible to interrogate RNC features to gain additional information
about charted objects;

8. it is not possible to display a ship's safety contour or safety depth and highlight it
on the display, unless these features are manually entered during route planning;

9. depending on the source of the RNC, different colours may be used to show
similar chart information. There may also be differences in colours used during
day and nighttime;

10. an RNC should be displayed at the scale of the paper chart. Excessive zooming
in or zooming out can seriously degrade RCDS capability, for example, by
degrading the legibility of the chart image; and

11. mariners should be aware that in confined waters, the accuracy of chart data
(i.e., paper charts, ENC or RNC data) may be less than that of the position-fixing
system in use. This may be the case when using differential GNSS. ECDIS
provides an indication in the ENC which allows a determination of the quality of
the data.

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What is an ENC?

An ENC is a digital chart produced by National Hydrographic Offices which complies
with the IHO's (International Hydrographic Organisation's) S-57 Edition 3 product
specification, which describes in detail the structure and format to be used by the
Hydrographic Offices for the exchange of ENC (Electronic Navigational Chart) data
between themselves, manufacturers and other users. In short, this is the
specification for the electronic charts to be used in the approved ECDIS.

An ENC contains all necessary navigational information, which is not shown on
paper charts, e.g. characteristics of objects such as lighthouses, lights, bouys, etc.

Official ENCs fulfil the IHO S-57/3.1 product specification and have the most recent
updated data from originating National Hydrographic Offices. When used in an
ECDIS, ENC data facilitates unique functionality that improves the safety of
navigation at sea.

Electronic Chart Systems: ECDIS and ECS

An ECS (Electronic Chart System) encases both the hardware and software
needed to display electronic charts on a navigation system. These systems
provide navigational functions such as: ship position, route planning, route
monitoring, distance measurement, and safety warning alarms such as anti-
grounding.

An ECDIS (Electronic Chart Display and Information System) is a navigation
system defined by the IMO, International Maritime Organisation, in their ECDIS
Performance Standards. When a type approved ECDIS uses ENC chart data
supported by an update service, the system can replace the requirement to carry
paper charts on board.

CM-ENC - Simplified ENC distribution

It must be noted that when ENCs are distributed they are not used directly in the ECDIS
system. ENC files are compiled into a seamless database known as the SENC, System
Electronic Navigational Chart, which incorporates all the required ENC's and is 'ready
for use' on-board.

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The SENC can be generated onshore in a controlled environment, or offshore in the
ECDIS. It is preferable that this process takes place onshore as the S-57 data format
specifications can be interpreted differently and therefore there is a risk of using non-
compliant data. This data should not be accepted into the ECDIS, as it could cause
malfunctions, incorrect information or, in the extreme case, cause the ECDIS to crash.
Therefore it is better if all ENCs are compiled into the SENC in a controlled office
environment.

A further advantage of SENC distribution is that the navigator on-board does not have
to spend considerable time and patience required to convert the ENC's to the SENC, a
process that requires the ENC to be 100% compliant.

The distribution of ENC in SENC format has been approved during the Athens CHRIS
meeting in April 2002. A lot of HO's admit that it simplifies access to official digital
cartography, and this does not have any affect on IMO performance.

C-MAP deliver official ENC data in SENC format in accordance with the IHO
amendment to paragraph 3.3 of S-52 and a new Technical Resolution A3.11 adopted at
IHO's 16th International Hydrographic Conference. The C-MAP CM-93/3 SENC
distribution system was also successfully type approved by Det norske Veritas, DNV, in
March 2003, as required by the IHO. The distribution system is supported with a Real
Time Updating infrastructure which allows users to access chart corrections directly
online.

The ENC data from countries, which have not yet approved SENC distribution, is
distributed in S-57/3 format.

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Passage Planning with ECDIS

Passage planning utilising ECDIS as the main tool should not be overlooked as an
important aspect of training and as an operational risk factor. The sophistication of
ECDIS technology incorporates many additional planning features that are simply not
available using paper charts. These include safety contours, click-and-drop facilities for
waypoints, markers and alarms.

However, inevitably with sophisticated technology mistakes through human error as a
result of lack of familiarisation or training have led to disastrous consequences. Officers
using ECDIS for passage planning should be fully confident in their ability to effectively
use ECDIS, with specific emphasis on risk assessing the route for possible dangers,
commonly referred to as validating the route.

ECDIS Passage Planning Tips

Appraisal and Planning

Consider which electronic charts will be used for the passage,

ENC or RNC datacheck areas where RCDS mode will be operated, identify whether
appropriate sets of paper charts are carried check local requirements of coastal
states that may require

Carriage of additional publications or local charts (consult IHO website: www.iho-
ohi.net/english/home)

Check that electronic charts have been updated to the most recent version and chart
permit licences have been bought

Route check previous passage plans after chart updating to ensure that any new
dangers added dont present a risk to the ship

Modifications to the passage plan may be necessary to accommodate new chart
features such as reporting schemes, traffic separation schemes (TSS), isolated
dangers, etc.

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When planning new waypoints and courses, always use the largest scale possible
so all features of the chart can be readily identified and risk assessed

Ensure that the plan takes into account sufficient cross track error (XTE) to
accommodate any deviations for collision avoidance or currents

Ensure adequate values are inputted for safety contour and depth alarms

Once the route has been planned, check the entire passage plan berth to berth
on a 1:1 scale by manually scrolling along the track

If the route has been planned in conjunction with paper charts, cross-check the
distances between the paper chart and electronic passage plans to ensure
consistency

Check that tidal information is up to date and correct

Check that the ETA has been updated

Check that accurate draft details have been entered

Squat details should be considered

Make a back-up copy of the plan and save on a separate disk (usually USB stick)

Execution and Monitoring

check that the display has been set-up properly prior to sailing, otherwise
important information may not be displayed

always operate ENC on the best scale possible to avoid crucial information being
auto-filtered and subsequently not being displayed

avoid using base display mode as this only displays the minimum amount of
features and information

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use full display mode, but layers of information may need to be de-selected to
avoid cluttering the display with too much information

auto-filter or SCAMIN may affect the display as it tends to remove information
from the display if the best scale chart is not being used. Operators should know
how to select the best scale chart to avoid the auto-filter feature removing
information when using ENCs

ensure the GPS unit providing constant position fixing information to ECDIS has
been updated with any relevant chart datum offset if the chart datum used in the
raster chart is different from WGS(84). Failure to do so may result in positions
being inaccurate

do not solely rely upon GPS position fixing when there are alternative
position fixing facilities available. GPS is subject to a variety of different
errors

traditional forms of position fixing should never be overlooked or replaced when
using ECDIS; these can include but are not limited to:

visual bearings
radar ranges and bearings using variable range markers (VRMs)
and electronic bearing lines (EBL)
transit bearings and clearing ranges
running fixes
fixing by a line of soundings
horizontal sextant angles (HSAs)
positions by celestial means (sextant)
make use of the Marine Information Objects (MIO) capability to plot
electronically navigational warnings (e.g. NAVAREA warnings)

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Passage planning criteria

1. To ensure that all Coastal Fleet vessels follow routes considered safe by the
Management, and that passages and channels considered unsuitable are
avoided. [Safety]

2. To ensure that a risk assessment of each route is carried out at Head Office level
thus meeting ISM requirements. [Safety and Compliance]

3. To ensure that all vessels comply with current rules and regulations concerning
routeing and reporting and that local directions for ports are met. [Compliance]

4. To provide the means to monitor vessel position and progress. [Safety]

5. To enable all vessels to have approved routes from berth to berth so that
Masters do not need to supervise navigating officers in their preparation.
[Efficiency]

6. To provide automatic access to notes for the route and waypoints when passage
making. [Safety]

7. To ensure that the knowledge and experience of the Companys and other
shipowners masters, gathered over many years, is available to all personnel in
the fleet. [Safety and Efficiency]

8. To provide for changes in routes to be incorporated into the database
immediately, and all vessels issued with updated routes to ensure conformity
throughout the fleet. [Safety and Efficiency]

Rules and considerations in constructing routes

1. Is the route prohibited by HO Rules and Regulations?
2. Is the route contrary to any IMO or DTP guidelines?
3. Is the route environmentally sensitive?
4. Is the route politically sensitive and are there local considerations?
5. Is the route risk assessment to be regarded differently whether a vessel is loaded
or in ballast?
6. Does the fleet traditionally use the route? - If so have any incidents occurred
previously? - A risk assessment matrix is to be followed for any section of a route

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which would not comply with the basic minimum requirements of safety which
had been determined.

7. Is it in line with all procedures which could be envisaged as ISM requirements?

8. If the previous items are not applicable or do not exceed normal or expected
risks within the marine environment and operation then the following minimum
requirements should apply:

Loaded vessels:

1. In general, the minimum margin of safety from any coastline should be 3 miles.
Provision should be made in any instructions to enable Masters to increase this
distance if they so wish, such as in adverse weather, but not to decrease it.

2. The distance of 3 miles will be increased if the coastline has any off-lying danger,
to 3 miles off such danger.

3. The standard distance of 3 miles will also apply to what may be termed the
grounding line. This is the contour line indicating depth at which the vessel may
be considered at risk from grounding at her present draft and in the prevailing
conditions of sea and swell.

4. The distance off the grounding line may be reduced if:
The area is not generally considered to be exposed to severe states of sea
and swell.
There is an anchoring depth between the vessel and the grounding line.
The grounding line is marked by navigational marks.
The vessel is in a recognized pilotage area, and the Master is conning the
vessel, or a Pilot is on board.
The vessel is in an increased state of readiness, with main engine on
standby and increased bridge manning.
The route is the recognised passage for the area in order to reach a port, or
to transit a particular channel.
A tidal window dictates that in order to reach a berth the vessel has to cross
an area which would not be of sufficient depth at Chart Datum.

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5. In any situation, unless in a recognised port or pilotage area, the distance off the
grounding line, whether a marked or unmarked danger, should never be less than 1
mile.

6. Any passage plan indicated as being preferred by HO has to be suitable in any
normal circumstances, relying on the Master of the vessel to make any
adjustments as he sees fit depending upon the immediate situation. For this
reason, the grounding line for the majority of passages and sea and swell states
should be considered to be 10 metres. This should be increased to two and a
half times the draft on exposed passages such as the West coasts of Ireland,
Western approaches to the English Channel, and Northern Scottish coasts.
Isolated shoals less than a depth of 18 metres which appear to give a safe
margin but which can cause overfalls and breaking seas in conditions of heavy
swell will be given a safe passing distance of at least 1.5 miles.

7. Isolated dangers are treated on an individual basis, but the minimum safe passing
distance for a marked isolated danger should be 1 mile, and for an unmarked
danger 1.5 miles.

Ballasted vessels:

1. In general Oil Tankers in ballast, apart from the obvious hazards of fire and
explosion are not perceived by marine industry personnel to pose any greater
pollution risk than other vessels. There is a tendency to consider some routes as
acceptable in ballast but not when loaded, and it is sometimes considered that
different criteria govern the choice of route followed by a tanker in ballast. The
point of view taken by our management however is that there is the risk of a loss
of asset, i.e. the vessel. As matters stand at present there are no rules and
regulations prohibiting certain passages if the vessel is in ballast. Previous
guidelines used in formulating passage plans preclude the use of certain routes
only when the vessel is loaded. Furthermore, some Masters argue that use of
certain passages enables vessels to save time and execute their voyages more
efficiently.

2. Due to the main consideration being the loss of the ship when in ballast, and the
fact that no route should be followed primarily for commercial considerations,
Loaded and ballast passages would be subject to identical criteria.

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Supplementary Instructions & Notes to the Routes

In constructing the routes in Navmaster Professional the following are included in
narratives accompanying the passage plan:

1. A minimum Chart datum depth to be expected on each passage will be given.
2. Areas considered to be Pilotage waters where the Master, an area license
holder, or a Pilot should be on the bridge will be indicated.
3. Navigational marks to use when navigating visually near a waypoint indicating an
alteration of course should be pointed out.
4. No alteration should be indicated in such a way that the GPS default warning of
vessel being off course or off track is not activated before the vessel runs into
danger if the alteration is missed.
5. No alteration of course should depend upon a position obtained by electronic
means. Visual verification must always be available.
6. A suggested setting for the GPS / Decca cross track error for each leg should be
included in the plan.
7. Each phase of the passage should include a suggested time interval setting for
the Bridge watchkeeping alarm.
8. Areas where it is considered that the Engine room should be on an increased
state of readiness should be indicated.
9. No waypoints other than those involved in navigation should be entered in a
database visible on the chart. Information points should be included in a separate
database to avoid mistaken use of such waypoints when the Master is plotting an
alternative route using Navmaster.
10. If on passage, a single course line is to be followed for any length of time, an
additional waypoint should be included to warn the OOW to check the GPS and
his position by visual means.
11. This should also be done when approaching restricted areas from open waters.

The benefits and considerations for the Master

The Masters responsibility with regard to passage plans is to ensure that all safety and
Company requirements are met, and that the plan is followed accordingly. When a
Company approved route is being followed the Master can assume that all regulations
and general considerations have been met.

However, following an approved course does not of itself ensure that all current
navigational hazards have been anticipated, and the Master will still have to ensure that

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all navigational warnings are received. Weather conditions may dictate a departure from
the approved route and tidal windows may require changes to be made to the passage
plan.

Masters are entitled to deviate from the route should they consider it necessary.
However, reasons for such deviation would have to be given, and Head Office informed.
The only exception would be deviations which might be advised in a passage plan, for
instance when notes accompanying a waypoint advised the Master to follow a course
further offshore in severe weather etc. or in cases of emergency.

In the present climate of checklists, procedures and other ISM related tasks, and the
problems in many fleets where there is such a rapid turnover of personnel that the
Master may be unable to assess an individuals ability to formulate an acceptable
passage plan at short notice, a ready-made plan complete with appropriate checklists
may be essential.

A checklist for the Master to use when compiling or approving a passage plan is given
the Appendix. This list has been incorporated into Shells customised version of the
passage plan produced by Navmaster.

Anticipated Problems

1. Resistance from Masters. The main objection to passage plans created by Head
Office is from Masters who feel that their authority and decision-making powers
are being undermined.
2. Resistance by OOWs. Changes in routes means changes to all vessels routes
on paper charts and complete replotting of course lines. This consideration will
disappear when full ECDIS is used.
3. Risk of out of date information being used. Successful guardianship will
counteract this risk.
4. Complacency, particularly in bridge watchkeeping situations where electronic
plotting is being used. Training needs to cover this.
5. Duplication of effort during the transition period dealing with the requirements of
both paper and electronic charts.
6. Cost to the Company if duplication of chart supply (electronic and paper) was
prolonged during the transition period to full ECDIS.
7. New GPS equipment may be required to handle the number of waypoints making
up a route

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8. Our current GPS equipment cannot import routes from the charting system as an
entity. They will only import the sequence of waypoints which then have to be
joined together.
9. Numerous technical problems would obviously arise, and did, but were generally
dealt with successfully.

Training

Of great concern to Masters in the present regime of reliance upon electronic aids to
navigation is to ensure that navigating officers are aware of their limitations. The
problem of passage plans being regarded as sufficient if they consist only of a series of
waypoints without any narrative is that many compatible GPSs accept a series of
waypoints and display them on the radar screen as a route in the form of a line to be
followed on the radar screen. In an area where there are no easily recognised visual
navigational aids, errors can be made in following the dotted red line even when a vital
waypoint may be missed. Training, OOW awareness, Masters standing orders and the
inclusion in the route of waypoints which alarm simply by being there and alerting the
OOW to check his position before a hazardous area is entered can all help to alleviate
this problem.

Training is the biggest ongoing problem with any electronic chart system due to
relatively few OOWs having had experience of such systems. The training regime must
never be regarded as being completed. Ongoing training is required due to both
turnover of personnel and new versions of programs being issued.

How NAVMASTER handles the data ?

In Navmaster Professional, waypoints and routes are stored in separate databases. Any
number of waypoint databases can be created each containing any number of
waypoints. Each waypoint can have additional information attached in pre-defined
fields.
Similarly any number of route databases can contain any number of routes with
additional information in pre-defined fields as shown in Table 1.

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Creating waypoints

Creating waypoints is straightforward. The user can point to a position on screen and
post that position into the waypoint database. He can enter additional information into
the fields now or later.

Waypoints
Field Type of data
Name Text
Area Text
Type Text
ID Alphanumeric
Zone time Number
Lat \ Long Up to 4
decimal
places
Datum Automatically
recorded
Memo Up to several
pages of text
Attachments Up to 3
bitmap
images and 1
video clip
Routes
Name text
From text
to text
Memo up to several
pages of text
Attachments up to 3
bitmaps and 1
video clip
Figure 1: Safe passing distance Table 1: Navmaster waypoint fields

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Criteria for Waypoint Position

Navmaster Professional provides aids for easy positioning of waypoints, including a
graphic deviation limit to display, for example, the minimum safe passing distance from
an unmarked danger. Unless directional waypoints are used, all waypoints should be
usable in any direction, except within TSSs, to avoid duplication and excessive
numbers of waypoints. For instance, in its simplest form, FAOP and EOP positions will
use the same point, but an abort point would only be used in the direction of travel.

Name, Area, Type & ID
These fields are provided by Navmaster Professional and the reasons for them are
largely self-explanatory. The database can be sorted by any of these fields to make
route waypoint selection easier. Examples of the types defined by Shell UK are given in
Table 2.

Memo
Navmaster Professionals memo field will take up to several pages of text which can be
printed on the passage plan as shown in Figure 2.
Textual information must be sufficient to meet the requirements of M Notice 854 and
associated publications.

Types of chartpoint.
General Information.
FAOP (full away on
passage) EOP (end of
passage)
Directional.
Abort position
Check position indicator
Vessel status indicator
Alter course position
Pilot station position
Reporting point
Option to act position
Anchorage
Standing Orders reference
position
Figure 2 : Memo field displayed in passage plan
Table 2 : Shell UK "Types"

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Visual information

Navmaster Professional offers the ability to attach several images and a video clip to
waypoints. This facility can be used for a variety of purposes, with the most obvious
being to provide pilotage information and a visual reference to locations. This is a very
accessible technology made increasingly popular by the growing use of digital cameras
on board ships. An example is shown in Figure 3.

Figure 3 St Helier tanker berth

Defining routes

When the waypoints have been defined, routes can be created by clicking on each
waypoint symbol on the chart, or by selecting them from a list. The waypoint list can be
sorted by latitude, longitude, name, area or type (enabling, for example, those in a
specific area to be displayed together). As each waypoint is selected, it is included in
the route waypoint list and a connecting line drawn on the chart. Route waypoints can
be inserted, deleted and moved as required by simple on-screen actions.

The data attached to waypoints is automatically carried over to the route waypoints
ensuring that information is consistent across routes using the same waypoint.


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Figure 4 : Building a route from pre-defined waypoints

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Producing a passage plan

Figure 5 : Navmaster's passage plan layout, customised for Shell UK.

The first step to take to produce a passage plan is to select a route from a drop down
list, which enables the user to scroll between all available routes. When a new route is
selected, it is drawn with waypoints and legs displayed on the chart. The departure time
(or desired arrival time) and estimated speed for the passage are entered as shown in
Figure 6.

Once these details are complete, pressing a button calculates the plan and gives the
option to print or view the plan.

An example of the Navmasters passage plan layout is given in Figure 5. The layout can
be customised to meet the requirements of specific users.

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Figure 6 : Passage plan parameters

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Maintenance

The quantity of data required for all the waypoints and routes used by the fleet quickly
becomes significant and therefore maintenance and updating becomes an issue. It is
important to designate a system guardian at line management level who is responsible
for ensuring that changes are incorporated into the databases and distributed to the
fleet.

The weekly Update CD produced under the ARCS system provides the source for
identifying waypoints sited in an area where there has been a chart correction. The
ability to display the sections of the chart, which have been updated, is an important
attribute of Navmaster Professional in this respect. When a waypoint is changed, each
route using it has to be updated.

Masters must also become local system guardians, by drawing Head Offices attention
to navigational warnings and changes that affect the routes.

ge status requirement or status of engine room requirement as dictated by
Appendix

A draft passage plan checklist to be appended to each Navmaster passage plan is
shown below.
PASSAGE PLANS - ITEMS TO INCLUDE
MASTERS STANDING ORDERS
General passage description
Charts All charts - electronic and paper in order?
Safe Distances Minimum Company requirement complied with?
PIXes Sufficient for all landfalls and headlands?
Setting GPS for
Cross track
Areas on passage where these are required?
U.K.C. Sufficient? - Are there any tidal windows?
Tidal windows Are all tidal windows under Pilotage or in Port
Tidal streams Any strong sets to warn of in Standing Orders?
Navigation dangers Are the latest Navigation warnings referred to?
Rules & Regs - ALRS
Vols
Coastguard /
CROSMA
Update all reporting requirements - It is assumed that Company
routes follow the correct TSSs
Radar targets Use to check GPS positions - Use as PIXes
Landfall lights Check GPS and identify for PIXes
Buoyage Buoys with useful properties identified-e.g. Racon
Echo sounder /
soundings
Ensure areas in which this is to be used are noted
Transits Identify on paper and electronic chart notes
Clearing marks As for transits
Position fix period Ensure maximum time intervals stated in S. Os
Reporting points Both charted and in ALRS (e.g. Coastguard)
Pilot boarding areas Charted and alternative positions
Commence Port
approach Position
Master on bridge - increased level of preparedness - Engine on
Standby (EOP?)
Abort point Port / Channel / Berth Approach - Mark on chart
Contingency action Master to identify - OOW to be aware
Port regulations Latest changes in these items identified
a/c warning if after Use if a/c mark is aft of the beam

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mark
Status of Bridge Standing Orders to give instructions on this
Status watch alarm Time interval setting to be stated
Status E.R. On standby at designated times and areas
Areas of allowed
deviation
E.g. awaiting pilot / slow steam / await daylight
Banned areas Marked on chart and assumed covered by HO
Warning of Electronic
glitches
Anecdotal or experienced on previous passages
Details of ARPA
maps
Identify those available for use on passage
Waiting areas /
courses
Identify and specify limitations
Recommended
tracks
Ensure these are followed - HO courses
Traffic & type to
expect
Masters Standing Orders to cover this matter
Radio stations Covered in the narrative
Rules of the road Ensure OOWs appear sufficiently experienced
Anecdotal
Information
Previous passages and experience.

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ECDIS Implementation

New ECDIS Carriage Requirements

The new amendments to SOLAS Chapter V (Safety of Navigation) Regulation 19
(paragraphs 2.10 and 2.11 added) came into effect on 1 J anuary 2011 and made the
carriage of ECDIS mandatory for certain new ships engaged on international voyages
and a timeline for retrofitting certain existing ships with ECDIS.

ECDIS (Electronic Chart Display and Information System) This system can
be used to meet IMO/SOLAS chart carriage requirements provided it meets the
specified IMO performance standards. The ECDIS must be type approved to ensure it
meets these performance standards. An ECDIS that does not comply or follow the
relevant performance standards is classed as an electronic chart system (ECS).

ECDIS must be type approved and meet IMO/SOLAS approved performance
standards if it is to be used to meet the chart carriage requirements as outlined in
SOLAS regulation V/19.2.1.4; - this means for a ship to comply with mandatory
ECDIS carriage requirements or to completely depend on ECDIS as a primary means of
navigation (no paper charts), the ECDIS must conform to the following IMO
performance standards:

if installed before 1 January 2009, should conform to Resolution A.817(19)

if installed on or after 1 January 2009, should conform to MSC.232(82)

For an ECDIS to meet IMO performance standards, the system must undergo a
certification process for type approval by a recognised and approved organisation,
usually classification societies.

CERTIFICATION

The introduction of ECDIS, its carriage and training requirements has brought with it
requirements to provide evidence of compliance, particularly for port state control
inspections. It is likely that the following documentation will be required to be retained
onboard for inspection:

Type approval certificate for IMO-compliant ECDIS
ECDIS back-up system approved
Updates received for official ENC and RNC data
Generic ECDIS training for navigation officers
Type/model specific ECDIS training for navigation officers

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Port State Control and Inspections

When the Manila amendments take effect from 1 J anuary 2012, ships navigating with
ECDIS (by primary means or as an aid to navigation) can expect port state control
inspectors to incorporate ECDIS training requirements (if not already) within their
inspection programme.

Flag states have formed numerous regional groups in the past to ensure port state
control inspectors are consistent with each others inspection processes, called
memorandums of understanding (MOU), which include Paris, Tokyo and Marina.

The Paris MOU has already issued Guidelines for Port State Control on Electronic
Charts, and state inspectors are authorised to determine if:
Masters and deck watchkeeping officers are able to produce appropriate
documentation that generic and type specific ECDIS familiarisation has been
undertaken.

ECDIS generic and type specific training therefore is likely to become a focal point for
port state control (PSC) inspectors.

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ECDIS CASE STUDY

ECDIS ASSISSTED GROUNDING

After leaving port, a ship which had ECDIS fitted as an aid to navigation proceeded to
her next port of call some 600 miles away. The intended route was clearly displayed on
the paper chart and on the ECDIS. It was later determined that the navigation officers
were heavily relying on the ECDIS to the extent that it was being used as a primary
means of navigation with little care or attention to traditional position plotting on the
paper chart. The master and navigation officers held generic ECDIS certification but no
type specific training had been completed in relation to the system onboard.

The master handed over the watch early in the morning after leaving port to the second
officer who also had a lookout present on the bridge. The procedure for handing over
the watch was clearly defined within the handover checklist under the SMS and
masters standing orders. The second officer proceeded to check the instruments on the
bridge during the handover period including scanning ahead on the ECDIS to check the
intended route of the ship. It was later determined that, while scanning ahead to check
the route, the officer had zoomed out on the electronic chart to get an overall
assessment of the voyage and had not returned the display to the best chart scale
possible. This meant that certain information including soundings were not shown, only
depth contours.

A few hours later in the watch, the second officer realised a ship he was monitoring by
radar on his port side was not taking proper action in accordance with the collision
regulations. After briefly checking the electronic chart on the ECDIS, the second officer
altered course 30 degrees to starboard and continued to monitor the situation.

Ten minutes later the ship grounded on a sand bank that was clearly identified as a no
go area on the paper chart but not properly highlighted on the ECDIS. The effect of
zooming out previously during the hand over period had activated the SCAMIN or auto-
filter which in turn had automatically de-selected soundings and topographical features.
The safety contour surrounding the bank was shaded completely in dark blue with no
symbols or identification of the sand bank. The echo sounder was not active at the time
of grounding.

On the previous voyage, a NAVTEX warning had been received regarding the sand
bank in question informing mariners that the isolated danger mark was damaged and

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not flashing its light signal. The NAVTEX warning had been clearly written and identified
on the paper chart but not updated on the ECDIS.

LESSONS LEARNT

Type/model specific training is crucial to the safe navigation of the ship. Officers
who have completed a generic ECDIS course may understand the principles and
underpinning knowledge of ECDIS but may lack the familiarity and operational
knowledge to fully operate a specific ECDIS type or model

If ECDIS is being used as an aid to navigation, make sure regular position
plotting on paper charts is maintained to crosscheck the position of the ship with
ECDIS

Do not solely rely on one instrument on the bridge when making navigational
decisions. The navigator should use all available means when determining a
manoeuvre, which includes checking the paper chart for navigable sea room

make sure all navigational warnings received which are pertinent to the ship are
updated on both paper charts and on the ECDIS through the use of MIO
capability

The Human Element : The human element is neither peripheral nor optional in
the pursuit of a profitable and safe shipping industry. On the contrary, the
capabilities and vulnerabilities of human beings are and always will be at the
centre of the enterprise.

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IMO RESOLUTION A.817 (19)

PERFORMANCE STANDARDS FOR ECDIS

Note: The IMO Performance Standards for ECDIS are reproduced in this publication for
convenience, with the kind permission of the IMO.
1. INTRODUCTION
1.1 The primary function of the ECDIS is to contribute to safe navigation.
1.2 ECDIS with adequate back-up arrangements may be accepted as
complying with the up-to-date charts required by regulation V/20 of the
1974 SOLAS Convention.
1.3 In addition to the general requirements for ship borne radio
equipment forming part of the global maritime distress and safety system
(GMDSS) and for electronic navigational aids contained in IMO resolution
A.694 (17) *, ECDIS should meet the requirements of this performance
standard.
1.4 ECDIS should be capable of displaying all chart information
necessary for safe and efficient navigation originated by, and distributed
on the authority of, government authorized hydrographic offices.
1.5 ECDIS should facilitate simple and reliable updating of the electronic
navigational chart.
1.6 ECDIS should reduce the navigational workload compared to using
the paper chart. It should enable the mariner to execute in a convenient
and timely manner all route planning, route monitoring and positioning
currently performed on paper charts. It should be capable of continuously
plotting the ship's position.
1.7 ECDIS should have at least the same reliability and availability of
presentation as the paper chart published by government authorized
hydrographic offices.
1.8 ECDIS should provide appropriate alarms or indications with respect
to the information displayed or malfunction of the equipment (see
Appendix 5).

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2. DEFINITIONS
For the purpose of these performance standards:
2.1. Electronic Chart Display and Information System (ECDIS) means a
navigation information system which with adequate back-up arrangements
can be accepted as complying with the up-to-date chart required by
regulation V/20 of the 1974 SOLAS Convention, by displaying selected
information from a system electronic navigational chart (SENC) with
positional information from navigation sensors to assist the mariner in
route planning and route monitoring, and if required display additional
navigation-related information.
____________________________________
* IEC Publication 945 (see Appendix 1).
2..2 Electronic Navigational Chart (ENC) means the database,
standardized as to content, structure and format, issued for use with
ECDIS on the authority of government authorized hydrographic offices.
The ENC contains all the chart information necessary for safe navigation
and may contain supplementary information in addition to that contained in
the paper chart (e.g. sailing directions) which may be considered
necessary for safe navigation.
2..3 System Electronic Navigational Chart (SENC) means a database
resulting from the transformation of the ENC by ECDIS for appropriate
use, updates to the ENC by appropriate means and other data added by
the mariner. It is this database that is actually accessed by ECDIS for the
display generation and other navigational functions, and is the equivalent
to an up-to-date paper chart. The SENC may also contain information
from other sources.
2..4 Standard Display means the SENC information that should be
shown when a chart is first displayed on ECDIS. Depending upon the
needs of the mariner, the level of the information it provides for route
planning or route monitoring may be modified by the mariner.
2..5 Display Base means the level of SENC information which cannot be
removed from the display, consisting of information which is required at all
times in all geographic areas and all circumstances. It is not intended to
be sufficient for safe navigation.
2.6 Further information on ECDIS definitions may be found in IHO
Special Publication S-52, Appendix 3 (see Appendix 1).

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3. DISPLAY OF SENC INFORMATION
3.1 ECDIS should be capable of displaying all SENC information.
3.2 SENC information available for display during route planning and
route monitoring should be subdivided into the following three categories,
Display Base, Standard Display and All Other Information (see Appendix
2).
3.3 ECDIS should present the Standard Display at any time by a single
operator action.
3.4 When a chart is first displayed on ECDIS, it should provide the
Standard Display at the largest scale available in the SENC for the
displayed area.
3.5 It should be easy to add or remove information from the ECDIS
display. It should not be possible to remove information contained in the
Display Base.
3.6 It should be possible for the mariner to select a safety contour from
the depth contours provided by the SENC. ECDIS should emphasize the
safety contour over other contours on the display.
3.7 It should be possible for the mariner to select a safety depth. ECDIS
should emphasize soundings equal to or less than the safety depth
whenever spot soundings are selected for display.
3.8 The ENC and all updates to it should be displayed without any
degradation of their information content.
3.9 ECDIS should provide a method to ensure that the ENC and all
updates to it have been correctly loaded into the SENC.
3.10 The ENC data and updates to it should be clearly distinguishable
from other displayed information, such as, for example, that listed in
Appendix 3.
4. PROVISION AND UPDATING * OF CHART INFORMATION
4.1 The chart information to be used in ECDIS should be the latest
edition of that originated by a government authorized hydrographic office,
and conform to IHO standards.

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4.2 The contents of the SENC should be adequate and up-to-date for the
intended voyage to comply with regulation V/20 of the 1974 SOLAS
Convention.
4.3 It should not be possible to alter the contents of the ENC.
4.4 Updates should be stored separately from the ENC.
4.5 ECDIS should be capable of accepting official updates to the ENC
data provided in conformity with IHO standards. These updates should be
automatically applied to the SENC. By whatever means updates are
received, the implementation procedure should not interfere with the
display in use.
4.6 ECDIS should also be capable of accepting updates to the ENC data
entered manually with simple means for verification prior to the final
acceptance of the data. They would be distinguishable on the display from
ENC information and its official updates and not affect display legibility.
4.7 ECDIS should keep a record of updates including time of application
to the SENC.
4.8 ECDIS should allow the mariner to display updates in order to review
their contents and to ascertain that they have been included in the SENC.
5. SCALE
ECDIS should provide an indication if:
.1 the information is displayed at a larger scale than
that contained in the ENC; or
.2 own ship's position is covered by an ENC at a
larger scale than that provided by the display.
6. DISPLAY OF OTHER NAVIGATIONAL INFORMATION
6.1 Radar information or other navigational information may be added to
the ECDIS display. However, it should not degrade the SENC information
and it should be clearly distinguishable from the SENC information.
6.2 ECDIS and added navigational information should use a common
reference system. If this is not the case, an indication should be provided.
____________________________________

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* Appendix 1 to IHO Special Publication S-52 (see Appendix 1).
6.3 Radar
6.3.1 Transferred radar information may contain both
the radar image and ARPA information.
6.3.2 If the radar image is added to the ECDIS
display, the chart and the radar image should match
in scale and in orientation.
6.3.3 The radar image and the position from the
position sensor should both be adjusted automatically
for antenne offset from the conning position.
6.3.4 It should be possible to adjust the displayed
position of the ship manually so that the radar image
matches the SENC display.
6.3.5 It should be possible to remove the radar
information by single operator action.

7. DISPLAY MODE AND GENERATION OF THE NEIGHBOURING
AREA
7.1 It should always be possible to display the SENC in a "north-up"
orientation. other orientations are permitted.
7.2 ECDIS should provide for true motion mode. Other modes are
permitted.
7.3 When true motion mode is in use, reset and generation of the
neighbouring area should take place automatically at a distance from the
border of the display determined by the mariner.
7.4 It should be possible to change manually the chart area and the
position of own ship relative to the edge of the display.

8. COLOURS AND SYMBOLS
8.1 IHO recommend colours and symbols should be used to represent
SENC information *.

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8.2 The colours and symbols other than those mentioned in 8.1 should
be those used to describe the navigational elements and parameters listed
in Appendix 3 and published by IEC **.
8.3 SENC information when displayed at the scale specified in the ENC
should use the specified size of symbols, figures and letters * **.
8.4 ECDIS should allow the mariner to select whether own ship is
displayed in true scale or as a symbol.
____________________________________
* Appendix 2 to IHO Special Publication S-52 (see Appendix 1).
** IEC Publication 1174.
9. DISPLAY REQUIREMENTS
9.1 ECDIS should be capable of displaying information for:
.1 route planning and supplementary navigation
tasks;
.2 route monitoring.
9.2 The effective size of the chart presentation for route monitoring
should be at least 270 mm by 270 mm.
9.3 The display should be capable of meeting colour and resolution
recommendations of IHO *.
9.4 The method of presentation should ensure that the displayed
information is clearly visible to more than one observer in the conditions of
light normally experienced on the bridge of the ship by day and by night.
10. ROUTE PLANNING, MONITORING AND VOYAGE RECORDING
10.1 It should be possible to carry out route planning and route
monitoring in a simple and reliable manner.
10.2 ECDIS should be designed following ergonomic principles for user-
friendly operation.
10.3 The largest scale data available in the SENC for the area given
shall always be used by the ECDIS for all alarms or indications of crossing

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the ship's safety contour and of entering a prohibited area, and for alarms
and indications according to Appendix 4.
10.4 Route Planning
10.4.1 It should be possible to carry out route
planning including both straight and curved segments.
10.4.2 It should be possible to adjust a planned
route by, for example:
.1 adding waypoints to a route;
.2 deleting waypoints from a route;
.3 changing the position of a waypoint;
.4 changing the order of the waypoints in the
route.
10.4.3 It should be possible to plan an alternate
route in addition to the selected route. The selected
route should be clearly distinguishable from the other
route.
10.4.4 An indication is required if the mariner plans a
route across an own ship's safety contour.
____________________________________
* Appendix 2 to IHO Special Publication S-52.
10.4.5 An indication is required if the mariner plans a
route across the boundary of a prohibited area or a
geographic area for which special conditions exist
(see Appendix 4).
10.4.6 It should be possible for the mariner to
specify a limit of deviation from the planned route at
which activation of an automatic offtrack alarm should
occur.
10.5 Route monitoring

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10.5.1 For route monitoring the selected route and
own ship's position should appear whenever the
display covers that area.
10.5.2 It should be possible to display a sea area
that does not have the ship on the display (e.g. for
look ahead, route planning), while route monitoring. If
this is done on the display used for route monitoring,
the automatic route monitoring functions (e.g.
updating ship's position, and providing alarms and
indications) should be continuous. It should be
possible to return to the route monitoring display
covering own ship's position immediately by single
operator action.
10.5.3 ECDIS should give an alarm if, within a
specified time set by the mariner, own ship will cross
the safety contour.
10.5.4 ECDIS should give an alarm or indication, as
selected by the mariner, if within a specified time set
by the mariner, own ship will cross the boundary of a
prohibited area or of a geographical area for which
special conditions exist (see Appendix 4).
10.5.5 An alarm should be given when the specified
limit for deviation from the planned route is exceeded.
10.5.6 The ship's position should be derived from a
continuous positioning system of an accuracy
consistent with the requirements of safe navigation.
Whenever possible, a second independent positioning
method of a different type should be provided; ECDIS
should be capable of identifying discrepancies
between the two systems.
10.5.7 ECDIS should provide an indication when the
input from the position fixing system is lost. ECDIS
should also repeat, but only as an indication, any
alarm or indication passed to it from a position fixing
system.
10.5.8 An alarm should be given by ECDIS if the
ship, within a specified time or distance set by the
mariner, will reach a critical point on the planned
route.

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10.5.9 The positioning system and the SENC should
be on the same geodetic datum. ECDIS should give
an alarm if this is not the case.
10.5.10 It should be possible to display an
alternative route in addition to the selected route. The
selected route should be clearly distinguishable from
the other routes. During the voyage, it should be
possible for the mariner to modify the selected sailing
route or change to an alternative route.
10.5.11 It should be possible to display:
.1 time-labels along ships track manually on
demand and automatically at intervals selected
between 1 and 120 minutes; and
.2 an adequate number of: points, free
movable electronic bearing lines, variable and
fixed range markers and other symbols
required for navigation purposes and specified
in Appendix 3.
10.5.12 It should be possible to enter the
geographical co-ordinates of any position and then
display that position on demand. Also, it should be
possible to select any point (features, symbol or
position) on the display and read it's geographical co-
ordinates on demand.
10.5.13 It should be possible to adjust the ship's
geographic position manually. This manual
adjustment should be noted alpha-numerically on the
screen, maintained until altered by the mariner and
automatically recorded.
10.6 Voyage recording
10.6.1 ECDIS should store and be able to reproduce
certain minimum elements required to reconstruct the
navigation and verify the official database used during
the previous 12 hours. The following data shall be
recorded at one minute intervals:
.1 to ensure a record of own ship's past track:
time, position, heading, and speed; and

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.2 to ensure a record of official data used:
ENC source, edition, date, cell and update
history.
10.6.2 In addition, ECDIS should record the
complete track for the entire voyage, with time marks
at intervals not exceeding 4 hours.
10.6.3 It should not be possible to manipulate or
change the recorded information.
10.6.4 ECDIS should have a capability to preserve
the record of the previous 12 hours and of the voyage
track.

11. ACCURACY
11.1 The accuracy of all calculations performed by ECDIS should be
independent of the characteristics of the output device and should be
consistent with the SENC accuracy.
11.2 Bearings and distances drawn on the display or those measured
between features already drawn on the display should have an accuracy
no less than that afforded by the resolution of the display.
12. CONNECTIONS WITH OTHER EQUIPMENT *
12.1 ECDIS should not degrade the performance of any equipment
providing sensor inputs. Nor should the connection of optional equipment
degrade the performance of ECDIS below this standard.
12.2 ECDIS should be connected to systems providing continuous
position fixing, heading and speed information.

13. PERFORMANCE TESTS, MALFUNCTIONS ALARMS AND
INDICATIONS
13.1 ECDIS should be provided with means for either automatically or
manually carrying out on-board tests of major functions. In case of a
failure, the test should display information to indicate which module is at
fault.

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13.2 ECDIS should provide a suitable alarm or indication of system
malfunction.

14. BACK-UP ARRANGEMENTS
14.1 Adequate back-up arrangements should be provided to ensure safe
navigation in case of an ECDIS failure.
.1 Facilities enabling a safe take-over of the ECDIS
functions should be provided to avoid that an ECDIS
failure develops into a critical situation.
.2 A back-up arrangement should be provided
facilitating means for safe navigation of the remaining
part of the voyage in case of an ECDIS failure.

15. POWER SUPPLY
15.1 It should be possible to operate ECDIS and all equipment
necessary for its normal functioning when supplied by an emergency
source of electrical power in accordance with the appropriate
requirements of chapter II-1 of the 1974 SOLAS Convention.
15.2 Changing from one source of power supply to another or any
interruption of the supply for a period of up to 45 seconds should not
require the equipment to be manually re-initialized.

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APPENDIX 1
The following international organizations have developed technical standards and
specifications, as listed below, for use in conjunction with this standard; the latest
edition of these documents should be obtained from the organization concerned:
INTERNATIONAL HYDROGRAPHIC ORGANIZATION (IHO)
Address: Directing Committee
International Hydrographic Bureau
BP 445
MC 98011 Monaco Cedex
Principality of Monaco
Phone: +377 93 10 81 00
Fax: +377 93 25 20 03

Publications
Special Publication No. S-52: "Specifications for Chart Content and
Display Aspects of ECDIS".
S-52 Appendix 1: "Guidance on Updating the Electronic Navigational
Chart" .
S-52 Appendix 2: "Colour and Symbol Specifications for ECDIS".
S-52 Appendix 3: "Glossary of ECDIS-related Terms".
Special Publication No. S-57: "IHO Transfer Standard for Digital
Hydrographic Data".
INTERNATIONAL ELECTROTECHNICAL COMMISSION (IEC)
Address: IEC Central Office
3 rue de Varembe
PO Box 131
CH-1211 Geneva 20
Switzerland
Phone: +41 22 734 01 50
Fax: +41 22 733 38 43

Publications
IEC Publication 61174: "Electronic Chart Display and Information Systems
(ECDIS) - Operational and Performance Requirements, Method of Testing
and Required Test Results".
IEC Publication 945: "General Requirements for Shipborne Radio
Equipment Forming Part of the Global Maritime Distress and Safety
System and Marine Navigational Equipment".
IEC Publication 1162: "Digital Interfaces - Navigation and
Radiocommunication Equipment On board Ship".

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APPENDIX 2

SENC INFORMATION AVAILABLE FOR DISPLAY DURING ROUTE PLANNING
AND ROUTE MONITORING
1. Display base, permanently retained on the ECDIS display, consisting
of:
.1 coastline (high water);
.2 own ship's safety contour, to be selected by the
mariner;
.3 indication of isolated underwater dangers of
depths less than the safety contour which lie within
the safe waters defined by the safety contour;
.4 indication of isolated dangers which lie within the
safe water defined by the safety contour such as
bridges, overhead wires, etc., and including buoys
and beacons whether or not these are being used as
aids to navigation;
.5 traffic routeing systems;
.6 scale, range, orientation and display-mode;
.7 units of depth and height.

2. Standard display, to be displayed when the chart is first displayed by
ECDIS, consisting of:
.1 Display Base
.2 drying line
.3 indication of fixed and floating aids to navigation
.4 boundaries of fairways, channels, etc.
.5 visual and radar conspicuous features
.6 prohibited and restricted areas
.7 chart scale boundaries
.8 indication of cautionary notes
3. All other information. All other information displayed individually on
demand, for example:
.1 spot soundings
.2 submarine cables and pipelines
.3 ferry routes
.4 details of all isolated dangers
.5 details of aids to navigation
.6 contents of cautionary notes
.7 ENC edition date
.8 geodetic datum
.9 magnetic variation
.10 graticule
.11 place names

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APPENDIX 3

NAVIGATIONAL ELEMENTS AND PARAMETERS *

1 Own ship.
.1 Past track with time marks for primary track.
.2 Past track with time marks for secondary track.
2 Vector for course and speed made good.
3 Variable range marker and/or electronic bearing line.
4 Cursor.
5 Event.
.1 Dead reckoning position and time (DR).
.2 Estimated position and time (EP).
6 Fix and time.
7 Position line and time.
8 Transferred position line and time.
.1 predicted tidal stream or current vector with
effective time and strength (in box).
.2 Actual tidal stream or current vector with effective
time and strength (in box).
.9 Danger highlight.
10 Clearing line.
11 Planned course and speed to make good. Speed is shown in box.
12 Waypoint.
13 Distance to run.
14 Planned position with date and time.
15 Visual limits of lights arc to show rising/dipping range.
16 Position and time of "wheelover".
__________

____________________________________

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APPENDIX 4

AREAS FOR WHICH SPECIAL CONDITIONS EXIST
The following are the areas which ECDIS should detect and provide an alarm or
indication under sections 10.4.5 and 10.5.4:
Traffic separation zone
Traffic routeing scheme crossing or roundabout
Traffic routeing scheme precautionary area
Two-way traffic route
Deepwater route
Recommended traffic lane
Inshore traffic zone
Fairway
Restricted area
Caution area
Offshore production area
Areas to be avoided
Military practise area
Seaplane landing area
Submarine transit lane
Ice area
Channel
Fishing ground
Fishing prohibited
Pipeline area
Cable area
Anchorage area
Anchorage prohibited
Dumping ground
Spoil ground
Dredged area
Cargo transhipment area
Incineration area
Specially protected areas

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APPENDIX 5

ALARMS AND INDICATIONS
Section Requirements Information
10.3
10.4.6
10.5.3
10.5.4
10.5.5
10.5.8
10.5.9
13.2
5.1
5.2
6.2
10.4 4
10.4.5
10.5.7
13.1
Alarm or Indication
Alarm
Alarm
Alarm or Indication
Alarm
Alarm
Alarm
Alarm or Indication
Indication
Indication
Indication
Indication
Indication
Indication
Indication
Largest scale for alarm
Exceeding off - track limits
Crossing safety contour
Area with special conditions
Deviation from route
Approach to critical point
Different geodetic datum
Malfunction of ECDIS
Information overscale
Larger scale ENC available
Different reference system
Route planning across safety
contour
Route planning across specified
area
Positioning system failure
Position test failure

In this Performance Standard the definitions of Indicators and Alarms provided in the
IMO publications "Code on Alarms and Indicators" (IMO-867E) apply.
Alarm: An alarm or alarm system which announces by audible means, or audible and
visual means, a condition requiring attention.
Indicator: Visual indication giving information about the condition of a system or
equipment.

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APPENDIX 6

BACK-UP REQUIREMENTS

1. INTRODUCTION

As prescribed in section 14 of this performance standard, adequate independent back-
up arrangements should be provided to ensure safe navigation in case of ECDIS failure.
Such arrangements include:
.1 facilities enabling a safe take-over of the ECDIS functions in order to ensure
that an ECDIS failure does not result in a critical situation;
.2 a means to provide for safe navigation for the remaining part of the voyage in
case of ECDIS failure.

2. PURPOSE

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.

3. FUNCTIONAL REQUIREMENTS

3.1 Required functions and their availability

3.1.1 Presentation of chart information
The back-up system should display in graphical (chart) form the
relevant information of the hydrographic and geographic
environment which are necessary for safe navigation.

3.1.2 Route planning
The back-up system should be capable of performing the route
planning functions, including:
.1 taking over of the route plan originally performed on the
ECDIS;
.2 adjusting a planned route manually or by transfer from a
route planning device.

3.1.3 Route monitoring
The back-up system should enable a take-over of the route
monitoring originally performed by the ECDIS, and provide at least
the following functions:
.1 plotting own ships position automatically, or manually on
a chart;

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.2 taking courses, distances and bearings from the chart;
.3 displaying the planned route;
.4 displaying time labels along ships track;
.5 plotting an adequate number of points, bearing lines,
range markers, etc., on the chart.

3.1.4 Display information
If the back-up is an electronic device, it should be capable of
displaying at least the information equivalent to the standard
display as defined in this performance standard.

3.1.5 Provision of chart information
.1 The chart information to be used should be the latest editions of
that originated by a governement hydrographic office, and based on
IHO standards.
.2 It should not be possible to alter the contents of the electronic
chart information.
.3 The chart or chart data edition and issuing date should be
indicated.

3.1.6 Updating
The information displayed by the ECDIS back-up arrangements
should be up-to-date for the entire voyage.

3.1.7 Scale
If an electornic device is used, it should provide an indication:
.1 if the information is displayed at a large scale than that
contained in the database; and
.2 if own ships position is covered by a chart at a larger
scale than that provided by the system.

3.1.8 If radar and other navigational information are added to an electronic
back-up display, all the corresponding requirements of this performance standard
should be met.

3.1.9 If an electronic device is used, the display mode and generation of the
neighbouring area should be in accordance with section 7 of this performance
standard.

3.1.10 Voyage recording
The back-up arrangements should be able to keep a record of the
ships actual track, including positions and corresponding times.

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3.2 Reliability and accuracy

3.2.1 Reliability
The back-up arrangements should provide reliable operation under
prevailing environmental and normal operating conditions.

3.2.2 Accuracy
Accuracy shall be in accordance with section 11 of this
performance standard.

3.3 Malfunctions, warnings, alarms and indications
If an electronic device is used, it should provide a suitable indication of system
malfunction.

4. OPERATIONAL REQUIREMENTS

4.1 Ergonomics
If an electronic device is used, it should be designed in accordance with the
ergonomic principles of ECDIS.

4.2 Presentation of information
4.2.1 Colours and symbols used in the back-up arrangements should be
based on IHO recommendations.
4.2.2 If an electronic device is used, the effective size of the chart
presentation shall be in accordance with section 9.2 of this performance
standard.

5. POWER SUPPLY
If an electronic device is used:
.1 the back-up power supply should be separate from the ECDIS;
and
.2 conform to the requirements in this ECDIS performance
standard.

6. CONNECTIONS WITH OTHER EQUIPMENT
6.1 If an electronic device is used, it should:
.1 be connected to systems providing continuous position-fixing
capability; and
.2 not degrade the performance of any equipment providing sensor input.
6.2 If radar with selected parts of the ENC chart information overlay is used as an
element of the back-up, the radar should comply with Resolution A.477(XII), as
amended.

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