General

The purpose of this section is to provide navigators with guidance, recommendations and best practices
related to the configurations on ECDIS and its use as a primary means of navigation. It also aims to
provide guidance on the transition process from paper charts to ECDIS.

ECDIS allows for monitoring of a ship's position in real‐time throughout the voyage and integrates
information from GPS, Gyro, Speed Log, Radar, ARPA, AIS, and other navigational equipment into a
single display.

Advantages of ECDIS

ECDIS has several advantages for navigation as compared to paper charts, as listed below;

1.Continuous route monitoring

2.Continuous monitoring of charted depths and safety contours.

3.Easier voyage planning

4.Simpler chart correction

5.Enhances situational awareness

6.Alarms and indicators highlight various navigational hazards.

Limitations of ECDIS

However, navigating officers should be aware of the following limitations when using ECDIS;

1.Complete voyage appraisal cannot be done using ECDIS alone. A detailed appraisal using various
publications must be carried out.

2.Too much information on the screen can be distracting

3.Sub menus can be very complex

4.The size of chart displayed on the screen monitor is much reduced compared with the paper chart

5.Some symbols are open to misinterpretation due to unfamiliarity

6.Automatic plotting of position can lead to complacency.

7.There could be errors in position from GPS which are plotted automatically.

8.Susceptible to various failures.

9.Chart information or its details are not readily apparent and are required to be manually accessed.
Terms and Abbreviations

ECDIS –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
requirement of regulation V/19 & V/27 of the 1974 SOLAS Convention.

Where the term ECDIS is used in this document, this is to be understood as those navigational electronic
chart systems, which have been tested, approved and certified as compliant with the IMO ECDIS
Performance Standards and other relevant IMO Performance Standards.

ARCS ‐ Admiralty Raster Chart Service – an UKHO electronic chart service that provides approved Raster
Navigation Charts (RNC) which are exact replicas of the Admiralty paper chart series in digital format.

Display Base – The bare minimum ENC content as listed in IMO Res. 817‐ appendix 2 and which cannot
be removed from the display. However, this is not intended to be sufficient for safe navigation.

ECS ‐ A navigation information system that electronically displays vessel position and relevant nautical
chart data and information from an ECS Database on a display screen but does not meet all the IMO
requirements for ECDIS and is not intended to satisfy the SOLAS Chapter V requirements to carry a
navigational chart. ECS equipment ranges from simple handheld GPS enabled devices to sophisticated
stand‐alone computer equipment interfaced to ship systems.

ENC ‐ Electronic Navigational Chart, A vector chart conforming to IHO standards. It is 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. World Geodetic
System 1984 (WGS 84) is used as the horizontal datum reference for all ENCs.

SENC – System Electronic Navigation Chart means a database, in the manufacturer’s internal ECDIS
format, resulting from the lossless transformation of the entire ENC contents and its updates. It is this
database that is accessed by ECDIS for the display generation and other Navigational functions and is
equivalent to up‐to‐date paper charts. The SENC may also contain information added by the mariner
and information from other sources.
Base CD / DVD‐ A set of all ENC charts along with all available updates for them at the date of issue.

Raster Chart ‐ A scanned facsimile of a paper chart. The image has no direct intelligence and cannot be
interrogated. It cannot trigger chart data related alarms or warnings.

RCDS –Raster Chart Display System – Status of ECDIS changes to RCDS when using Raster navigational
charts (RNC).

RNC ‐ Raster Navigational Charts are approved Raster charts as per IHO S 61 Standards compatible for
display on a RCDS.

Safety Depth ‐The Safety depth is a value set by the user that serves to detect dangerous depths by
making bold all the spot soundings below the set value.

Safety Contour – This value must be set by the user. It distinguishes between safe and unsafe water by
means of different colours and generates alarms and warnings against the planned route.

S‐52 Standard ‐ This standard defines the content of the charts and how the charts should be displayed
on the screen. This standard assures that the charts will look the same in all systems.

S‐57 Standard ‐ This standard is used for the exchange of digital hydrographic data between National
Hydrographic Offices and for the distribution of digital data and products to manufacturers, mariners,
and other data users. The current version 3.1.1 (2007) of S‐57 is not limited to ENC compilation, but the
description of the ENC data format included in the ENC product specification and the ENC updating
profile are the most important parts of the standard.

S‐57 Charts – These are ENCs which are vector‐based digital files containing marine features and
information specially designed for marine navigation and are produced according to the S‐57 standard.

S‐63 Standard ‐ S‐63 Standard is used for protection of ENCs by encryption. A majority of all ENCs are
only made available to the end‐users in a protected form compliant with the IHO S‐63 Data Protection
scheme. The standard maintains the integrity in all transactions between the service provider and the
end‐user. The protection scheme enables the end user systems to check the authenticity of the supplied
information.
S‐63 Chart ‐ A S‐57 ENC displayed using S‐63 encryption standards is referred to as an S‐63 Chart.

Approval for Use of ECDIS for Navigation Onboard

Approval Documentation:

a.Hardware approval: A permanent label is attached to the equipment ('Wheel Mark' or other
equivalent sign).

b.Safety Equipment Certificate Form E – ECDIS tick box checked.

c.Software approval: IHO approved chart supplier for official charts.

SOLAS requirements for compliance (SOLAS CHAPTER V/19)

The table below shows the various dates on which ECDIS becomes mandatory for various ship types.

Type of ship New Ship* Existing Ship**

Tanker ≥ 3000 GT 01 Jul 12 1st survey after 01 Jul 15
Cargo Ship ≥50,000 GT 01 Jul 13 1st survey after 01 Jul 16
Cargo Ship ≥ 20,000 GT < 50,000 GT 01 Jul 13 1st survey after 01 Jul 17
Cargo Ship≥ 10,000 GT < 20,000 GT 01 Jul 13 1st survey after 01 Jul 18
Cargo Ship ≥ 3000 GT < 10,000 GT 01 Jul 14 Not required

* New Ship – A ship constructed on or after the given date.

** Existing ship – A ship which is not a new ship. These ships may be exempt from requirements if they
will be taken permanently out of service within two years of the implementation date specified.

Vessels Equipped with Single ECDIS

For vessels fitted with only one ECDIS, this may be used as the primary means of navigation provided
training requirements as stated in 5.15.5.2 are complied with, ECDIS is included in SEQ certificate Form E
and a full set of updated paper charts of sufficient scale for the intended voyage are maintained as back‐
up on board, ready for immediate use should the ECDIS fail. Where the ECDIS is not included in the SEQ
certificate, it may be used for reference only and paper charts shall be used as the primary means of
Navigation

Requirements for Paperless Navigation

The following requirements are to be complied with for a vessel to navigate without paper charts.

1.Vessel to be equipped with dual ECDIS

a)The vessel has two independent approved ECDIS with back‐up arrangements conforming to IMO
Resolution A.817(19) [if installed before 01st Jan’09] or MSC.232(82) [if installed on or after 01st Jan’09],
Performance Standards.

b)An approved chart data ENC (S57/SENC) is to be used.

c)ECDIS is to be approved by the vessel’s flag state administration and should be included in vessel’s SEQ
certificate.

2.Training Requirements

a)Generic Training: Master and all Navigating Officers are to undergo an ECDIS training course,
complying with IMO Model Course 1.27 at the company’s training institute or at other ECDIS training
institutes approved by the Administration or a member of the IACS in lieu of flag state.

b)Type Specific Training: Type specific ECDIS training shall be carried out for the specific make and model
of ECDIS fitted on board.

3.Vessel to be equipped with small‐scale paper charts

a)Each vessel fitted with dual ECDIS is to be equipped with small scale paper charts as listed in Section
5.15.20 of this manual and as required by the flag state.

b)For areas where there are no ENC’s or where larger scale paper charts than the available ENC’s exist,
or where Raster charts are in use, paper charts shall be procured and used for Navigation.

4.Mandatory period of paper chart back‐up

Once items 1, 2 and 3 mentioned above are complied with, the vessel shall continue with a full set of
paper charts for the intended voyages as back‐up for a minimum period of one month. Such period will
commence from the date of ECDIS inclusion in supplement Form E to the SEQ certificate.

5.Office Approval for paperless navigation

Once items 1, 2, 3 and 4 mentioned above are complied with, the office will review and grant approval
for the ship to dispense with paper charts.

Electronic Charts
There are two types of IHO approved Electronic Charts available:

a)Electronic Navigational Charts (ENC)

b)Raster Navigational Charts (RNC)

Electronic Navigation Charts (ENCs)

ENCs are official vector charts that have been issued by or on behalf of a national hydrographic authority
and conform to International Hydrographic Organisation (IHO – S57 compliant) specifications.

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.

WARNING: ENCs are the only charts that may be used for primary navigation in place of paper charts.
Only when ENCs are being used, will the status of the equipment be in the ECDIS mode.

Limitations of ENCs

1.Coverage

As of now, ENC charts do not cover all sea areas. Areas where there are no ENC’s or where larger scale
paper charts than the available ENC’s exist, such paper charts shall be procured and used for Navigation.

If RNCs are used in such circumstances, the Navigating Officers should bear in mind limitations of RNCs
as stated in Section 5.15.7.1 of this manual.

2.Information Layer Filtering:

ECDIS will not display some important layers e.g., spot soundings and submarine cables and pipelines
when operating even in 'standard display' mode. As a result, route planning and monitoring alarms may
not always be activated when approaching such dangers. Additional layers must therefore be selected as
appropriate. Caution should be exercised whenever information layers are removed, or information
level is reduced from an ENC; such changes must be reviewed by the Master. All members of the Bridge
Team must be advised whenever such changes are carried out.

WARNING: ENCs in base layer must never be used for navigation. The standard display mode is not
sufficient for navigation and additional layers must be selected.

3.Positions:
Positions displayed on ENCs are primarily derived from the GPS. Therefore, any GPS position error and /
or alarms must be immediately investigated in order to avoid error in position and the possibility of the
vessel running into danger.

GPS positions must be periodically verified by taking positions using other means such as visual bearings,
RADAR range and bearing etc.

4.Scale in Use (Over‐scale):

ENCs, like paper charts, are produced on a particular scale. The scale on which the ENCs are produced is
known as the ‘Compilation Scale’. The scales are divided into 6 navigational purpose bands, they are:

Value Navigation Purpose band Scale Range

1 Overview <1:1,499,999
2 General 1:350,000 ‐ 1:1,499,999
3 Coastal 1:90,000 ‐ 1:349,999
4 Approach 1:22,000 ‐ 1:89,999
5 Harbour 1:4,000 ‐ 1:21,999
6 Berthing >1:4,000

ENC cells are named using a unique eight alpha numeric character as explained below:
The ’P’ value is the most important of them for the user while navigating as it denotes the navigational
purpose that that ENC must be used for. E.g., if a ship is in the approach waters of a port the user should
be using ‘4’ and if they are using a chart of any other value, the scale in use is incorrect.

The band of the ENC is denoted in the ENC cell number e.g., HK312798. The first 2 alphabets denote the
HO is Hong Kong. The next number ‘3’ denotes the scale band which in this case suggests that chart is
suitable for coastal navigation.

In an ECDIS an ENC can be zoomed in or out. Zooming in introduces the risk that any positional errors
that may exist in the ENC data are magnified to a point where the data becomes unsafe to use – and this
fact will not be immediately apparent as the ECDIS will continue to display the text and symbols at a
fixed size. Zooming in also reduces the ‘look ahead’ distance.

WARNING: An ENC should be used for navigation only at the scale at which it was compiled.

Excessive zooming will produce an ‘Overscale’ indication and a pattern of vertical lines. Zooming in
further than the compilation scale should be used only for reference. The ENC then should then be
zoomed back to the compilation scale. All bridge team members shall be aware of the vertical lines
indicating “Overscale” of the ENC.

When zoomed out in ‘over‐scale’ mode there is a risk of various important navigational layers getting
deactivated.

When the OOW zooms out to improve situational awareness, the ECDIS may indicate an under scale
warning and may limit this operation to a certain scale factor. As explained below, zooming out more
than the point at which SCAMIN comes into effect may result in some chart features not being
displayed. The OOW must be conversant with the procedure for resetting to the ENC compilation scale
as soon as wider situational awareness has been established.

During the planning phase, where the Deck Officer may use smaller scale charts or zoom away from
compilation scale to manipulate waypoints, checks and visual inspections for dangers should be carried
out at compilation scale.

SCAMIN is an attribute allocated to features within an ENC that defines the minimum (smallest) scale at
which they will be displayed in an ECDIS. SCAMIN is used to significantly reduce the amount of
information on the ECDIS display when reducing the viewing scale of an ENC (i.e., displaying the ENC at a
smaller scale than the compilation scale).

Where the ECDIS allows the selection of SCAMIN off/on:

a)The system must be set to operate with SCAMIN OFF for appraisal, planning and review phases to
ensure all information is seen.

b)SCAMIN must be selected ON for execution and monitoring of the Voyage Plan to reduce the effects of
an over‐crowded display.

‘Larger scale chart available’ is another warning indication that the navigator must be aware of. This
means that the user is navigating on a smaller scale ENC when a larger scale ENC is loaded and available
in the ECDIS. The user must zoom‐in until the larger scale ENC is displayed, and the warning is removed.

5.Depth and Height Units:

Depth unit information is displayed in ECDIS indicating the depth units in use which are normally meters.
However, in case of any changes, the OOW must inform the same to the relieving OOW at the time of
handing over the watch.

6.Survey Accuracy (CATZOC)

Accuracy of ENCs is as good as the accuracy of the surveys. Accuracy of surveys has been classified into
six category levels i.e. A1, A2, B, C, D and U. A1 is the best and D is the worst. U means unassessed;
hence its accuracy can’t be judged.

ENC producers divide the ENC data into areas of differing survey quality based on positional accuracy,
depth accuracy and seafloor coverage.
Five and six stars symbols denote high accuracy surveys produced using modern equipment and
techniques while two and three star symbols denote low accuracy surveys, often based on data
collected on an opportunity basis only (such as soundings reported whilst on passage).

When determining which category to assign to any given area on the chart, the ENC producer will
choose the minimum value where all three criteria (i.e., positional accuracy, depth accuracy and seafloor
coverage) are met. This may mean that in some cases, specific accuracy ratings (such as depth accuracy)
are understated.

The ‘pick‐report’ should always be consulted to determine whether the ENC producer has included
additional information about specific accuracy parameters (position accuracy (POSACC), depth accuracy
(SOUACC) and seafloor coverage) – SURSTA (the start date of the survey), SUREND (the end date of the
survey) and TECSOU (the method or equipment used to obtain the depth).

CATZOC can be obtained by:

1.Selecting the CATZOC layer

2.By “Pick Report”

3.Legend Panel

CATZOC for each voyage leg must be obtained at the planning stage in order to determine whether
safety margins are appropriate. Where application of the depth accuracy associated with each CATZOC
value (other than ‘D’ or ‘U’) indicates the possibility that the UKC may be less than the minimum
required, a Risk Assessment must be carried out. The Risk Assessment Template linked to the UKC
calculation sheets in the Company’s passage plan format may be used in this circumstance.

Where the CATZOC category is ‘D’ or unassessed (category U), and the calculated UKC based on charted
depth is less than 50% of the ship’s maximum static draft, a Risk Assessment must also be carried out.
The Risk Assessment Template linked to the UKC calculation sheets in the Company’s passage plan
format may be used in this circumstance as well.

The following factors & controls should be amongst those considered during the Risk Assessments
stated above:

Confirm that there are updated Navigational Charts of appropriate Scale & Nautical publications for the
inland / port waters

Check for Caution Notes such as (Navarea messages, Navtex warnings, etc.)
Check Bottom quality / nature of the sea bottom

Check sea conditions (calm or rough)

Control of transit speed (to minimise squat)

Accuracy of the ship’s draught

Channel transit during high water

Manoeuvrability of the vessel

Check if there is an alternative route through deeper waters

Check with shore management if there are Shipmaster’s reports of similar sized vessels passing
through the same area.

Consideration should be given to increasing, by an appropriate margin, the safe water setting values
beyond the values calculated by the table in section 2B of the passage plan.

NOTE: Additional measures should include information obtained from Local Authorities such as the
Harbour Master, Port Agent and Pilot regarding:

Date of the most recent dredging; confirmation of updated depths

Maximum allowed arrival/departure draft

Most recent deepest arrival / departure draft (arrival and safe berthing of vessels of similar size and
draft establishes a degree of safety for the transit under prevailing environmental conditions)

The above is not an exhaustive list and other information may be requested.

When the Pilot boards the vessel, the Master should consult with him regarding the areas where UKC is
of concern, based on CATZOC values or other factors.

The ECDIS symbols for CATZOC are elaborated in the table given below:
Raster Navigational Charts (RNC)

A RNC is a raster chart that conforms to International Hydrographic Organization (IHO) S‐61
specifications and is produced by digitally scanning a paper chart image.

The displayed data is merely a digital copy of the original paper chart, the image has no intelligence and
other than visually, cannot be interrogated.

RNCs may be used only in areas where ENCs are not available. If RNCs are used instead of ENCs, paper
charts of an appropriate scale that cover the area for which ENCs are not available must be used as the
primary means of navigation.

When RNCs are used, the status of the equipment changes to the RCDS mode.

Limitations of RNCS

1.RNC charts will not trigger automatic alarms. (e.g., anti‐grounding).

2.With RNC, 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.

3.Seamless chart navigation is not possible.

4.Horizontal datum and chart projections may differ between RNCs.

5.A display of RNC features cannot be simplified by the removal of features to suit a particular
navigational circumstance at hand.

6.Without selecting different scale charts, the look‐ahead capability may be limited.

7.An RNC is intended to be used at the scale of the equivalent paper chart. Excessive zooming in or
zooming out can seriously degrade the displayed image.

Use of ECDIS in RCDS Mode

All navigable waters are not yet covered by ENC data, and the vessel may use ECDIS in Raster Chart
Display System (RCDS) mode using ARCS/ approved raster charts. If suitable ENC charts are not available
from any source, then the use of raster charts is accepted, provided paper charts of suitable scale are
available on board.

The following alarms and indications are required for an ECDIS operating in RCDS mode:

a)ECDIS operating in raster mode Deviation from route

b)Position system failure

c)Approach to critical point

d)Different geodetic datum

e)Malfunction of RCDS mode

f)Large‐scale RNC available for ship's position

Following precautions shall be taken while using raster charts:

a.At the time of voyage planning, it is important that survey notes are carefully checked.

b.The navigator should not alter WGS84 datum on the GPS to match that of the raster chart as required
position transfer is automatically carried out by the ECDIS software.

c.The navigator should be aware that raster charts do not generate automatic warnings of potential
hazards. The displayed data is merely a digital copy of the original paper chart, the image has no
intelligence and other than visually, cannot be interrogated.

d.Wherever Raster charts are being used due to non‐availability of ENCs then there should be a back‐up
of all those areas with proper and up‐to‐date paper charts.

Electronic Chart System (ECS)

All systems which are not tested to show compliance with IMO ECDIS PERFORMANCE STANDARDS, can
be generically designated as "Electronic Chart Systems"(ECS). Use of ECS for Navigation is prohibited on
Company vessels.

It should be noted that ECDIS may change over to ECS mode due to technical problems. In such cases,
vessel should carry‐out a Risk Assessment and notify the Office. After this, the paper chart will be the
official chart for navigation on board.

5.14.1ECDIS Interfaces & Overlays

The following sensor inputs shall be configured for both ECDIS:

a.GPS #1

b.GPS #2

c.Gyro compass #1

d.Gyro Compass #2

e.Speed Log.

The following may be used to provide input & overlay (where applicable) in addition to the equipment
listed above in case there is no degradation to the performance of the ECDIS:

a.AIS (automatic identification system) ‐ Overlay

b.RADAR (radar image overlay) ‐ Overlay

c.Echo Sounder ‐ Interface

d.NAVTEX ‐ Overlay

e.Meteorological instruments such as anemometers (measuring wind speed) – Interface

f.TMC (Transmitting Magnetic Compass) ‐ Interface

Navigating officers should be aware of which electronic systems are providing sensory inputs to them on
board ECDIS

Limitation of ECDIS overlays

1.Radar Overlay

Positions of other vessels and targets displayed on the ECDIS may not be visible because of improperly
tuned radars or improperly set anti‐clutter on either the radar or ECDIS. There is also a possibility of
offset error when radar overlay is used. It should be borne in mind that ECDIS is not an anti‐collision
device and as such Radar over‐lay feature will clutter the ECDIS display.

Radar overlay can sometimes cause the ECDIS to ‘hang’. If this happens the Radar overlay feature should
not be used, particularly at critical phases of the voyage, such as arrivals and departures.

2.AIS Overlay
AIS displays target course and speed over ground as well as heading. However, such target information
shall not be used for collision avoidance as it is based on ' 'Speed over Ground' and due to other
limitations of AIS.

AIS overlay can also sometimes de‐stabilize the ECDIS. In this case the AIS overlay feature should not be
used, particularly at critical phases of the voyage, such as arrivals and departures.

3.ARPA Overlay

An ECDIS equipped with an ARPA overlay shall only be used as a reference and not for primary anti‐
collision purposes. The ship's ARPA radars will be used for this purpose. Only the targets acquired on
radar will be displayed as ARPA targets on the ECDIS.

Stability of the ECDIS with ARPA overlay should be determined. If problems are experienced, this feature
should not be used, particularly at critical phases of the voyage, such as arrivals and departures.

Chart Procurement

All ENCs are stored in the Base CDs / DVD which are provided on board. However, only those ENCs, from
the Base CDs/DVD, can be installed and displayed for which cell permits (licenses) have been procured,
installed, and remain valid.

Base CDs are the old form to contain the Base ENCs. From Aug 2013 the DVD is the newer form for the
Base ENCs. The Base DVD also contains the updates till the week number mentioned on it. New Base
CDs/DVD are issued on regular basis. The Master shall ensure that the latest ones, as far as practical, are
sent on board at the earliest.

Use of Digital Catalogue

Navigators, especially the Second Officer, should be familiar with the use of digital catalogue. The
navigating officer shall use the digital chart catalogue to select the required ENCs for the forthcoming
voyage, like the Admiralty Chart Catalogue used for paper charts.

The permits for the selected ENCs shall then be ordered from the chart service provider over email. The
necessary permits are then sent to the ship as an email attachment.

For areas covered by ENC, only ENCs shall be used for navigation.
Chart and ECDIS software updating (correction)

All ENC updating and AIO installing should be done in port or in open waters.

ENC updates / Base Data must be applied to each ECDIS in a staggered manner (one at a time).

The operation of each ECDIS must be checked and confirmed before proceeding to the next unit.

If possible, synchronization should be disabled, to prevent simultaneous update.

After applying every update, a route check should be run to identify any new chart alerts / hazards.

ENCs are updated by weekly 'Notices to Mariners' issued by HOs and are received on the vessel by
update CD / DVD, or as a data file/s by email. The actual updating is either applied automatically by the
ECDIS to its chart database or can be applied manually by the user. The ECDIS generates an error
message when the update is unsuccessful or when a chart is in use and hasn't been corrected up to
date.

After updating ENCs, modification to the passage plan may be necessary to accommodate new chart
features such as reporting schemes, traffic separation schemes, isolated dangers etc. A route check shall
be carried out to ensure that any new dangers added don't present a risk to the ship.

Notices to Mariners (NTM): Much of the information in NTM is only for use on paper charts and is not
applicable to ENCs or RNCs. However, vessels navigating solely on ECDIS are still required to carry latest
NTM (paper copy or digital) to obtain information such as 'Radio Navigational Warnings', amendments
to ASD/ ALLFS/ ALRS & T&P notices. Section VIII of the NTMs contains information regarding Admiralty
digital products and services. Back‐up paper charts must be corrected to the latest NTMs on board.

Temporary & Preliminary Notices (T&P): All hydrographic offices do not provide 'T&P' notices in the
weekly ENC updates. Thus, the AIO layer must be checked for applicable T&P notices, when planning the
passage. If the AIO layer cannot be displayed by the ECDIS, the software used to order and manage
digital products should, in most cases, be capable of displaying AIO.

Alternatively, T&P notices may be obtained by checking the weekly NTMs, as for paper charts. All T&P
notices applicable to the voyage shall be manually inserted into the ECDIS using 'Manual Updates
facility, unless this has already been done by the Hydrographic offices that have produced the ENCs. The
‘Manual Update’ facility allows the Update to be permanently attached to the ENC and be automatically
loaded along with the ENC, whereas the ‘Mariner’s Notes’ facility that is used for ENC markings such as
‘No Go Areas’, is not attached to the ENC but needs to be loaded separately.
The AIO layer should not be kept on during route monitoring, to reduce screen clutter.

Navarea, Navtex and locally broadcasted Warnings: Nav warnings transmitted by satellite, Navtex
receiver are by nature more short term and urgent than T&P notices. Such notices shall be immediately
plotted on ENCs, as above. Navtex where interfaced with the ECDIS will highlight the affected areas
which will have to be manually updated using ‘Manual update’ facility.

ECDIS software updating: From time to time, the version of ECDIS software will need to be updated for
the ECDIS to continue displaying all features of ENCs correctly. Software updates are sent by the
manufacturer. Refer to IMO circular SN.1/Circ.266/Rev.1 included in NP231 – Admiralty Guide to the
Practical use of ENCs.

Weekly updates (by DVD and e‐mail), T&P notices on ENCs, navigational warnings, Navtex and locally
broadcasted warnings manually inserted on ENCs using the manual update feature and software version
updates are to be recorded in the ENC Maintenance Record NP 133C. Updates to the chart catalogue, if
received separately should also be recorded.

Use of ECDIS for Passage Planning

The following checks should be carried out by the Navigating Officer:

a.Not all sea areas are covered by ENCs. The electronic chart coverage for the voyage must be adequate
and all relevant charts must be fully corrected. For areas covered by ENC, it is mandatory that ENCs be
used and not RNCs. For areas not covered by ENCs of a suitable scale, RNCs may be used but a set of
updated paper charts of appropriate scale for those areas shall be available on board.

b.Check local requirements of coastal states that may require carriage of additional publications or local
charts.

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

d.The vessel's controlling operational parameters (maximum draft, air draft, turning data, minimum
under keel clearance required, 'look ahead' distance etc.) should be entered.

e.The GPS position system should be set to WGS 84 datum, since all ENCs are based on the WGS 84
datum.

f.The alarm functions of the ECDIS should be fully operational; they will alert the operator of any danger
exposed in good time during the voyage.

g.Carry out 'Route Check' as per details given in Section 5.15.12.2 to ensure that vessel will not
encounter navigational hazards on the planned route.
h.When planning new waypoints and courses, always use the largest scale of chart possible so all
features of the chart can be readily identified.

i.Ensure that the plan considers sufficient cross track error (XTE) to accommodate any deviations for
collision avoidance or currents.

j.Ensure appropriate values have been input for safety contour and depth alarms.

k.Check that tidal information is up to date and correct.

Passage Planning ‐ ENC Coverage for the passage

Use of ECDIS for route planning

ECDIS provides many benefits for route planning a few of which are:

1.A quick and easy way to select saved routes and prepare new ones.

2.Routes can be easily modified with the use of the planning graphic tool.

3.Measurements and calculations are much easier.

However, planning a safe route requires experience, time, and adequate familiarity with the general
principles of ECDIS and navigators should be aware of the following:
a.Proper appraisal of information from the relevant nautical publications needs to be carried out prior
plotting route on the ENC.

b.Check Route Function: The navigating officer should check the route by visual inspection as well as by
the check route function after passage planning to ensure that vessel will not encounter navigational
hazards on the planned route. These hazards would be mainly pertaining to grounding dangers,
restrictions, cautions, warnings, crossing TSS line/ boundary and user defined alarms.

c.On coastal passages, ENCs will be populated with many areas related cautions. These may result in
numerous warnings being generated during the planning stage leading to a critical alert being
overlooked. It is important that all warnings/ alarms are carefully checked.

d.Information on an ENC along the route requires to be accessed in full. The procedure for the complete
access to information will depend on the make/model of the ECDIS and is given in the manufacturer's
manual.

e.Navigators should be aware that a geometrically incorrect alarm will be displayed if the distance
between two waypoints is very short or if the turn is very sharp. In such a case, the distance, radius
and/or speed should be adjusted to clear the alarm.

f.The finally approved route should then be appropriately saved and copied to the back‐ up system.

g.Speed Plan: The planned speed for the leg, which will always be at or below the safe speed, after
considering the proximity of navigational hazards along the route, the depth of water and the
manoeuvring characteristics of the vessel.

h.Turn Information: This can usually be entered by rate of turn or radius. The system will normally
calculate one from the other one, and display both parameters using the planned speed for the leg.

i.Markings on the Chart: The electronic chart should be marked with:

Prominent navigation and radar marks

Parallel index lines (not from floating objects unless they have been first checked for position)

No go areas

Landfall targets and lights

Clearing lines and bearings, safe distance off

Transits, heading marks and leading lines

Significant tides or current

Safe Speed and necessary speed alterations

Call Master Point/ Changes in Machinery Status/ Anchor clearance

Minimum under keel clearance

Crossing and high-density traffic areas

Contingency anchorages & plans/ Abort positions

VTS and reporting points

Any other user defined notifications as considered necessary

Markings on the chart

ENC allows the insertion of additional information using 'Navigator's Notes' or 'Mariner's Information
and Mariner Overlays (MIO). Such facility allows the placing of text notes, any symbols in the
presentation library or simple lines/ areas with or without colour fill. The presence of a text note will be
identified in the chart area at the defined geographical point by a '!' or 'i'.

Execution and Monitoring

a.Check that the display has been set‐up properly prior to sailing, otherwise important information may
not be displayed. There are generally three default settings of the layers of an ENC i.e., Base, Standard
and Other/Full. The ENCs should normally be in full access mode

b.Day/ Night Settings: The display should be set up to meet the appropriate conditions on the bridge.
There are three main viewing modes available: daytime, dusk, and night‐time.

WARNING: When using night/ dusk settings, background colours get altered and shoals/ other dangers
may not be readily apparent. Until good orientation is achieved, it is advisable to switch to Day settings
occasionally.

c.Always use ENC on the best scale possible to avoid crucial information being auto filtered and
subsequently not being displayed.

d.When executing a route, progress against the original plan must be constantly monitored.

e.Marking and highlighting of electronic charts should be carried out in a similar way to paper charts.
Such marking should identify radar conspicuous targets, no‐go areas, parallel index lines, transit marks,
clearing bearings, etc.

f.Data input from the gyro compass, speed log, echo sounder and other electronic equipment to the
ECDIS should be periodically monitored to ensure accuracy.

g.The look‐ahead facility should warn of any hazards ahead off screen but should not be relied upon
solely; the zoom and scrolling facility should also be used to look ahead. Look‐ahead range / time range
for route monitoring is an operator specified parameter. It is important that this time or distance is
carefully set to meet the circumstances. If set too long, it will create numerous alerts that may distract
the navigator.

h.Frequent checks should be made of the ECDIS position fixing system (normally GPS) using other means
to crosscheck and determine vessel’s position. Such checks should include:

•Parallel indexing and use of clearing bearings

•Visual cross bearings

•Use of radar to check the accuracy of the charted position

i.If ARPA overlay is used, targets not acquired by the ARPA will not appear on the ECDIS. Similarly targets
not fitted with AIS will not appear on ECDIS.

Therefore, ECDIS should not be used as primary means for collision avoidance.

5.14.2Principle Alarms and Alarm Setting Guidance

When using ENCs, an alert will be given when charted hazards enter the safety guard zone domain, even
if the hazard is not visible on the displayed portion of the ENC. The alarms listed below should be kept
always activated.

Requirements Information
Alarm Crossing safety contour
Alarm or Indication Area with special conditions
Alarm Deviation from route
Alarm Positioning system failure
Alarm Approach to critical point
Alarm Different geodetic datum
Alarm or Indication Malfunction of ECDIS
Indication Default safety contour
Indication Information overscale
Indication Larger scale ENC available
Indication Different reference system
Indication No ENC available
Indication Customized display
Indication Route planning across safety contour
Indication Route planning across specified area
Indication Crossing a danger in route monitoring mode
Indication System test failure

Alarms are to be set by the navigating officer at the time of passage planning and once the Master has
reviewed the passage/ alarm settings, they should be locked where such a facility is available.
The alert will be an alarm or indication, depending on the circumstances and user settings:

Crossing Safety Contours/ Depth:

Values of the safety depth, safety contour, safety height (if available) and the Safety Guard zone are
critical as they are used to activate anti‐grounding / anti‐allision alarms.

There are generally three contour settings available to the user for highlighting available depth areas.
They are:

a.Deep Contour

b.Safety Contour

c.Shallow Contour

The contours are differentiated by colours and if the guard zone touches the safety contour it will give
an alarm. The contour values must be input by the mariner. However, the contour selected on any ENC
will depend on the contour available on it. If the corresponding input value matches that of the contour
on the ENC then it gets selected. If not, then it will select the next higher available contour in that ENC.

d.Safety Depth: The spot soundings below the specified values will appear bolder than the higher values.

e.Safety Height (if provided): this will activate the alarm in route plan check for dangers above water
e.g., Bridges and cables etc

1.Recommended Settings: These settings may be changed at Master’s discretion on specific sections of
the passage – such as when it is necessary to keep vessel outside a specific depth contour during port
arrival or departure and facilitate a colour difference between navigable and non‐navigable water. The
settings are not intended to be fixed for the entire voyage and should be reviewed to determine
suitability for each leg of the passage. It is important to note that when height of tide is included in the
calculation, the safety settings are valid only for that height of tide. Whenever changes to settings are
planned, this must be marked on the ENC and noted in the passage plan. Changes to safety settings
must also be recorded in the deck logbook.

a.Safety Contour: Same as safety depth.

b.Safety Depth: Vessel’s dynamic draft (static draft + allowances for squat, roll, pitch, and heave) + 10%
of maximum static draft or 1 metre, whichever is greater + depth inaccuracy as defined by the CATZOC
rating – Height of Tide (where applicable).
c.Shallow Contour: Vessel’s max. dynamic draft (i.e., static draft + allowances for squat, roll, pitch, and
heave) – Height of Tide (where applicable).

d.Deep Contour: The sum of the current maximum static draft and maximum dynamic draft.

e.Safety Height: Air draft + Height of Tide + 2m

2.Recommended Safety Guard Zone Settings (SGZ)

The SGZ area set on ECDIS differs depending on the Make of the ECDIS. The SGZ area must be set and
activated when monitoring. The SGZ will detect dangers or unsafe waters. Hence it should be set subject
to the Geographic location. The following settings of the SGZ are recommended as a minimum:

SGZ alarm settings Pilotage and Coastal Waters Open Sea

Confined Waters
Ahead (mins) 5‐10 mins 10 ‐ 20 mins 20 ‐ 30 mins
Port (nm) 0.2 nm 0.5 nm 2.0 nm
Stbd (nm) 0.2 nm 0.5 nm 2.0 nm
Sector 5 ‐ 10 deg 10 ‐ 20 deg 270 ‐ 360 deg

3.Area with special conditions

An alarm or indication, as set by the user, will be given if, within a specified time or distance, own ship
should cross the boundary area of a geographic area for which special condition exist such as Traffic
Separation Zone, Caution area, anchorage area, PSSA, Military practice area.

Recommended Settings: To be set at time greater than Position checking Interval for particular leg of the
passage plan.

4.Deviation from route / Cross‐track limit (XTL)

Cross‐track limit (XTL) forms a very important part of route checking. While route checking, ECDIS checks
for all dangers along the track and within the XTL.

It should be ensured that adequate XTLs are set for various legs of the route taking into account
available sea room, any expected deviations and collision avoidance.

An alarm will be given if the vessel’s position deviates outside the specified cross track limits. Upon the
generation of the alarm, steps must be taken to bring the vessel back within limits. If the deviation from
the planned (and validated) track is likely to be considerable in terms of cross‐track distance and time
(that vessel will remain off‐track), it is important to remember that ONLY the track within cross‐track
limits has been validated. Hence, while the vessel is outside XT limits, ALL display layers should be
turned ‘on’. Also, if Chart Alert / Guard zone monitoring alarm is customizable, then maximum
categories of alarms should be selected.
Recommended Settings: Following are recommended minimum settings for XTL.

Area Minimum XTL Settings

Port Starboard
Harbour/Confined 0.027 ‐ 0.1 nm 0.027 ‐ 0.1 nm
Waters
Coastal Waters 0.5 nm 0.5 nm
Open Seas 1.0 nm 1.0 nm

5.Failure of required inputs (GPS, Gyro, Speed Log)

Navigating officers should be aware of the steps necessary on the particular model of ECDIS for changing
the input settings for GPS, Gyro or Speed Log to ‘manual’ in the event of the failure of any or all of these
inputs. Changing the inputs to manual may be a pre‐condition for being able to use the ECDIS in
‘monitoring’ mode post failure of inputs. These steps should be practiced during ECDIS failure drills.

6.Approach to critical point

An alarm will be given by the ECDIS when the ship reaches a specified time or distance, set by the
mariner, in advance of a critical point on the planned route.

Recommended Settings: To be set at time greater than PFI for particular leg of the passage plan.

7.Different geodetic datum

If the datum of the RNC being used is different than WGS 84 then the user has to apply the appropriate
offset.

8.ECDIS failure

Like other electronic navigational equipment, ECDIS can fail, either outright or in a way that can give
misleading information. The navigator shall transfer navigation to the back‐up system. For further
guidance, please refer to Section Actions in the event of failures or malfunctions
9.Approach to mariner entered feature, e.g., area, line etc

An indication will be given if, continuing its present course and speed, over a specified time or distance
set by the mariner, own ship will pass closer than a user specified distance from a danger (for example
obstruction, wreck, rock or an aid‐to‐navigation) that is shallower than the mariner’s safety contour or
an aid‐to‐navigation.

Recommended Settings: To be determined by the Master after reviewing subject passage for proximity
of hazards.

Caution: The navigating officer should never rely solely on automatic alerts as the alert may not give
sufficient time or space to avoid the hazard.

Navigating Across the Safety Contour

It may become necessary for vessels to cross the safety contour, usually because the ENC may not have
a safety contour of the exact value entered the ECDIS and the ECDIS will select a safety contour that has
a value closest to but higher than the value entered by the operator.

Once the safety contour is crossed, there will be no more alarms generated to warn navigators of the
vessel approaching shallow waters, unless ‘No Go areas’ have been correctly set up.

To ensure that anti‐grounding alarms continue to be generated after the vessel has crossed the safety
contour, one or more of the following procedures may be employed (the terminology used may be
different in different models of ECDIS):

1.Construct a warning line (alarm enabled user feature) to create a safety contour equivalent to the
safety depth (which should have been fed in earlier and should be equal to the original safety contour
value), using the highlighted safety depth as an indication of the contour – allow a safety margin where
values displayed are less than the safety depth. Use existing contours to establish the likely shape of the
manual contour.

2.The warning line should be set as an alarmed feature.

3.Run the route check facility to confirm that the feature will alarm.

4.Make appropriate Mariner’s notes on the ECDIS where the vessel may proceed past a certain location
only within a certain ‘tidal window’.

5.Where the vessel must remain in waters deeper than a certain depth contour, after crossing the
original safety contour, consider changing the safety contour value to make it equal to the new depth
contour, so that the alarm will sound if the vessel approaches that contour and there will be a colour
difference between the new ‘safe’ and ‘unsafe’ waters. However, the safety contour should NOT be set
less than the safety depth and it may be necessary to change the safety depth as well.

6.Where safe water settings are to be changed, the ECDIS must be marked to indicate where the values
are to be changed, the new values and where, if necessary, they should be changed back to the original
values. The times when changes are made must be recorded in the deck logbook.

Care, Maintenance, and Management of ECDIS

Proper care of the ECDIS system is important to ensure safe navigation.

1.ENCs are supplied to the vessels on DVD/CD‐ROMs. These are subject to physical damage or
degradation if not handled or stored correctly. The original discs and updates should be stored safely in
dust covers.

2.When a voyage is planned, all courses, safety contours, waypoints and notes are saved in the system
and stored in the voyage or routes subfolder for use again if the voyage is repeated.

3.The ECDIS software is updated as per the maker instructions. Temporary files need to be deleted or
old log files need to be cleared out as per manufacturer's guidance to avoid clogging up the system and
slowing down the operation.

4.Vessels should only use a dedicated memory stick for transferring latest updates to ECDIS. There is still
the possibility of virus attacks, therefore updates shall be applied to one ECDIS Console and updating of
the second ECDIS should not be done unless the update results are verified on first ECDIS.

5.The navigating officer shall ensure that a back‐up of the voyage plan on the ECDIS is available in case
of equipment failure of the ECDIS itself or the connected sensors.

6.Password Management (where available): User password allows the navigator to make minor setup
changes (non‐critical) to ECDIS and this password shall be known to all navigating officers.
Administration password permits user to make critical set up changes and shall only be accessed by the
Master. Administration password shall be included in Master's handing over notes.

7.It is a good practice that ECDIS should be switched off once when in port for 5‐10 minutes

8.The Second Officer shall ensure that a back‐up of the ECDIS data is done at regular intervals,
preferably prior every departure.

9.Maintenance of ECDIS to be carried out as per the PMS in accordance with the maker’s instructions.

10.Screenshots to be taken and saved for various settings. This will act as a reference for future use.

11.The Master shall issue ‘Standing Orders’ and ‘Night Orders’ for ECDIS usage.

12.Be aware of the procedure for transferring files (routes, maps etc) from one ECDIS to the other or to
another path or drive.
Testing of ECDIS

ECDIS hardware / performance tests

ECDIS tests included in the operator’s manual should be conducted at the recommended frequency to
confirm that the equipment is functioning normally.

ENC test

To confirm that the ECDIS software version can display all the new ENC symbols introduced in IHO S‐52
presentation library edition 4.0, ECDIS Chart 1 (this is a legend of the entire set of symbols that may be
used within an ENC and is installed on all type‐approved ECDIS) needs to be checked. The new symbols
are shown in the IHO circular. To be able to see the isolated danger buoy with the ‘End date’, it is
necessary to change the Date Dependent View / Chart viewing date on the ECDIS (temporarily) to a date
before the ‘End date’, remembering to change the date back to ‘automatic’, after the check is over.

The recommended interval for the check described above and, in the circular, is at least once upon
commissioning of the ECDIS and whenever ECDIS software is updated or as otherwise stated in the
operations manual. The results with the screen shots should be recorded and maintained on‐ board in
the ENC Maintenance Record NP 133C.

The previous tests (using two fictitious test cells), which were specifically designed and developed for
ECDIS using IHO S‐52 Presentation Library edition 3.4 or earlier have been invalidated by the changes to
the IHO S‐52 Presentation Library introduced in edition 4.0 and should no longer be carried out.

Actions in the event of failures or malfunctions

Failures/ Malfunction

In the case of any failure or malfunction avoid the temptation of resolving the ECDIS problem as the first
resort.

Sensor failures

Any sensor fed into the ECDIS is only useful to the degree of accuracy to which it has been set up in
relation to the vessel.

Below table details the effects and the actions required during failure of any of the mandatory sensor
input to ECDIS.
Master shall be promptly notified by the OOW in case of failure of any sensor input to the ECDIS, risk
assessment carried out and contingency measures implemented for safe navigation, including
amendment of the voyage plan, posting additional watch keepers on bridge, as may be required.
Company shall be informed with details for assisting in troubleshooting through ECDIS makers.

Sensor Effect Actions

Failure
 Loss of position input to ECDIS.  Use the next best means for position fixing for
GPS navigation – secondary GPS, visual and Radar, and
Failure lastly electronically generated DR/EP.
 Manually fixing position on ECDIS requires skill
which develops with practice like paper charts.

 Ships heading information changes. The  Switch to transmitting magnetic compass if

Gyro system will continue to provide a correct fitted, or
Compass COG vector but the heading marker will be  Manually input the ships True heading derived
Failure incorrect, which in turn will affect: from magnetic compass or referring to GPS COG
- Bearing information extracted from ECDIS, and estimated set and drift.
eg a bearing of a navigational object  Disconnect Radar feed
 The picture of feeds that are linked to the
gyro, eg radar, including contacts.

 Speed log input is required in the ECDIS to  Set the speed through water to manual and
Speed Log determine the set and drift and provide update the speed that corresponds to GPS speed.
failure backup facility should the GPS fail.  Enter set and drift manually – ECDIS calculations
of set and drift are compromised with loss of gyro
and/or log.
 Investigate the cause of speed log failure.
AIS  Loss of AIS target overlay  No specific action necessary on ECDIS.
failure
Radar and  Loss of Radar target overlay  Verification of ECDIS position accuracy by
ARPA comparing RADAR overlay and Chart features will
failure not be possible. Also, ECDIS cannot be used for
target identification and collision avoidance.
 GPS Speed Log Gyro Primary Back-up
Scenario/Actions Input Input Failure Input ECDIS ECDIS
Failure Failure Failure Failure
Inform Master x x x x x
Engage Hand Steering x x x x
Inform E/R x x x x x
Prepare engines for manoeuvring x x x x x
Fix vessels position x x x x x
Act to manoeuvre ship away from x x x x
danger
Prepare for anchoring if in shallow x x x x
water
Broadcast ALERT message x x x x
Inform VTS or port authority if in x x x x
coastal waters
Radars/ECDIS to Head Up Mode x
Steer by magnetic heading x
Change speed input to speed over x
ground (SOG)
Change-over to back-up ECDIS x
Use alternate GNSS position or engage x
DR Mode
Notify DPA x x x x x

GPS position error

In case of error in GPS position

a.Change over to second GPS if interfaced

b.If both have error, plot observed position. Apply offset to the GPS position to match the observed
position. Ensure ECDIS is changed to DR mode

c.Plot observed positions regularly and do Parallel indexing on Radar

GYRO error

Once the gyro is correctly set up with the ECDIS, it can be an ideal tool to monitor gyro error, particularly
with radar overlay. If there is a gyro error ‐ do not correct the ECDIS, correct the gyro (the same goes for
anything the gyro feeds.

ECDIS power failure

a.OOW to call Master and maintain safe navigational watch

b.Changeover to the back‐up ECDIS

c.In the event of power failure and both ECDIS reverting to UPS, consider a controlled shutdown of one
ECDIS to save available UPS power.

d.Consider increasing Bridge manning

e.Prepare paper charts for use. Plot vessel’s position and remaining passage on best scale of paper
charts available.

Complete ECDIS Failure

The 'Officer of the Navigational Watch (OOW) shall immediately

a.Call the Master and inform the Engine Officer on duty

b.Put M/Engines on notice and reduce speed

c.Refer to available paper chart, plot vessel's position

d.Activate Radar Maps if available

e.Contact office and carry out Navigational Risk Assessment on Company Fleet Management Software to
decide next course of action.

Mock up drills

ECDIS is critical equipment and failure of ECDIS affects the Safety of Navigation immediately. Hence
mock up tabletop drills must be conducted once every 3 months for ensuring Contingency measures are
immediately taken. Record shall be made in the deck logbook regarding the mock up drill conducted.

Common errors/mistakes by the user which should be avoided

The following table provides a description of some of the user errors/mistakes that can create a
significant navigational risk and have resulted in grounding and collision:
Error Consequence Best Practice
1. Complete Appraisal not Improper Passage Plan Ensure that complete Appraisal by referring to
done for passage planning all relevant publications is done
2. Insufficient information Obstructions, Submarine cables Always ensure that all appropriate layers are
layers selected and pipelines and spot selected. This is particularly important when
soundings are not shown on planning passage. If in any doubt, at regular
the chart intervals and when breaching safety contour
turn all layers on.
3. Excessive levels of zoom Insufficient overview of hazards Use compilation scale. Alter zoom regularly,
outside of current view that are use best scale functionality if available, set
in proximity, or some layers get vector length to consistent value
deactivated
4. Incorrect ENC in use Insufficient detail to show Check chart in use against passage plan. Be
navigation hazards in proximity aware of chart ID with respect to scale

5. Inappropriately set safety The ECDIS does not correctly Set values as advised in this section.
contour identify shallow depths or
obstructions
6. Inappropriately set XTD or Insufficient warning of Regularly check and adjust XTD and Guard
look ahead safety margin navigation hazard to allow zone to maintain at an appropriate level.
corrective action to be taken or
excessive alarms causing
distraction
7. Alarm muted Navigation hazard proximity Always ensure that at least one of ECDIS’s
alarm not noticed by OOW alarm is not muted
8. Navigation hazard proximity Proximity of navigation hazard Give priority to Danger alarms over caution
alarm not responded to not noticed alarms. Set parameters appropriately to
reduce number of irrelevant alarms

9. ENC feature misinterpreted Misinterpretation of Ensure bridge team is familiar with the most
navigational danger important ENC symbols and have the ENC
symbol book available on the bridge
10. Information of the ENC not The hazards, symbols or Access information by ‘Pick Reports’ and
accessed in information are not detected accessing the various notes in it.
detail fully
11. All ENCs not Ship could run aground Ensure the Digital Catalogue is used properly
ordered and all voyage charts are ordered for
12. Overreliance on the ECDIS, Ship may not be in the shown Cross‐check position by plotting visual or Radar
Especially GPS position position. positions.
13. Unnecessary changes in Could lead to confusion Settings to be changed only as required.
settings amongst the Bridge team Important changes should be mentioned in the
ECDIS logbook
Port state control inspections
PSCOs are increasingly focusing on how ships meet their SOLAS chart carriage requirements and the
effectiveness with which the navigational task is being conducted. The following is a non‐exhaustive list
of ECDIS‐related issues which PSCOs pay close attention to:

a)Appropriate declaration in the ship’s “Record of Equipment” form E.

b)ECDIS type approval certificate, confirming that the ship’s ECDIS complies with the relevant IMO
performance standards and the IEC (International Electro technical Commission) test standards.

c)maintenance of the ECDIS software to the latest applicable IHO standards

d)use of latest edition official electronic charts, updated and corrected to the latest available updates
and notices to mariners

e)adequate independent back‐up arrangements (as detailed on “Record of Equipment”), ensuring safe
navigation for the remainder of the voyage in the event of an ECDIS failure

f)approved ECDIS generic and familiarisation training undertaken by the master and officers in charge of
a navigational watch

g)documented procedures for using ECDIS

h)listing of ECDIS as critical equipment in the ship’s Safety Management System

i)conformance and alignment with input from sensors (e.g., heading, speed, rate of turn etc) and
presentation of such information on the ECDIS display

j)evidence of periodic tests and checks of the ECDIS equipment that need to be carried out in
accordance with the ship’s Safety Management System

k)demonstration of operational competency by the ship’s navigating officers (e.g., safety checking of a
voyage plan)

Mandatory carriage of paper charts on vessels using ECDIS as the primary means of navigation (Take Me
Home Charts)

All vessels using ECDIS as the primary means of navigation are required to carry as a minimum small-
scale chart for the trading area as listed below. Any additional flag state requirements must also be
complied with.

Vessels that have software installed on a computer on the Bridge (‘Back‐of‐Bridge’ computer) that is set
up to show all ENCs that the vessel has valid permits for, allows the vessel’s route that is being
monitored on ECDIS to be displayed on the displayed ENCs and where the vessel’s position can be
plotted by manual or automatic means, does not need to maintain on board the small‐ scale charts
listed below. This software may be used for navigation only in case both the primary and back‐up ECDIS
units have failed, to allow the vessel to be navigated to a position of safety or to a position where
repairs to the ECDIS units can be undertaken. Routine navigation using such means is not permitted (as
the computer and software are not approved).

Chart Number Chart Name Scale

Mandatory Chart
4000 The World 1 : 45000000
5374 Magnetic Variation Chart of the World 1 : 45000000
Arabian Sea/ Indian Ocean
4005 A Planning Chart for the Indian Ocean 1 : 20000000
4070 Indian Ocean Southern Part 1 : 10000000
4071 Indian Ocean Northern Part 1 : 10000000
4072 Indian Ocean Western Part 1 : 10000000
4073 Indian Ocean Eastern Part 1 : 10000000
4001 A planning chart for the Atlantic and Indian Oceans 1 : 27000000
Suez/ Red Sea/ Gulf Areas
4704 Red Sea 1 : 2250000
4705 Arabian Sea 1 : 3500000
4706 Bay of Bengal 1 : 3500000
4707 Maldives to Sumatera 1 : 3500000
North Atlantic
4004 A Planning Chart for the N. Atl. Ocean and Med. Sea 1 : 20000000
4011 North Atlantic Ocean Northern Part 1 : 10000000
4012 North Atlantic Ocean Southern Part 1 : 10000000
4013 North Atlantic Ocean Western Part 1 : 10000000
4014 North Atlantic Ocean Eastern Part 1 : 10000000
4015 A Planning Chart for the Atlantic Ocean 1 : 20000000
4401 Gulf of Mexico 1 : 2750000
4403 SE Coast of N. America incl Bahamas and G. Antilles 1 : 3500000
South Atlantic
4003 A Planning Chart for the South Atlantic Ocean 1 : 20000000
4016 A Planning Chart for the E Atl Ocean to the W Pac Ocean1 : 20000000
 4020 South Atlantic OceanWestern Portion 1 : 10000000
4021 South Atlantic OceanEastern Part 1 : 10000000
4022 South America to Africa 1 : 10000000
North Europe
4010 Norwegian Sea and Adjacent Seas 1 : 10000000
4140 North Sea 1 : 1500000
259 Baltic Sea 1 : 1500000
Mediterranean/ Black Seas
4300 Mediterranean and Black Seas 1 : 4200000
4301 Mediterranean SeaWestern Part 1 : 2250000
4302 Mediterranean SeaEastern Part 1 : 2250000
North Pacific
4002 A Planning Chart for the Pacific Ocean 1 : 27000000
4008 A Planning Chart for the North Pacific Ocean 1 : 20000000
4050 North Pacific Ocean Northeastern Part 1 : 10000000
4051 North Pacific Ocean Southeastern Part 1 : 10000000
4052 North Pacific Ocean Southwestern Part 1 : 10000000
4053 North Pacific Ocean Northwestern Part 1 : 10000000
South Pacific
4007 A Planning Chart for the South Pacific Ocean 1 : 20000000
4061 South Pacific OceanWestern Part 1 : 10000000
4062 South Pacific OceanEastern Part 1 : 10000000
4060 Australasia and Adjacent Waters 1 : 10000000

In addition to the above, Last edition of Maritime Security charts should be maintained on board.
Mariners’ Routeing Guides for selected routes, Ocean Routeing charts, and Port Approach Guides for
selected ports may be ordered by the Master to assist in voyage planning.

The following publications are recommended for vessels sailing in the concerned areas:

MRG (Mariners’ Routeing Guide) English Channel and Dover strait

MRG Baltic Sea

MRGs Singapore Straits Eastern and Western parts MRG Tokyo Wan
MSC (Maritime Security chart) Red Sea, Gulf of Aden & Arabian Sea

Symbols used in ECDIS

Symbols used in ECDIS could be either the IHO symbols for ENC referred as ‘Simplified’ or the traditional
symbols referred as ‘paper like’. Below is a quick guide of the symbols, which is not exhaustive.
Traditional symbols – these are like symbols used on paper charts Some ECDIS manufacturers have
made improvement to these by adding colour to buoys.

Simplified symbols – these are very different from paper chart symbols. ECDIS uses simplified symbols
primarily for buoys and beacons.

Simplified symbols are more prominent, compact and provide colour information that many papers
chart symbols do not. Additionally, most ECDIS systems have four display colours during day mode and
only two colours during night mode. When the system is set to night mode these darkened, hollow
traditional charts symbols turn white and can almost disappear.
Colour Mode Depth Setting - Four Shades vs Two Shades

You can choose depth area patterns in either two colours or four colours. Benefit of two-colour setting:

Better contrast between safe and unsafe waters and ARPA and AIS targets when using dusk and night
palette.
 Two Colour
Depth
Next Setting Setting
Next
Area Colour Navigational Shallowe Defining Defining
Deeper
Information r Depth Deep Shallow
Depth
Area Border of Border of
Area
Contour Area Area
Contour
Water deeper N/A
Navigable Safety
White than the (deepest Medium Blue N/A
Waters contour
safety area for
setting
contour two colour
setting)
Water N/A
Non- Safet
Deep Blue shallower White (shallowest N/A
Navigable y
than the area for
waters contur
safety two colour
settin
contour setting)
g

Four Colour Depth

Next Deeper Next Shallower Setting Setting Defining
Area Colour Navigational Depth Area Depth Area Defining Deep Shallow Border
Information Contour Contour Border of of Area
Area
Deep Waters Waters deeper N/A (deepest Light Blue / N/A (area has Deep contour
White than deep area for four Grey no deep setting
contour colour setting) border)
Waters deeper
Navigable Light Blue / than the safety White Medium Blue Deep contour Safety contour
Waters Grey contour setting setting
Non- Water Safety contour
Navigable Medium Blue shallower than Light Blue / Grey Deep Blue setting Shallow contour
Waters the safety setting
contour
Waters N/A
Shallow Deep Blue shallower than Medium Blue (shallowest Shallow N/A
Waters the shallow area for four contour
contour colour setting) setting
Caution: Do not rely to the 2-colour mode if you navigate in the Safety Contour area. You cannot see the
shallow patches.

ENC Chart Correction

1.ENCs are updated by weekly NTM issued by HOs and are received on the vessel by email or data file.
The actual updating is either applied automatically by the ECDIS to its chart database or can be applied
manually by the user.

2.The ECDIS generates error message when the update is unsuccessful or when a chart is in use and
hasn’t been corrected up to date. After updating ENC charts, modification to the passage plan may be
necessary to accommodate new chart features such as reporting schemes, traffic separation schemes,
isolated dangers etc.

3.A ‘Route Check’ shall be carried out to ensure that any new dangers added don’t present a risk to the
ship.

4.Vessels navigating solely on ECDIS are still required to carry latest NTM (paper copy or digital) to
obtain information such as ‘Radio Navigational Warnings’, ‘Amendments to ASD/ALLFS/ALRS’.

5.T&P Notices: The T&P notices that are not included in weekly ENC updates by the Hydrographic
offices, are included by the UK Hydrographic Office in a separate, optional, ECDIS overlay, termed ‘AIO’
(Admiralty Information Overlay). The AIO overlay must be updated every week, along with ENC updates.
Even if the ECDIS is not capable of displaying the AIO overlay, the software used for ordering and
maintaining digital products will in most cases be able to display it.

6.When paper charts are used as a backup to Raster charts, such paper charts must be updated to the
latest NTM on board.

7.Navarea, Navtex and locally broadcasted Warnings: Navigation warnings transmitted by satellite,
Navtex receiver are by nature more short term and urgent than T&P notices. Such notices shall be
immediately plotted on ENC charts using ‘Marine Information Overlay’ (MIO) facility, where provided

Electronic Chart Procurement

With electronic chart data, all charts are already on board, but use can only be made of those for which
licenses have been activated. The navigating officer shall consult the digital chart catalogue and required
charts for the forthcoming voyages can be activated almost immediately by purchasing the license to
activate them.

For areas adequately covered by ENCs, ENCs shall be used as the primary means of navigation. The
largest scale of ENC covering an area shall be used for navigation, provided it is the most appropriate
scale for the area of the vessel’s track.