Ecdis 1 Handout

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Fleetwood Nautical Campus

School of Maritime Operations
Generic ECDIS Course

IMO Model Course 1.27
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Synopsis
A five day course of 40 hours tuition, approved by the United Kingdom Maritime and Coastguard
Agency as meeting the requirements of IMO Model Course 1.27 for the generic training of ECDIS
operators.
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Contents
Contents
Synopsis ................................................................................................................................................ 2
Contents................................................................................................................................................. 3
Electronic Chart Display & Information Systems ............................................................................. 6
What is ECDIS? ................................................................................................................................ 7
Official electronic chart data and private chart data .................................................................... 7
Electronic Charts - What Can Be Used Under SOLAS? ............................................................ 8
Coverage ........................................................................................................................................... 9
ECDIS mandation .................................................................................. Error! Bookmark not defined.
What is ECDIS mandation? .......................................................................................................... 10
ECDIS Legal Requirements .......................................................................................................... 12
Requirements under SOLAS Chapter V ..................................................................................... 13
IMO Performance Standards for ECDIS ..................................................................................... 13
Training Requirements .................................................................................................................. 14
Going Paperless ............................................................................................................................. 17
IMO Resolution 817(19) as amended by MSC 64(67) and MSC 86(70) ............................... 17
International Hydrographic Organisation (IHO) Standards .......................................................... 17
S-57 .................................................................................................................................................. 17
S-100....................................................................................................................................17
S-52 .................................................................................................................................................. 19
S-58 ................................................................................................................................... 17
S-63 .................................................................................................................................................. 19
S-61 .................................................................................................................................................. 20
International Electrotechnical Commission requirements .............................................................. 21
Producing Electronic Charts ............................................................................................................. 22
Electronic Chart Data ..................................................................................................................... 22
Data quality...................................................................................................................................... 24
CATZOC .......................................................................................................................................... 24
Position accuracy ........................................................................................................................... 25
Definitions - ZOC Table: ................................................................................................................ 26
M_QUAL, M_POINTS.................................................................................................................... 28
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Survey Geodetic Datum ................................................................................................................ 28

Sensors and sensor interfaces ......................................................................................................... 29
NMEA 2000 ..................................................................................................................................... 29
Navigation Sensors interfaced to ECDIS ........................................................................................ 29
GPS .................................................................................................................................................. 29
Global Positioning System (GPS) ................................................................................................... 29
GPS Errors ...................................................................................................................................... 31
Differential GPS (DGPS) ............................................................................................................... 31
Satellite-based augmentation system ......................................................................................... 32
Satellite broadcast DGPS ............................................................................................................. 32
Ground Based Augmentation Systems ....................................................................................... 32
eLORAN Eurofix (developmental) ............................................................................................... 32
GLONASS ....................................................................................................................................... 33
Other Global Navigation Satellite Systems (developmental) ................................................... 33
European Space Agency / European Union GALILEO .................................................................... 33
Compass / Beidou 2....................................................................................................................... 33
eLORAN (developmental) ............................................................................................................. 34
Echo Sounder ................................................................................................................................. 35
Errors ................................................................................................................................................ 35
The Doppler Log ............................................................................................................................. 37
AIS .................................................................................................................................................... 39
Extract from MGN 277 ................................................................................................................... 40
Radar ................................................................................................................................................ 43
Use of Radar Display Modes ................................................................................................. 49
Automatic Radar Plotting Aids (ARPA) ....................................................................................... 55
Radar Interface Boards ..................................................................................................................... 59
ECDIS Display Presentation ............................................................................................................. 60
The User Interface.......................................................................................................................... 60
The Chart Presentation ................................................................................................................. 60
Zoom in or out. ................................................................................................................................ 61
Autoload. .......................................................................................................................................... 63
Native Scale and Loading Scale .................................................................................................. 63
Display Layers ................................................................................................................................ 63
Chart Base....................................................................................................................................... 63
Display Base: .................................................................................................................................. 64
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Standard display ............................................................................................................................. 64

User Objects.................................................................................................................................... 64
Chart procurement and System Maintenance. .............................................................................. 66
Activating a Chart Cell ................................................................................................................... 66
Maintaining charts up to date...................................................................................................... 66
Admiralty Information Overlay ...................................................................................................... 67
Compatible Equipment .................................................................................................................. 68
Malicious Code .................................................................................................................................. 69
Hardware maintenance and security ........................................................................................... 69
Software and Firmware updating ................................................................................................. 70
Voyage Planning ................................................................................................................................ 71
Cell interrogation the Pick Report ............................................................................................. 71
Route creation ................................................................................................................................. 71
Staying safe customising the display ....................................................................................... 72
Route checking ............................................................................................................................... 72
Passage Monitoring and Position Fixing ......................................................................................... 73
Annex1,2,3 .......................................................................................................................................... 87
Glossary of terms (IHO Standard S-52 Appendix 3) ................................................................. 79
Addenda............................................................................................................................................... 27
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Electronic Chart Display &

Information Systems
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What is ECDIS?
The electronic chart is a relatively new technology that provides significant benefits in terms of
navigation safety and improved operational efficiency that represents an entirely new approach to
maritime navigation.. In simple terms, it is:A computer interfaced to an electronic positioning system with heading and speed inputs,
where
Ships position is displayed continuously on the computer screen in relation to the
surrounding cartography, allowing
Voyage planning and monitoring on a single clear, unambiguous display
More than simply a computer display, an electronic chart is a real-time navigation system that
integrates a variety of information that is displayed and interpreted by the Mariner.
It is an automated decision aid capable of continuously determining a vessel's position in relation
to land, charted objects, aids-to-navigation, and unseen hazards.
Mariners should always remember that ECDIS is merely an Aid to Navigation. It can do no more
than a paper chart can do when it is not being used correctly. It is just as easy (perhaps easier) to
lay off an inappropriate course on an ECDIS as it is on a paper chart. It is a matter of no great
difficulty for the incautious mariner to have an accident through the use of uncorrected charts,
paper or electronic, nor is it so very hard to suffer the consequences of failing to take into account
heights of tide, sets and rates of currents and other factors.
In many respects an ECDIS makes errors of this kind easier. No paper chart offers you the
chance to see the tidal curve ECDIS can, but is the right one, based on the right data? That is
the mariners responsibility, not the machine. No paper chart allows you to remove information at
will, but an ECDIS does. If what you are seeing on the display is incomplete information, is that
the fault of the navigator or the device?
The answer is that responsibility for safe navigation must always lie with the navigator; a navigator
who uses the whole range of tools at his disposal with skill, technical competence and awareness
of strengths and weaknesses.
Official electronic chart data and private chart data

Official electronic chart data are of two general types:
- Electronic Navigational Charts (ENC), and
- Raster Navigational Charts (RNC).
The term Official, indicates that those chart data have been produced under the authority of a
government organisation in contrast to private, nonofficial electronic chart data which might be
technically of the same type but have been produced without government authority. By definition,
the terms ENC(s) and RNC(s) only refer to officially issued electronic charts. The ENC contains all
the chart information necessary for safe navigation and may contain nautical information in
addition to that contained in the paper chart (e.g. Sailing Directions).
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all other types of electronic charts are referred to generically as Electronic Chart Systems
(ECS). ECS may only be used as an aid to navigation a full complement of paper charts
should still be kept up to date and used for navigation.
Electronic Charts - What Can Be Used Under SOLAS?

The steady increase in the use at sea of electronic chart systems and the associated electronic
chart data appears to have been accompanied by some confusion regarding the "electronic chart"
solution and what is, and what is not, legitimate for vessels subject to the requirements of SOLAS
V/19. The CHRIS Committee at its15th meeting (Monaco, 10-13 June 2003) produced an
information paper to explain the various contributing elements of the "electronic chart" solution,
their inter-relationship, and their status under SOLAS V.
The IMO recognises only systems which meet its published performance standards and does not
recognise any other system. The performance standards for ECDIS have been revised and
updated since their inception in November 1995. As a result, depending on the date of installation,
ECDIS units are required to comply with one of the two IMO performance standards now in force:
The IMO Performance Standards permit National Maritime Safety Administrations to consider
ECDIS as the functional equivalent to nautical charts required by Regulation V, Chapter 19 of the
1974 Convention on the Safety of Life at Sea (SOLAS V/19) (as amended).
IMO has specifically requested that member governments encourage their National Hydrographic
Offices to produce electronic navigational charts (ENCs) and provide the associated updating
service as soon as possible, and to ensure that manufacturers conform to the performance
standards when designing and producing ECDIS.
IMO compliant systems provide the mariner with an ECDIS device that meets the functional and
legal equivalent of a corrected paper chart. To achieve comparability with paper charts the ENC
must contain at least all the charted information, and the ECDIS must display the information so
that it can be used as necessary for safe navigation. Updating the chart at regular intervals must
also be able to be carried out.
The IMO Guidelines further state that ECDIS integrates chart information, positional information
and ships parameters (e.g. course, speed and echo sounder readings), and state that it will
probably be used in conjunction with radar, either by an optional radar overlay on the ECDIS or
chart overlay on the RADAR. A historical record of the ships track and data displayed must also
be possible.
Adequate guards against malfunction must be incorporated.
ENCs are produced and authorised by national hydrographic authorities such as the United
Kingdom Hydrographic Office (UKHO).
To assist the global distribution and availability of ENCs, the International Hydrographic
Organisation (IHO) has encouraged the establishment of Regional ENC Coordination Centres
(RENCs). Each RENC is a not-for-profit organization that is controlled by the Member States who
distribute their ENCs through that RENC.
RENCs ensure that all the ENCs that they handle are consistent. The RENCs also make ENCs
available to retailers from a single wholesale source. RENCs are part of the official supply chain for
ENCs, which are eventually sold by chart agents and other suppliers in a similar way to paper
charts.
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Coverage
At the present time there is complete coverage of the world with ECS type charts, whether
produced by national hydrographic offices or by commercial organisations.
World coverage of ENCs is not fully complete but coverage of all major ports, their approaches
and many coastal routes has been achieved. The map below shows the world overview of
available ENCs from all Hydrographic Offices
This map shows in overview the worldwide ENC coverage, whilst the map below shows the current
(November 2010) coastal coverage for Europe. An up to date online coverage catalogue can be
found at http://iho-wms.net
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What is ECDIS mandation?

The International Maritime Organization (IMO) approved amendments to the International
Convention for the Safety of Life at Sea (SOLAS) mandating the fitting of Electronic
Chart Display Information System (ECDIS) at the 86th session of the Maritime Safety
Committee (MSC) in June 2009.
Chapter V of the Safety of Life at Sea (SOLAS) Convention is given legal effect in UK
legislation by the Merchant Shipping (Safety of Navigation) Regulations 2002 (SI
2002 No.1473).
Revised Carriage Requirements

2.1 Amendments to SOLAS Chapter V, arising from Resolution MSC.282 (86) which was
adopted on 05 June 2009 and resulted in revisions to Regulation 19.2 are as follows:
In paragraph 2.1, the existing subparagraph .4 is replaced by the following:
.4
nautical charts and nautical publications to plan and display the ships route
for the intended voyage and to plot and monitor positions throughout the voyage.
An electronic chart display and information system (ECDIS) is also accepted

as meeting the chart carriage requirement of this subparagraph.
Ships to which paragraph 2.10 applies shall comply with the carriage requirements
for ECDIS detailed therein;
After the existing paragraph 2.9, the new paragraphs 2.10 and 2.11 are added as follows:
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2.10 Ships engaged on international voyages shall be fitted with an Electronic

Chart Display and Information System (ECDIS) as follows:
The amendment to SOLAS means that all large passenger, tanker and cargo ships will be
obliged to fit ECDIS on a rolling timetable that begins in July 2012.
The legislation will be phased by vessel type and size to eventually apply to almost all
large merchant vessels and passenger ships. Use the diagram below to determine which
ships will be affected and when.
The timetable for new builds is based on the date the vessels keel is laid. Existing vessels
will be required to fit ECDIS in advance of the first survey after the implementation date.
There are no requirements for existing cargo vessels of less than 10,000 gross tons. Flag
States may exempt vessels that will be taken permanently out of service within two years
of the implementation date.
.1 passenger ships of 500 gross tonnage and upwards constructed on or after 1 July
2012;
.2
tankers of 3,000 gross tonnage and upwards constructed on or after 1 July 2012;
.3 cargo ships, other than tankers, of 10,000 gross tonnage and upwards constructed on
or after 1 July 2013;
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.4 cargo ships, other than tankers, of 3,000 gross tonnage and upwards but less than
10,000 gross tonnage constructed on or after 1 July 2014;
.5 passenger ships of 500 gross tonnage and upwards constructed before 1 July 2012,
not later than the first survey* on or after 1 July 2014;
.6 tankers of 3,000 gross tonnage and upwards constructed before 1 July 2012, not later
than the first survey* on or after 1 July 2015;
.7 cargo ships, other than tankers, of 50,000 gross tonnage and upwards constructed
before 1 July 2013, not later than the first survey* on or after 1 July 2016;
50,000 gross tonnage constructed before 1 July 2013, not later than the first survey* on or
after 1 July 2017; and
20,000 gross tonnage constructed before 1 July 2013, not later than the first survey* on or
after 1 July 2018.
2.11 Administration may exempt ships from the application of the requirements of
paragraph 2.10 when such ships will be taken permanently out of service within two years
after the implementation date specified in subparagraphs 2.10.5 to 2.10.9 of paragraph
2.10.
It should be noted that the MCA consider any ship which is required
to carry ECDIS through mandation (Solas 2.10), then this shall be
their Primary means of Navigation.
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ECDIS Legal Requirements
IMO Performance Standards for ECDIS

New standards MSC.232(82) are at the annex 2 of this booklet
.
IMO Resolution MSC.232(82) ADOPTION OF THE REVISED PERFORMANCE STANDARDS
FOR ECDIS:
(a) if installed on or after 1 January 2009, conform to performance standards not inferior to
those specified in the Annex to the present resolution; and
(b) if installed on or after 1 January 1996 but before 1 January 2009, conform to
performance standards not inferior to those specified in the Annex to resolution A.817(19),
as amended by resolutions MSC.64(67) and MSC.86(70).
.
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SOLAS
What requirements are needed to comply with SOLAS Chapter V regulation 19 . These
requirements are identified as follows:
The system must use official ENC data (vectorised electronic navigational charts) to IHO S57
standard, which must be supplied by or authorised by a national hydrographic office. Such
ENC data must be corrected weekly.
The vessel must have an adequate back-up system.
This may be another ECDIS system or an appropriate folio of paper charts
IMO has ruled that ECDIS equipment having raster chart display system (RCDS) capability
may operate as a primary aid to navigation in the RCDS mode. Such charts must also be
corrected on a weekly basis
When ECDIS equipment is used in RCDS mode, it must be used in conjunction with an
appropriate folio of paper charts.
What does the UK say about this?

The latest M Notice MIN 445 (M+F) states:
1. General Principles of ECDIS usage as Primary Means of Navigation
An ECDIS, to comply with the SOLAS carriage requirement, Ch . V Regulation 19.2.1.4,

is acceptable only if:
the equipment is type approved, as stated in paragraph 5.3.2;
it is using official Electronic Navigational Charts (ENC) or, with certain conditions
being satisfied as in paragraph 5.5, is using official Raster Navigational Charts
(RNC);
the navigating officers are qualified and competent in its use;
the carriage and use of the equipment as primary means of navigation is
correctly annotated in the Record of Equipment;
the ships safety management system (SMS) includes relevant requirements

and procedures associated with the carriage and operational use of the ECDIS;
and
it is capable of displaying the current version of the International Hydrograhic
Organization(IHO) Presentation Library for ECDIS, as stated in section 7.1.
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TRAINING
In order to ensure that the Electronic Chart Display Equipment (ECDIs) is being used both
competently and appropriately, IMO specifies the training required for ECDIS users
through the mechanism of an IMO Model Course (1.27).
Reference should be made to the clarification provided by the Maritime and Coastguard
Agency regarding training contained in MIN442 (M+F) :1
Introduction
1.1 The Master and all Navigational Officers of UK Flagged vessels, which have Electronic
Chart Display and Information Systems (ECDIS) as their primary means of navigation,
are required (by their Safe Manning Document (SMD) and Port State Control Committee
Instruction 35/2002/02 (rev1)), to have completed both generic and ship specific
equipment ECDIS training. This notice is to clarify what training is acceptable.
ECDIS generic training

2.1 After detailed consideration and in agreement with the Merchant Navy Training Board
(MNTB) Technical Committee it has been agreed that anyone who holds a completion
certificate for a MCA approved NARAS course (operational or management) issued
after the 1st January 2005 meets the requirement of ECDIS generic training.
2.2 The completion of any one of the following will be recognised as meeting the ECDIS
generic training requirements:
A NARAS course (operational or management) completed after 1st January 2005.
A MCA approved ECDIS course based on the ECDIS section of the MNTB NARAS
training guide (second (2004) or subsequent edition).
An ECDIS programme based on the IMO Model ECDIS course (1.27) approved by
the MCA.
An ECDIS programme based on the IMO Model ECDIS course (1.27) approved by
the Maritime Administration of an EU Member State.
1.3 Carriage of any one of the above certificates, together with reference to this notice, should
satisfy Port State Control Officers (PSCO) that the holder meets the required ECDIS
generic training requirement.
2. ECDIS ship specific equipment training
3.1 The ECDIS ship specific equipment training should relate to the make and model of the
equipment fitted of the ship on which they are currently serving i.e. it will be necessary to
attend a training course for each different system a Master or Navigation Officer is expected
to operate. This training should build on the MCA approved ECDIS generic training, and be
delivered by the manufacturer; the manufactures approved agent or a trainer who has
attended such a programme. Trickle down training (i.e. one officer training another) is not
acceptable as, inevitably, it leads to incomplete knowledge of the equipments capabilities,
and especially the lesser used functions, being passed on.
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3.2 This equipment specific training should concentrate on the functionality and effective use of
the system onboard. This training should at least cover the following areas.
familiarisation with available functions
familiarisation with the menu structure
display setup
setting of safety values
recognition of alarms and malfunction indicators and the actions to be taken
route planning
route monitoring
changing over to backup systems
loading charts and licenses
updating of software
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Going Paperless
IMO Resolution 817(19) as amended by MSC 64(67) and MSC 86(70)
Operators trained in accordance with IMO Model Course 1.27 are a principle requirement for
permitting paperless operation of vessels (no requirement to carry paper charts). Other
requirements are:Type approval of hardware and software
Use of official electronic charts (ENCs)
Back up Arrangements
Training
Maintenance procedure
Flag state approval
paperless operation will be examined on a case by case basis rather than of blanket approval. It
should be noted that at this time it is the position of the Maritime and Coastguard Agency that each
application for paperless be approved individually
International Hydrographic Organisation (IHO) Standards

As a means of ensuring consistency of charted information, the IHO has produced a number of
standards covering various aspects of electronic hydrography
S-57
S-57 is the IHO standard for the exchange of digital hydrographic data.
To date, it has been used almost exclusively for encoding Electronic Navigational Charts (ENCs),
however there is a need for S-57 to support additional requirements. As S-57 Edition 3.1 is now
being widely used in both production and navigation systems, the IHO has frozen the
contents of Edition 3.1 and no further changes will be made to it.
As increasing numbers of hydrographic organizations begin to encode ENC data, it has been
recognised that variations in the way different producers encode data may lead to inconsistencies.
Furthermore unanticipated issues that affect how the ENCs are displayed or used by an ECDIS
may arise, and may need to be addressed by changing the way in which the ENC data are
encoded. This has prompted the IHO to develop the S-100 (IHO Geospatial Standard for
Hydrographic Data) which will eventually supersede S-57. It is anticipated however S-57 Edition
3.1 will continue to be used to produce ENCs for the foreseeable future.
S-100
S-100 provides a contemporary hydrographic geospatial data standard that can support a
wide variety of hydrographic-related digital data sources, and is fully aligned with mainstream
international geospatial standards, in particular the ISO 19100 series of geographic
standards, thereby enabling the easier integration of hydrographic data and applications into
geospatial solutions.
The primary goal for S-100 is to support a greater variety of hydrographic-related digital data
sources, products, and customers. This includes the use of imagery and gridded data,
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enhanced metadata specifications, unlimited encoding formats and a more flexible

maintenance regime. This enables the development of new applications that go beyond the
scope of traditional hydrography - for example, high-density bathymetry, seafloor
classification, marine GIS, et cetera. S-100 is designed to be extensible and future
requirements such as 3-D, time-varying data (x, y, z, and time) and Web-based services for
acquiring, processing, analysing, accessing, and presenting hydrographic data can be easily
added when required.
The S-100 development and maintenance process is specifically aimed at allowing direct
input from non-IHO stakeholders, thereby increasing the likelihood that these potential users
will maximise their use of hydrographic data for their particular purposes.
S-100 will eventually replace S-57 the established IHO Transfer Standard for Digital
Hydrographic Data. Although S-57 has many good aspects, it has some limitations:
S-57 has been used almost exclusively for encoding Electronic Navigational Charts
(ENCs) for use in Electronic Chart Display and Information Systems (ECDIS).
S-57 is not a contemporary standard that is widely accepted in the GIS domain.
It has an inflexible maintenance regime. Freezing standards for lengthy periods is

counter-productive.
As presently structured, it cannot support future requirements (e.g., gridded

bathymetry, or time-varying information).
Embedding the data model within the encapsulation (i.e., file format) restricts the
flexibility and capability of using a wider range of transfer mechanisms.
It is regarded by some as a limited standard focused exclusively for the production

and exchange of ENC data.
The transition from S-57 to S-100 will be carefully monitored by the IHO to ensure that
existing S-57 users, particularly ENC stakeholders are not adversely affected. S-57 will
continue to exist as the designated format for ENC data for the foreseeable future.
In the meantime, all existing and potential users of hydrographic information and data are
encouraged to use S-100 as the basis for new applications, seeking input to the further
development of the standard if their particular requirements are not yet catered for.
S-101
S-101 Product Specification for the Electronic Navigational Chart
S-101 is a new Product Specification for the Electronic Navigational Chart. It is currently under
development by the IHO Transfer Standards and Maintenance Applications Development
Working Group (TSMAD). S-101 ENCs will remain, fundamentally, the basic navigation tool
for ECDIS and therefore most of the features of the S-57 ENC are retained. However, using the
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experience and stakeholder feedback gained over a number of years many new concepts and
constructs have been developed, aimed at improving the efficiency of the data and improving the
user experience. Many of the changes may appear obscure or innocuous, but taken as a
whole they will ensure that S-101 is, to a large extent future-proofed, unlike S-57 which is
becoming ever more unmanageable.
S-52
IHO Publication S-52 was developed in conjunction with the IMO Performance Standards for
Electronic Chart Display and Information System (ECDIS). It provides specifications and guidance
regarding the issuing and updating of Electronic Navigational Charts (ENC), and their display in
ECDIS. S-52 comprises a number of separate documents, as follows:
The S-52 Main Document provides general rules on the issuing of ENCs. It includes, as Annex A,
the IMO Performance Standards for ECDIS (PS) and three separate appendices, which are
presented below.
Appendix 1 - Guidance on Updating the ENC. Available in English and French. Provides
guidance on ENC updating.
Appendix 2 - Colour and Symbol Specifications for ECDIS. Available in English. Specifies
how to display an ENC on ECDIS, in terms of symbols and colours. Its annex A, the IHO
Presentation Library for ECDIS, is published separately
IHO Presentation Library (PRESLIB) for ECDIS - Provides details and procedures for
implementing the display specifications contained in S-52 Appendix 2, by decoding and
symbolizing the elements of the SENC. New editions of the IHO ECDIS Standard S-52,
Appendix 2, Colours & Symbols Specifications and its Annex A, the IHO Presentation
Library for ECDIS were released in 2008.
S-52 is complemented by IHO Publication S-64 - (Test Data Sets for ECDIS). The IHO Test
Data Sets (TDS) for ECDIS, are used in conjunction with the IEC Standard 61174 for
testing/type approval purposes. It is composed of:
ENC Test Data Sets and the associated ECDIS graphic plots; and
RNC Test Data Sets.
S-63
S-63 describes the IHO recommended standard for the protection of ENC information. It defines
security constructs and operating procedures that must be followed to ensure that the IHO Data
Protection Scheme is operated correctly and to provide specifications that allow participants to
build compliant systems.
The IHO Data Protection Standard has been developed and is maintained by the International
Hydrographic Organisation's (IHO) Data Protection Scheme Working Group (DPSWG).
Edition 1.0 of the S-63 standard is based on the protection scheme developed and operated by
Primar as part of their protected ENC service. The Standard was adopted as the official IHO
standard by the IHO Member States in December 2002, when it was also agreed that the role of
Security Scheme Administrator (SA) be transferred to the IHO.
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The S-63 standard defines roles and responsibilities in the protection of ENC data produced by
HO's and distributed to ECDIS systems.
In particular the standard meets the requirements of the
Data Server (organisation providing ENC Services protected by the scheme),
OEM (ECDIS Manufacturer) and
Data Client (end user of the system using the ENCs
S-61
IHO Special Publication S-61 "Raster Nautical Chart Product Specification" provides guidelines for
the production of raster data.
IMO resolution MSC.86(70) permits ECDIS equipment to operate in a Raster Chart Display
System (RCDS) mode in those areas where Electronic Navigational Charts are no yet available.
The RCDS mode of operation is described in Appendix 7 of the IMO Performance Standards for
ECDIS.
S-68
It specifies the checks that, at a minimum, producers of ENC validation tools should include in
their validation software. This software will be used by hydrographic offices to help ensure that
their ENC data are compliant with the S-57, Appendix B1 ENC Product Specification. The
checklist has been compiled for the IHO from lists of checks provided by a number of
hydrographic offices and software companies. The document will be maintained by means of
new editions.
ENC validation software checks that the data are in conformance with the S-57 ENC
Product Specification. Any violations are categorised as either errors or warnings. Errors
are defined as more serious discrepancies or violations. For example, the data may not
conform to one of the mandatory requirements of the ENC Product Specification. Warnings
identify less serious violations or suspicious data. An example would be the apparent
location of a building in the sea. The various checks in this document have been
categorised with these definitions in mind.
In order to assist software developers, those checks that have been removed from S58,
Editions 1.0,
2.0 and 3.0, have been retained in Edition 4.0 as struck out text
strings.
Note: Within this document the word "overlap" is used. In the context of this document,
this means:
for two objects of type Area, that their geometric primitives have a certain area in
common (there is no overlap when they touch at a point or along an edge),
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for an object of type Line and an object of type Area, that the line object has a part of one
of its edges lying within the geometric primitive of the area object (there is no overlap when
they touch at a point or along an edge).
International Electrotechnical Commission requirements

The International Electrotechnical Commission (IEC) has identified and described the necessary
performance tests and checks for an IMO-compliant ECDIS. IEC Publication 61174 is the basis for
type-approval specifications related to operational methods of testing and required test results for
an IMO-compliant ECDIS.
IEC 61174 is used as the basis for type-approval/recognition by Maritime Safety Administrations
for an IMO-compliant ECDIS.
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Producing Electronic Chart

Electronic Chart Data
Raster Navigation Charts(RNC).
A Raster is a scanning pattern of parallel lines that form the display of an image. Each point on
the image is defined by its line number and the number of picture elements (Pixels) along the line
from the start reference point.
A Raster Chart is therefore a chart wherein every pixel that makes up the image is associated with
the geographical position that it represents and has a unique identity, allowing the computer
graphics function to rebuild the original image for display. A raster chart is early rendered. The
source data is analysed by a hydrographic office and the chart is drawn by a cartographer. The
final image is decided by a cartographer and this image is captured for display on a computer
screen.
RNCs are raster charts that conform to IHO specifications and are produced by digitally scanning
and geo-referencing the image of a paper chart.
The image may be either the finished chart itself or the stable colour bases used in the multi-colour
printing process. The resulting digital file may then be displayed in an electronic navigation system
where the vessel's position, generally derived from electronic position fixing systems, can be
shown.
Since the displayed chart data are merely a digital photocopy of the original paper chart, the image
has no direct "intelligence" (by which we mean the intrinsic chart data cannot be interrogated or
analysed to trigger alarms or warnings).
However, because the image is geo-referenced, a mariner can still indicate positions on the chart
at which a warning will be activated, creating a so called Intelligent Raster
All forms of Raster suffer from Sampling Error: what
means is that the 1:1 ratio of chart to display will
show the original data in its original form. However,
doubling the scale ratio to 2:1 (zooming out) will
result in data points being piled on top of each other
of the original area with a consequent loss of
readability. Halving the ratio (1:2) has the opposite
effect; what data there is becomes spread out over
times the original area with a consequent loss of
definition. This effect is sometimes called Pixilation
can be seen in the images of the figure 2.
Under scale 1:1
Overscale
that
in
4
and
Some believe the original paper charts are often

very
difficult to improve in key respects. They are created to the best scale, cover the best area, display
just the right amount of data, with just the right level of detail because they have been refined over
many years to give the mariner exactly what they need for certain purposes. As a consequence,
raster charts, which are facsimiles of the original charts, should make a good choice for a
navigation system. Without any user intervention they display navigational information with just the
right level of consistent detail.
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They are also familiar, a factor which should not be underestimated. Familiarity helps enormously
with ease of use and also has significant safety implications - although it seems likely that new and
younger mariners less steeped in grand traditions may be less affected by this.
Electronic Navigational Charts (ENC).
A Vector is a line with the attributes of direction and length; it can be considered as being
represented only by its initial reference point and the end point: in other words, the end point can
define a pixel on the display equipment.
A Vector chart, therefore, represents each item of data by defining the required data type and its
associated vector. Ultimately, then, all RNCs and ENCs are displayed by the computer in exactly
the same way, the difference lying in how the image is constructed.
The data is stored in a series of tables in formats defined by the IHO standards; these tables have
relationships with each other and together form a database of data points which becomes the
System Electronic Navigation Chart (SENC). It is from the SENC that the computer generates the
image displayed on the screen.
ENCs are vector charts that conform to IHO
specifications, as contained in Publication
S-57. They are compiled from a database
of individual items ('objects') of digitised
chart data which can be displayed as a
seamless chart.
Compared to Raster Charts, vector chart is
late rendered. In this case the
hydrographic office collates a set of data
which can be used to generate a chart
image. However, the image is drawn by the
computer and this is not actually done until
just before it is displayed on the screen.
Buoy shapes
Using basic data stored in tables

(Libraries) to construct (Render)
a chart object
Buoy colours
Topmarks
Buoy displayed
Light
characteristics
When used in an ECDIS or some ECS, the

Position
data can be reassembled to display either
an entire chart image or a user-selected combination of chart data. ENCs are "intelligent" in that
systems using them can be programmed to give warning of impending danger in relation to charted
information and the vessel's position and movement.
The way in which the chart is reassembled is under the control of the user: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 geographical areas and
all circumstances. It is not intended to be sufficient for safe navigation.
o
o
o
o
o
o
Coastline
Ship safety contour
Indications of isolated dangers above least depth (includes underwater and exposed
dangers)
Traffic routing systems
Scale, range, orientation, display mode
Units of depth and height
Standard display means the SENC information that should be shown when a chart is first
displayed on ECDIS. The level of the information it provides for route planning or route
monitoring may be modified by the mariner according to the mariner's needs.
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o
o
o
o
o
o
o
Drying lines
Indication of fixed and floating aids to navigation
Boundaries of channels and fairways
Visual and radar conspicuous features
Prohibited and restricted areas
Chart scale boundaries
Indication of cautionary notes
Full (All, Enhanced) display means all the available SENC information is used in the
rendering. This can result in overcrowding and loss of readability and should be used with
caution
User level represents the SENC information selected by the user, and additional information
the user has added to the ENC, for example to show a survey area or to mark the position of
temporary buoys. Other examples include
o
o
o
o
o
o
o
o
o
o
Spot soundings
Submarine cables and pipelines
Ferry routes
Details of all isolated dangers
Details of aids to navigation
ENC edition date
Geodetic datum
Magnetic variation
Graticule
Place names
Data quality
Chart Base Data is the original data from which the ENC is rendered. At the UK Hydrographic
Office, and many other national Hydrographic Offices, vector data (ENC) is created by tracing over
the raster data. The significance of this cannot be overstated. The best quality image possible from
this data can only ever approach the original raster image. When the electronic navigation chart
(ENC) is displayed, with all possible display options enabled, the total amount of display information
will still only approximate to that available from the raster image.
It follows therefore that the ENC can only ever be as accurate as the base data from which it is
constructed, and if the survey was last conducted in 1898 then the ENC will only be that accurate.
In order to allow the mariner to make an assessment of the quality of the data, one library contains
the Category Zone of Confidence (CATZOC).
CATZOC
CATZOC allows a hydrographic authority to encode data against five categories (A1,A2, B,C,D) and
a sixth category (U) for data which has not been assessed.
The categorisation is based on Position Accuracy, Depth Accuracy and Sea Floor Coverage
The allocation of a ZOC indicates that particular data meets minimum criteria for position and depth
accuracy and seafloor coverage.
ZOC categories reflect a charting standard and not just a hydrographic survey standard. Depth and
position accuracies specified for each ZOC category refer to the errors of the final depicted
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soundings and include not only survey errors but also other errors introduced in the chart production
process.
Data may be further qualified by Object Class "Quality of Data" (M_QUAL) sub-attributes as follows
(Acronyms in brackets refer to the library names in the database):
a) Positional Accuracy (POSACC) and Sounding Accuracy (SOUACC) may be used to
indicate that a higher position or depth accuracy has been achieved than defined in the
ZOC Table (e.g. a survey where full seafloor coverage was not achieved could not be
classified higher that ZOC B; however, if the position accuracy was, for instance, 15
metres, the sub-attribute POSACC could be used to indicate this).
b) Swept areas where the clearance depth is accurately known but the actual seabed
depth is not accurately known may be accorded a "higher" ZOC (i.e. A1 or A2)
providing positional and depth accuracies of the swept depth meets the criteria in this
Table. In this instance, Depth Range Value 1 (DRVAL1) may be used to specify the
swept depth. The position accuracy criteria apply to the boundaries of swept areas.
c) SURSTA, SUREND and TECSOU may be used to indicate the start and end dates of
the survey and the technique of sounding measurement.
Position accuracy
Position Accuracy refers to the accuracy of depicted soundings with respect to the given datum.
It is the cumulative error and includes survey, transformation and digitizing errors etc. Position
accuracy need not be rigorously computed for ZOCs B, C and D but may be estimated based on
type of equipment, calibration regime, historical accuracy etc.
Significant seafloor features:

Significant seafloor features are defined as those rising above depicted depths by more than:
Depth
Significant Feature
a.
<40m
2m
b.
>40m
10% depth
A full seafloor search indicates that a systematic survey was conducted using detection systems,
depth measurement systems, procedures, and trained personnel designed to detect and measure
depths on significant seafloor features. Significant features are included on the chart as scale
allows. It is impossible to guarantee that no significant feature could remain undetected, and
significant features may have become present in the area since the time of the survey.
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Definitions - ZOC Table:

1
ZOC
Position
Accuracy
Depth Accuracy
Seafloor Coverage
Typical Survey Characteristics
=0.50 + 1%d
A1
Depth
Accuracy(m) Full area search
(m)
5m+
undertaken. Significant
10
0.6
5% depth
seafloor features detected
30
0.8
and depths measured.
100
1.5
1000
10.5
Controlled, systematic survey high position
and depth accuracy achieved using

DGPS or a minimum three high quality
lines of position (LOP) and a multibeam,
channel or mechanical sweep system.
= 1.00 + 2%d
A2
20 m
Depth
Accuracy(m) Full area search
(m)
undertaken. Significant
10
1.2
seafloor features detected
30
1.6
and depths measured.
100
3.0
1000
21.0
Controlled, systematic survey achieving
position and depth accuracy less than

ZOC A1 and using a modern survey
echosounder and a sonar or mechanical
sweep system.
= 1.00 + 2%d
50 m
Depth
Accuracy(m) Full area search not
(m)
achieved; uncharted
features, hazardous to
10
1.2
surface navigation are not
30
1.6
100
3.0
expected but may exist.
1000
21.0
Controlled, systematic survey achieving
similar depth but lesser position accuracy

less than ZOC A2 and using a modern
survey echosounder, but no sonar or
mechanical sweep system.
= 2.00 + 5%d
500 m
Depth
Accuracy(m)
(m)
Full area search not
Low accuracy survey or data collected on
achieved, depth anomalies an opportunity basis such as soundings
10
2.5
may be expected.
on passage.
30
3.5
100
7.0
1000
52.0
Full area search not

Worse
achieved, large depth
than ZOC Worse than ZOC C
anomalies may be
C
expected.
Unassessed - The quality of the bathymetric data has yet to be assessed.
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Poor quality data or data that cannot be

quality assessed due to lack of
information.
CD
Datums
Horizontal datums used
Recent developments have seen the WGS 84 have minute changes each year
( centimetres) and in order to work with high accurate positioning systems such as surveys
these changes have been included in UK charts and also European HOs - to a common
datum equivalent to the World Geodetic System 1984 (WGS 84) Datum for Europe,
namely European Terrestrial Reference System 1989 (ETRS 89) Datum.
However, Raster charts whose equivalent paper chart have not been converted to WGS
84 will have a correction to apply to satellite derived positions.
Vertical datums
These vary depending upon the survey but commonly used datums are MHWS, HAT.
Interogating the relevant chart will indicate which datum has been used.
Depths etc require interrogation again on the chart to find out what datum has been used
ie MLWS, LAT
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M_QUAL, M_POINTS
Definition: An area within which a uniform assessment of the quality of the data exists.
The M_QUAL attribute of the survey data allows a quick and user friendly indication of the quality of
the displayed data to be presented to the user on the screen, via a display of M_POINTS.
The M_POINTS are displayed as an inverted triangle or rectangle containing 2 to 6 stars or the
letter U, where 6 stars represent CATZOC A1, 5 stars CATZOC A2 and so on until U represents
CA
TZ
A1 = 6 Stars = Very reliable
Bathymetry
OC
A2 = 5 Stars = Reliable
U.
data quality
B = 4 Stars = Use caution

C = 3 Stars = Unreliable
D = 2 Stars = Avoid
U = Unassessed
Survey Geodetic Datum

The typical primary position fixing system interfaced to ECDIS is the Global Positioning System
(GPS) which primarily uses the World Geodetic Survey of 1984 (WGS84) as the reference datum.
Not all charts, however, are constructed to the same datum and therefore it is possible for there to
be a datum mismatch between the GPS and the SENC. The IMO performance standard requires
that the ECDIS functions include an alarm to bring this to your attention.
How are ENCs named?

Each ENC is identified by an 8 character identifier e.g. FR501050. The first two characters indicate
the producer e.g. FR for France, GB for Great Britain (a complete list of producer codes is included
in the IHO standard S-62). The third character (a number from 1 to 6) indicates the navigational
purpose band (as shown in the table 1). The last 5 characters are alphanumeric and provide a
unique
identifier.
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Sensors and sensor interfaces

Merely having the SENC database does allow route planning but does not permit the navigator to
perform route monitoring with any great ease; he or she is, in effect, reduced to plotting visual or
radar bearings manually onto the ECDIS, a task considerably more laborious than plotting the
same bearings on a paper chart. Taking into consideration that ECDIS is supposed to reduce the
workload, not increase it, some form of direct electronic interfacing with other electronic navigation
aids is called for
NMEA 2000
NMEA 2000 is a specification for a marine data communication between marine electronic devices
such as depth finders, nautical chart plotters, navigation instruments, and GPS receivers. It has
been defined by, and is controlled by, the US based National Marine Electronics Association
(NMEA).
NMEA 2000 connects devices using Controller Area Network (CAN) technology based on the SAE
J1939 high-level protocol, but using its own messages.
NMEA 2000 (IEC 61162-3) can be considered a successor to the NMEA 0183 (IEC 61162-1) serial
data bus standard. It has a significantly higher data rate (250k bits/second vs. 4800 bits/second for
NMEA 0183). It uses a compact binary message format as opposed to the ASCII serial
communications protocol used by NMEA 0183 allowing support of a disciplined multiple-talker,
multiple-listener data network; conversely NMEA 0183 required a single-talker, multiple-listener
(simplex) serial communications protocol which significantly reduced the amount of data handling
capability.
Navigation Sensors interfaced to ECDIS

GPS
Global Positioning System (GPS)
GPS is a space-based global
navigation satellite system that
provides reliable location and time
information in all weather and at
all times and anywhere on or near
the Earth when and where there is
an unobstructed line of sight to
four or more GPS satellites.
It is maintained by the United
States government and is freely
accessible by anyone with a GPS
receiver.
GPS consists of three parts: the space segment, the control segment, and the user segment.
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The U.S. Air Force develops, maintains, and operates the space and control segments.
GPS satellites broadcast signals from space, which each GPS receiver uses to calculate its threedimensional location (latitude, longitude, and altitude) plus the current time.
o
o
o
The space segment is composed of 24 to 32 satellites in medium Earth orbit and also
includes the boosters required to launch them into orbit.
The control segment is composed of a master control station, an alternate master control
station, and a host of dedicated and shared ground antennas and monitor stations.
The user segment is composed of hundreds of thousands of U.S. and allied military users
of the secure GPS Precise Positioning Service, and tens of millions of civil, commercial,
and scientific users of the Standard Positioning Service
A GPS receiver calculates its position by precisely timing the signals sent by GPS satellites
high above the Earth. Each satellite continually transmits messages that include
the time the message was transmitted
precise orbital information (the ephemeris)
the general system health and rough orbits of all GPS satellites (the almanac).
The receiver utilizes the messages it receives to determine the transit time of each message and
computes the distances to each satellite. These distances along with the satellites' locations are
used to compute the position of the receiver. This position is then displayed, perhaps with a
moving map display or latitude and longitude; elevation information may be included. Many GPS
units show derived information such as direction and speed, calculated from position changes.
Three satellites might seem enough to solve for position, since space has three dimensions and a
position near the Earth's surface can be assumed. However, even a very small clock error
multiplied by the very large speed of lightthe speed at which satellite signals propagateresults
in a large positional error. Therefore receivers use four or more satellites to solve for the receiver's
location and time. The very accurately computed time is effectively hidden by most GPS
applications, which use only the location.
RAIM Receiver Autonomous Integrity Monitoring.
The corrected, accurate time can be used by the receiver to validate the orbital accuracy of each
satellite visible to the receiver, which is generally many more than the basic four. The same time
correction is applied to each received signal and should result in the same fix position; if it does not
it indicates a fault in that particular received signal, and the receiver will disregard that satellite for
all future calculations. Whilst not especially vital for commercial GPS operation this function is
critical for AIS where very accurate timing is the essential core of the system.
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GPS Errors
Ionosphere and troposphere delays
The satellites radio signal slows as it passes through the atmosphere. The GPS system uses a
built-in model that calculates an average amount of delay to partially correct for this type of error.
Signal multi-path
This occurs when the GPS radio signal is reflected off objects such as large topographical objects
and surfaces before it reaches your receiver. This effectively increases the travel time of the GPS
radio signal, thereby causing errors.
Orbital errors
These are also known as ephemeris errors, and are inaccuracies of the satellites reported
location. This could be, for example, due to the satellites orbit precessing in azimuth.
Number of satellites visible
The more satellites your GPS receiver can see, the greater the accuracy.
Satellite geometry/shading
This refers to the relative position of the satellites at any given time.
Ideal satellite geometry exists when the satellites are located at wide angles relative to each other,
giving a position based on a wide angle of cut from several position lines. The degree of
confidence in a positional cut is called the Horizontal Dilution of Precision (HDOP). With a full
working constellation HDOP should not be an issue, but future satellite failures could reduce the
available position lines to an unsatisfactory degree
Selective Availability (SA) - intentional degradation of the satellite signal
Selective availability (SA) is an intentional degradation of the signal once imposed by the US
Department of Defence.
SA was intended to prevent military adversaries from using the highly accurate GPS system. The
US government set SA to a zero value in May 2000, which significantly improved the accuracy of
civilian GPS receivers.
However, this degradation could be re-introduced at any time by the US government.
Differential GPS (DGPS)

Initially introduced as a means of avoiding Selective Availability, DGPS is now used to give
enhanced accuracy for Civilian Users
The principle of DGPS is simple. A fixed location on the Earth knows exactly where it is, and
compares that with where GPS thinks it is. This correction is then broadcast, users receive all the
corrections, and the receivers apply the relevant corrections to the appropriate satellite
calculations.
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Satellite-based augmentation system

A satellite-based augmentation system (SBAS) is a system that supports wide-area or regional
augmentation through the use of additional satellite-broadcast messages. Such systems are
commonly composed of multiple ground stations, located at accurately-surveyed points. The
ground stations take measurements of one or more of the GNSS satellites, the satellite signals, or
other environmental factors which may impact the signal received by the users.
Using these measurements, information messages are created and sent to one or more satellites
for broadcast to the end users. While SBAS designs and implementations may vary widely, with
SBAS being a general term referring to any such satellite-based augmentation system, under the
International Civil Aviation Organization (ICAO) rules a SBAS must transmit a specific message
format and frequency which matches the design of the United States' Wide Area Augmentation
System.
Satellite broadcast DGPS

As for terrestrial DGPS except that the corrections are broadcast to subscribers by Inmarsat or
other commercial communications providers
Ground Based Augmentation Systems

Similar to satellite based systems, GBAS can give centimetre accuracies but only on ranges of up
to 20 km from the transmitters.
eLORAN Eurofix (developmental)

eLORAN also includes additional pulses which can transmit auxiliary data such as DGPS
corrections. By piggybacking the DGPS signal onto the LORAN signal, and using the eLORAN
data to augment the GPS, effective DGPS can be obtain up to 400km from the base station.
ferential
24 hours
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GLONASS
GLONASS, which confusingly stands for Global
Navigation Satellite System, is a Soviet Russian
system with significant similarities to GPS, but
also some significant differences. GLONASS
uses a constellation of 24 satellites in 3 orbital
planes at 65 degree inclination (compared to the
6 orbital planes at 55 degree inclination of GPS).
The higher orbital inclination is better suited to
position fixing at high latitudes than GPS, so in
the post Cold War era, co operation between the
two systems began the process that would lead
to a true Global Navigation Satellite System
(GNSS)
Its operating principle is very similar to that of GPS, although it requires dual frequency receivers.
Other Global Navigation Satellite Systems (developmental)

European Space Agency / European Union GALILEO
The European Union were concerned that the US Military had effective control over what was
rapidly becoming an essential global resource, and determined to derive a system that would both
overcome the perceived risks and be an opportunity to invest in new equipment
There will be total interoperability between the European and US systems (an agreement between
the European Union and the United States was signed in June 2004 at the EU-US summit in
Dublin) and the Russian system GLONASS.
Testing has shown accuracies of better than 1 metre can be routinely achieved.
The Galileo Space Segment will comprise a constellation of a total of 30 Medium Earth Orbit
(MEO) satellites, of which 3 are spares, in a so-called Walker 27/3/1 constellation.
Compass / Beidou 2
COMPASS is the new Chinese Global Satellite System, using a computation method similar to
Galileo and a constellation of up to 30 satellites in a global arrangement that complements the
other existing systems and includes Geosynchronous satellites. It is planned to offer services to
customers in Asia-Pacific region by 2012 and the global system should be finished by 2020.
On November 2, 2006, China announced that from 2008 BeiDou would offer an open service with
an accuracy of 10 meters, timing accuracy of 0.2 nanoseconds, and speed determination accuracy
of 0.2 meter/second.
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eLORAN (developmental)
With the perceived vulnerability of GNSS systems, and their own propagation and reception
limitations, renewed interest in LORAN applications and development has appeared. Enhanced
LORAN, also known as eLORAN or E-LORAN, comprises an advancement in receiver design and
transmission characteristics which increase the accuracy and usefulness of traditional LORAN.
With reported accuracy as good as 8 meters the system becomes competitive with unenhanced
GPS.
eLORAN also includes additional pulses which can transmit auxiliary data such as DGPS
corrections (Eurofix system). eLORAN receivers now use "all in view" reception, incorporating
signals from all stations in range, not solely those from a single chain, incorporating time signals
and other data from up to 40 stations. These enhancements in LORAN make it adequate as a
substitute for scenarios where GPS is unavailable or degraded.
eLoran meets a set of worldwide
standards and operates wholly
independently
of
GPS,
GLONASS, Galileo, or any future
GNSS. Each users eLoran
receiver will be operable in all
regions where an eLoran service
provided. eLoran receivers shall
work automatically, with minimal
user input.
is
The eLoran system comprises

control
centres,
transmitting
stations and monitoring sites.
eLoran
transmissions
are
synchronized to an identifiable,
publicly-certified,
source
of
Coordinated
Universal
Time
(UTC) by a method wholly
independent of GNSS. This
allows the eLoran Service
Provider to operate on a time
scale that is synchronized with
operates independently of GNSS
time scales allowing receivers to
employ a mixture of eLoran and
satellite signals.
but
The principal difference between eLoran and traditional Loran-C is the addition of a data channel
on the transmitted signal. This conveys application-specific corrections, warnings, and signal
integrity information to the users receiver..
A monitoring network will be established to provide real-time maritime differential corrections and
provide warnings for aviation users.
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Echo Sounder
Echo sounders grew out of SONAR (SOund Navigation And Ranging), which was developed as an
aid to Submarine detection.
An echo-sounder sends an acoustic pulse directly downwards to the seabed and records the
returned echo. The signal is generated by a transducer that emits an acoustic pulse and then
listens for the return signal.
The time for the signal to return is recorded and converted to a depth measurement by calculating
the speed of sound in water. At the assumed speed of sound in water of 1,500 metres per second,
the time interval, measured in milliseconds, between the pulse being transmitted and the echo
being received, allows bottom depth and target depths to be measured.
Errors
Reflection, attenuation or refraction of sound waves
Different water layers could have:Different temperature or density causing reflection
Different speed of sound causing timing errors
Different speed of sound causing refraction of the beam
Suspended particles causing reflection
Suspended particles absorbing acoustic energy causing attenuation
Suspended particles causing dispersion of acoustic energy
Gradual changes of boundaries
Second Trace Echoes
Where the seabed is a particularly strong reflector, second
echoes may appear for one of two reasons:-
trace
Aeration
Transducers rely on the acoustic transmission qualities of water. If air bubbles surround the
transducer, two things occur:Most of the energy is reflected by the air bubbles
Most of what is left is significantly attenuated
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Pythagoras Error
Many large vessels have transducers which are
between transmit and receive functions.
Not only does this mean the transducers can be
optimised for their role, rather than being a
compromise, it also means that several receive
locations can be fitted allowing depth readings at,
example, bow, midships and stern.
It also means, however, that the path from
transmitter to receiver is now considerably
deviated from the true vertical. This creates a
greater travel distance, causing the depth reading
be greater than the real depth.
split
for
to
Draft and Tide

By definition, the echo sounder can only calculate
depth below the transducer.
the
If the transducer is set significantly forward, and

vessel well trimmed (such as a tanker in ballast),
may not be the deepest part of the ship.
the
this
If the sounder is set to read depth below sea level,

draft must be correctly entered for the position of
transducer.
the
the
The height of Tide must also be calculated before

observed depth can be applied to the charted
depth.
the
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The Doppler Log

The Doppler speed log measures ship's speed by using the Doppler Effect, which is observed as a
frequency shift resulting from relative motion between a transmitter and receiver or reflector of
acoustic or electromagnetic energy.
A common example of the Doppler Effect is a train. When a train is approaching, the whistle has a
higher pitch than normal, when it is receding the pitch is lower than normal. You can hear the
change in pitch as the train passes.
A moving object is catching up with the sound waves ahead of it, and escaping from the ones
behind it. An independent observer sees this as a reduction in wavelength, and hence an increase
in frequency ahead of the object, and the converse behind it.
The Single Axis Janus Configuration Doppler Log has a pair-beam, one directed in the fore
direction and the other in the aft direction, which emits ultrasonic waves at a particular angle to the
waterline towards ships fore and aft directions. The frequency of the received signal is then
compared with that of the transmitted frequency to measure Doppler shift to calculate ships
speed. The use of two transducer heads in the Janus Configuration means that any vertical
motion of the ship can be calculated out as vertical motion will effect both the fore and aft beams
by an identical amount
A dual axis system places a second grouping of Janus configured transducers in an athwartships
direction allowing for the calculation of a vessel's speed when moving sideways through the water,
as in docking. The beam width of the athwartship installation is about 8 degrees to account for the
possibility of a vessel's rolling.
Trim of up to 3 degrees and rolling up to 8 degrees cause negligible changes in the resultant
speed and can be discounted. Changes in temperature and salinity can affect the beam speed of
propagation but the relative change of frequency should not be greatly affected by salinity;
temperature is usually calculated out by monitoring the output from a temperature sensor in the
transducer head. Speed accuracy of better than 0.05 knots can be obtained if automatic
temperature compensation is included.
Ground track and Water Track
Due to the high frequency used in Doppler Sonar, rapid attenuation of the signal takes place, and
beyond approximately 600 metres water depth the signal can no longer be relied upon to be
returned accurately. Between 300 and 400 metres a layer of water known as the Deep Scattering
Layer causes intense signal attenuation, refraction and diffraction.
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In deep water conditions the log can be switched to Water Tracking which uses a layer of water
typically 5 metres below the transducer by means of a technique called Windowed Reception. This
gives speed through the water and as such is directly comparable with other bottom logs; ground
tracking on the other hand gives speed over the ground and is directly comparable with GPS and
other ground referenced navaids..
Errors
There are primarily five errors to be aware of when using the Doppler system with ECDIS:
1. Transducer orientation error caused when the pitching or rolling of the vessel becomes
excessive
2. Vessel motion error caused by excessive vibration of the vessel as it moves through the
water
3. Velocity of sound errors due to changes in water temperature or density due to salinity and
particle content
4. Signal loss errors caused by attenuation of the vibrations during transit through the water or
upon reflection from the bottom, or by aeration around the transducer, particularly when
going astern
5. Mode Error: When Water Track speed is being fed to the ECDIS both Course and Speed
over the ground and through the water can be displayed; conversely, if the Doppler Log is
ground tracking any divergence between the ground and water tracks displayed on the
ECDIS only represents small differences in the GPS and the Doppler Log calculations of
Ground Track.
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AIS
What is the Automatic Identification System (AIS)?
A shipboard radar or an electronic chart display that includes a symbol for every significant ship
within radio range. The AIS is a shipboard broadcast system that acts like a transponder,
operating in the VHF maritime band that is capable of handling well over 4,500 reports per minute
and updates as often as every two seconds. It uses Self-Organizing Time Division Multiple Access
(SOTDMA) technology to meet this high broadcast rate and ensure reliable ship-to-ship operation.
By "clicking" on a ship symbol, you can learn the ship name, course and speed, classification, call
sign, registration number, MMSI, and other information. Manoeuvring information, closest point of
approach (CPA), time to closest point of approach (TCPA) and other navigation information can
also be available, but this is intrinsically less accurate than other navaids such as GPS or ARPA
(in many cases relies wholly on information the transmitting station has uploaded) and hence
should never be used for anti collision or navigation.
What AIS Broadcasts
A Class A AIS unit broadcasts the following information every 2 to 10 seconds while underway,
and every 3 minutes while at anchor at a power level of 12.5 watts. The information broadcast
includes:
MMSI number - unique referenceable identification
Navigation status (as defined by the COLREGS )
Rate of turn - right or left, 0 to 720 degrees per minute (input from rate-of-turn indicator)
Speed over ground - 1/10 knot resolution from 0 to 102 knots
Position accuracy - differential GPS or other and an indication if (Receiver Autonomous
Integrity Monitoring) RAIM processing is being used
Longitude - to 1/10000 minute and Latitude - to 1/10000 minute
Course over ground - relative to true north to 1/10th degree
True Heading - 0 to 359 degrees derived from gyro input
Time stamp - The universal time to nearest second that this information was generated
In addition, the Class A AIS unit broadcasts the following information every 6 minutes:
MMSI number - same unique identification used above, links the data above to
described vessel
IMO number - unique referenceable identification (related to ship's construction)
Radio call sign - international call sign assigned to vessel, often used on voice radio
Name - Name of ship, 20 characters are provided
Type of ship/cargo - there is a table of possibilities that are available
Dimensions of ship - to nearest meter
Location on ship where reference point for position reports is located
Type of position fixing device - various options from differential GPS to undefined
Draught of ship - 1/10 meter to 25.5 meters [note "air-draught" is not provided]
Destination - 20 characters are provided
Estimated time of Arrival at destination - month, day, hour, and minute in UTC
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What You See With AIS

With this information, you can call any ship over VHF radiotelephone by name, or you can dial it up
directly using GMDSS equipment, or you can use the AIS transceiver directly to send or receive
short safety-related email messages.
The system coverage range is similar to other VHF applications, essentially depending on the
height of the antenna. Its propagation is slightly better than that of radar, due to the longer
wavelength, so its possible to see around bends and behind islands if the land masses are not
too high. A typical value to be expected at sea is nominally 20 nautical miles. With the help of
repeater stations, the coverage for both ship and VTS stations can be improved considerably.
Hazards of AIS
Whilst the facility to display AIS data, and send / receive messages directly from the ECDIS is
undoubtedly useful, mariners must exercise caution because:The AIS data being received is only the data being uploaded by the target vessel. If they
are entering speed manually, for example, and claim their speed is 21 knots when in fact it
is 18 knots, the AIS will show 21 and the ARPA 18. If the observer is only looking at the
AIS data they will be looking at the wrong information.
The temptation exists to use AIS data and facilities to justify acting in contravention of the
Collision Regulations, for example exchanging manoeuvring information which contravenes
the respective Rule.
There is also the temptation to make assumptions based on the ECDIS display. If the AIS
states the vessel is a Bulk Carrier on passage from Liverpool to Swansea, and the ECDIS
shows them as approaching the Anglesey Traffic Separation Scheme, it is tempting to
second guess the target vessels future actions and take action or not on that basis, rather
than continuing to monitor the target vessels actual actions.
For these reasons, it is repeated.AIS must never be used for Anti Collision.
Extract from MGN 277

OPERATIONAL GUIDANCE FOR AUTOMATIC IDENTIFICATION SYSTEMS (AIS) ON BOARD
SHIP
CAUTIONARY ADVICE TO USERS OF AIS ON BOARD SHIPS
2. Mariners on craft fitted with AIS should be aware that the AIS will be transmitting own-ship
data to other vessels and shore stations. To this end they are advised to:
a. initiate action to correct improper installation;
b. ensure the correct information on the vessels identity, position, and movements
(including voyage-specific..) is transmitted; and
c. ensure that the AIS is turned on, at least within 100 nautical miles of the coastline of
the United Kingdom.
3. The simplest means of checking whether own-ship is transmitting correct information on
identity, position and movements is by contacting other vessels or shore stations.
4. Increasingly, UK Coastguard and port authorities are being equipped as AIS shore base
stations. As more shore base stations are established, AIS will be used to provide a
monitoring system in conjunction with VTS and ship reporting (SOLAS Chapter V,
Regulations 11 and 12 refer).
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The MCA has already identified the dangers of using VHF to discuss action to take
between approaching ships. (See MGN 167 Dangers in the use of VHF in collision
avoidance). Correct identification of targets by AIS does not eliminate such danger.
5. The above advice does not obviate the need to use AIS for the purposes indicated in Rule
5 of the International Regulations for Preventing Collisions at Sea, 1972. However, it is
unlikely that current targets detected through AIS would not be also detected through
efficient marine radar. AIS on radar is now approved and there are strict parameters for
association and display of targets.
6. AIS operates primarily on two dedicated VHF channels (AIS1 - 161,975 MHz and AIS2 162,025 MHz). Where these channels are not available regionally, the AIS is capable of
automatically switching to alternate designated channels.
AIS ISSUES
7. Many ship owners have opted for the least cost AIS installation to meet the mandatory
carriage requirement. By doing so, many of the benefits offered by graphic display
(especially AIS on radar) are not realised with the 3-line Minimum Keyboard Display
(MKD).
8. The Pilot Connector Socket and suitable power outlet should be located somewhere of
practical use to a marine pilot who may carry compatible AIS equipment. This should be
somewhere close to the wheelhouse main conning position. Less accessible locations in
chart rooms, at the after end of the wheelhouse are not recommended.
9. The routine updating of data into the AIS should be included in the navigating officers
checklist.
10. The quality and reliability of position data obtained from targets will vary depending on the
accuracy of the transmitting vessels GNSS equipment. It should be noted that older GNSS
equipment may not produce Course Over Ground and Speed Over Ground (COG/SOG)
data to the same accuracy as newer equipment.
11. Current guidance given on AIS in the MCA Guidance Safety of Navigation Implementing
SOLAS Chapter V (accessible from the MCA website), is reproduced as follows:
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USE OF AIS IN NAVIGATION

12. AIS is designed to be able to provide additional information to existing Radar or ECDIS
displays. Until the optimum display modes have been fully evaluated and decided upon
internationally, AIS will comprise stand alone units without integration to other displays.
13. AIS will provide identification of targets together with the static and dynamic information
listed in the IMO Guidelines para.12. Mariners should, however, use this information with
caution noting the following important points:
a. Collision avoidance must be carried out in strict compliance with the COLREGs.
There is no provision in the COLREGs for use of AIS information therefore
decisions should be taken based primarily on visual and/or radar information.
b. The use of VHF to discuss action to take between approaching ships is fraught with
danger and still discouraged. (See MGN 167 Dangers in the use of VHF in
collision avoidance) The MCAs view is that identification of a target by AIS does not
remove the danger. Decisions on collision avoidance should be made strictly
according to the COLREGs
c. Not all ships will be fitted with AIS, particularly small craft and fishing boats. Other
floating objects which may give a radar echo will not be detected by AIS.
d. AIS positions are derived from the targets GNSS position. (GNSS = Global
Navigation Satellite System, usually GPS). This may not coincide exactly with the
radar target. 2 3
e. Faulty data input to AIS could lead to incorrect or misleading information being
displayed on other vessels. Mariners should remember that information derived
from radar plots relies solely upon the data measured by the own ships radar and
provides an accurate measurement of the targets relative course and speed, which
is the most important factor in deciding upon action to avoid collision. Existing ships
of less than 500 gt. which are not required to fit a gyro compass are unlikely to
transmit heading information.
f. A future development of AIS is the ability to provide synthetic AIS targets and virtual
navigation marks enabling coastal authorities to provide an AIS symbol on the
display in any position. Mariners should bear in mind that this ability could lead to
the appearance of virtual AIS targets and therefore take particular care when an
AIS target is not complemented by a radar target. It should be noted though that
AIS will sometimes be able to detect targets which are in a radar shadow area.
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Radar
Measurement of distance (the Range)
One of the prime uses of radar is the determination of range, or the distance between an observer
and a distant object (target). Travel time is the time the radiated radio wave takes to travel out from
the observer and be reflected back from a distant target measured in seconds.
The electromagnetic energy is radiated in the form of a train of rectangular pulses, each of a very
short time duration. Rectangular pulses are chosen because the leading edge of the transmitted
pulse being vertical ensures that the leading edge of the returned pulse (echo) is vertical, allowing
accurate measurement of the time interval between the transmission and reception of a pulse is
enabled.
At the instant the pulse is transmitted a timing device is started. The pulse travels with constant
velocity until it strikes a distant object. The object will re-radiate some of the energy back towards
the origin. The re-radiated energy will travel with constant velocity until it is detected by a receiver
and the timing device stopped.
The distance travelled by the pulse can now be determined. This distance is the two way travel of
the transmitted pulse, i.e. transmitted out to the target and reflected back from the target.
Measurement of direction (the Bearing)
In addition to knowing the range of a target a navigator needs to know the bearing of the target in
relation to a fixed reference point. Once the navigator knows both the range and relative bearing of
the target its position can be determined in relation to the navigators own position.
To enable sense to be made, the beam is
referenced to some particular direction. It is
normal in marine radar to use Ships Head as
the reference direction. Directional information
relating to the target is obtained by radiating
the pulse train from a highly directional
antenna in the form of a fan shaped beam.
The antenna radiation characteristics, when
observed in the horizontal plane form a very
narrow beam (< 20), whereas when observed in the vertical plane, a very wide beam (from 200 up
to 300) is produced. This antenna rotates at approximately 30 rpm, constantly scanning a 360
degree arc of the horizon.
The Range Selector user control sets both the Pulse Length and the Pulse Repetition
Frequency (PRF) for the chosen range.
Short pulse lengths give good range discrimination but have little power and therefore are
for short range use; conversely long pulse lengths have great range but poor range
discrimination.
The greater the range scale in use, the longer the PRF must be in order to allow the echo
sufficient time to return to the scanner.
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Effect of Pulse Length on Target Range Discrimination
Effect of Pulse Repetition Frequency on Range
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Effect on bearing discrimination of Beam Width

As can be seen in the diagram, the
narrower the beam the better the
discrimination of target bearing. In
practice it is difficult to arrange for a
beam more defined than about 1.5
degrees, and hence the IMO
specification requires a bearing
discrimination of 2.5 degrees for a
type approved radar.
The vertical beam width is required
be much greater, of the order of 25
30 degrees, in order to compensate
rolling and pitching.
The IMO
specification calls for the radar to maintain target detection when rolling + 10 degrees.
to
to
for
Side Lobes
One unfortunate effect of the slotted waveguide antenna is positive and negative waveform
reinforcement at the radiation leakage at the ends of the slotted waveguide. This results in a
pattern of detection consisting of a main beam or lobe, and several smaller lobes surrounding the
antenna. At ranges above 3 miles this is not a problem, however, for targets at very low ranges the
effect is for some or all of the lobes to also display the target. It is possible for the target to actually
form a complete circle around the own ship, making determination of the bearing virtually
impossible.
The effect of Antenna Height
As radar transmissions are primarily Direct Wave in nature, the range is limited by Line of Sight;
clearly the higher the antenna the greater the range. In reality there is a small ground wave
component which follows the curvature of the Earth a little way, making the radar horizon slightly
more distant than the visible horizon.
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Blind Sectors and Antenna Siting

Correct location of the radar antenna is an important factor of the performance of the radar system.
Interference, either by reflecting constructions or other transmitters, may heavily reduce the radar
performance by creating blind sectors, clutter on the radar display or generation of false echoes.
Due care should be taken with regard to the location of radar antennas relative to other antennas
which may cause interference to either equipment. The location of the antenna should comply with
the following:
The radar antenna should be installed safely away from interfering high-power energy
sources and other transmitting and receiving radio antennas.
The lower edge of a radar antenna should be a minimum of 500 mm above any safety rail.
Radar antennas in close proximity should have a minimum vertical elevation separation.
Due care should be taken with regard to the location of radar antennas relative to masts,
funnels and other constructions.
The antenna should generally be mounted clear of any structure that may cause signal
reflections.
Blind sectors and range
To make full benefit from the radar, it is vitally important for the OOW that horizontal and vertical
blind sectors for the radar antennae are minimized. The objective is to see the horizon freely
through 360 as nearly as possible.
Reflection qualities of targets
Only a very small amount of the transmitted radar signal which strikes a target is actually returned
to the scanner and hence the receiver. The strength of the signal returned from a target depends,
separately and in combination, on the aspect, size, shape and material of which the target is
made.
The transmitted radar signal can not see around solid objects and thus only the leading edge of
such targets is displayed on the radar screen. Thus the far side of a coastal promontory can not
be seen, shapes of islands can not be determined and targets behind high ground cannot be
detected. Study the chart carefully for possible radar conspicuous objects and observe their
position and appearance on the radar on a variety of aspects and ranges in clear weather when
observations can be checked visually. Record the observations for future use.
The effect of this when using Radar Overlay on the ECDIS display is to potentially show the
land in a different orientation to that shown on the chart, leading to potential confusion.
Use of Radar Controls
The Tuning Control adjusts the output frequency from the Local Oscillator to maintain a fixed
output frequency to send to the Intermediate Frequency (IF) Amplifier. An automatic tuning
control, if fitted, reads the output
frequency and self adjusts to correct any
errors.
The main amplification occurs at the IF

Amplifier, the amount of amplification
being controlled by the
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Gain Control. If insufficient gain is applied

the signal will be too weak to
be displayed; if too much gain is applied the signal will be swamped in random noise within the
amplifier circuits themselves. A good indication of correct gain setting is to be able to only just see
the random noise, which appears as random speckling on the display.
The Brilliance Control adjusts the level of Video amplification, (which is applied to the whole
screen, not just the targets) to give a comfortable viewing level.
Various signal processing steps can
occur at the display stage:Sea Clutter (Swept Gain)
Rain Clutter (Fast Time Constant
Differentiator)
Video Signal Processing
Signal digitising and quantisation.
Sea Clutter (SWEPT GAIN circuit)
Sea clutter returns are usually weaker
than those from solid targets, so by
reducing the amplification of the returned
energy we can discriminate better between
targets and sea returns.
The swept gain circuit reduces the gain,
or amplification at the centre of the
screen only, and gradually decreases
the level of amplification outwards in
range as the control is turned up.
.
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Only the minimum amount of Sea Clutter should be used to avoid obscuring small targets. Where
small targets are expected in a region of clutter, slightly decreasing the overall gain rather than
using the sea clutter may prove more effective, but this is something which must be tried on each
occasion as a variety of circumstances make the results highly variable
A small amount of sea clutter should be left on the display to windward to serve as an indication
that the radar is in fact still working.
Rain Clutter
This control is sometimes known as the DIFFERENTIATOR or
F.T.C. (Fast Time Constant).
the
The control reduces the length of the displayed spot on the

screen, and has the effect of 'thinning out" heavy targets. This
control can assist in the detection of solid targets amid heavy
precipitation.
It can also be used effectively when in narrow channels and port
limits to thin out the solid coastline echoes so that features
such as breakwaters and jetties become more easily discerned.
When using this control it is sometimes advisable to increase
Gain setting slightly
the
Video Signal Processing (VSP)

Modern receivers use digital technology to improve picture
performance and control clutter returns, both sea and rain.
VSP takes two forms:1. Threshold Gain Setting: a level of signal return is set within the receiver (some sets make
this user adjustable). Targets which do not reach the
pre set signal strength are rejected, whilst all others are
boosted to the same maximum strength.
2. Signal Correlation: target returns are held in memory.
Threshold Gain
Any target which appears intermittently (say less than 5
Setting
sweeps out of 10) will be rejected.
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Advantages of VSP
Random and intermittent targets such as clutter are
effectively eliminated with no adverse effect on ship or
land type targets
Disadvantages of VSP
Signal
Small targets such as yachts or persons in the water
Correlation
(Search and Rescue situations), especially when in a
reasonable significant wave height, will be regarded as
spurious by the receiver and rejected. The very thing for
which you were searching is the very thing which is not
being displayed.
It follows therefore that while VSP is an effective solution
to clutter it must be used with circumspection. For this reason, radars such as the Kelvin
Hughes Nucleus offer both types of VSP (called Correlation 1 and Correlation 2) as well as
traditional sea and rain clutter controls.
Performance Monitoring
All radars which comply with the Performance Specification laid down by IMO must be fitted with a
performance monitor capable of determining any significant reduction in performance of the radar
installation.
To do this it must provide a means to readily determine a drop in performance of 10db or more
whilst the set is being used operationally, relative to the calibration level established at the time of
installation. The necessary calibration information shall be immediately available to the operator in
the form of a calibration label fixed on or near to the display unit.
When installation of the radar is completed the engineer will set up the radar to his own
satisfaction and then measure the radius of the monitor echo. This reading forms the criterion
against which the operator will compare the value he obtains when checking performance. The
engineer will then artificially induce a 10db drop in performance and record the monitor radius at
this level as well as the normal reading
Use of Radar Display Modes
Radar Overlay
One very useful feature of the ECDIS is
the ability to display the Radar image on
top of the chart image, thereby allowing
simple correlation of the observed (radar)
with the calculated (GPS), display of non
chart features (ship targets etc), and,
where enabled, ARPA data.
Control of the Radar Overlay (not the
source radar) can be exercised directly
from the ECDIS and includes adjustment
to the
Gain
Brilliance
Range / Range Rings
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Colour
Opacity
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Relative Motion
Shows own ship apparently stationary at the centre of the screen, and displays the apparent
movements of other targets as they would be seen from the bridge
Relative motion gives an impression of Risk of Collision
No indication can be gained from Relative Motion displays of targets True Course, Speed and
Aspect. In order to derive this information from a Relative Display some form of Systematic
Observation such as Radar Plotting is required.
True Motion
Shows the motion of all ships, including own ship, as they would be seen by an independent
observer such as helicopter hovering over the scene.
True Motion gives an indication of true course, speed and aspect
No indication can be gained from True Motion displays of targets CPA and TCPA. In order to
derive this information from a True Motion Display some form of Systematic Observation such as
Radar Plotting is required.
Centred True Motion
Shows an apparently Relative Motion display but shows true motion trails for other targets. A CTM
display can simultaneously display CPA, TCPA, True Course, True Speed and Aspect, but
interpreting the display requires practice.
Display Orientation
Head Up / Course Up Display
Head Up display mode is not Gyro Stabilised but represents the view that would be seen out the
wheelhouse window, offering a direct correlation between the visual scene and the radar picture.
This makes it very useful for anti collision work if no other requirements are being placed on that
set (for example, Navigation). Not being gyro stabilised means the picture will smear as the vessel
yaws or alters course.
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Course
Up
display
mode is
Gyro
Stabilise
d but still
places
the
ships
head at
the top
of
the
screen,
and
hence
still
represen
ts
the
Head
Up
Mode
view out of the wheelhouse window. If the ship alters course, the picture remains static and the
heading marker moves to the new heading by an amount equal to the relative change of heading.
It will then be necessary to reset the picture to restore the heading line to the top of the screen; this
makes it unsuitable for anti collision but highly suited for close quarters navigation such as port
entry or proceeding up a narrow channel.
North Up Display
This display is also gyro stabilised and represents the Chart View, that is to say the radar picture
and the chart are both oriented in the same sense. This makes correlation of the radar picture and
the chart features very simple, and hence it is the ideal mode for coastal navigation, provided no
other demands are being made on the set, such as Anti Collision.
In the event the navigator wishes to perform both tasks on the same radar he or she will have to
make their own decision on which mode suits them best. It is essential at watch handovers to
ensure that the relieving officer is aware of the radar mode in operation to avoid potential errors of
judgement in navigation or anti collision work.
When Radar Overlay is chosen on an ECDIS the radar display mode must match the ECDIS
display mode; this choice is generally automatically made by the ECDIS which itself can be set to
Head Up, Course Up or North Up.
Stabilisation Mode
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Stabilisation can either refer to Gyro Stabilisation or

Speed Stabilisation. Gyro stabilisation has been dealt
with in the preceding paragraphs; it is now necessary to
examine the method and application of Speed
Stabilisation.
It is important to understand that neither Gyro no Speed
stabilisation have any impact on the Relative Motion of
the target, which will always be displayed correctly
irrespective of gyro or speed input, and hence a failure
of either or both of those inputs will not jeopardise anti
collision work.
Sea Stabilisation
Sea stabilisation refers to a speed input of Speed
Through The Water
A radar in sea stabilisation mode shows the motion of
targets relative to the surface of the water; in a tidal
stream stationary objects fixed to the ground will show
an apparent motion which is in fact the reciprocal of the
set and drift.
A stationary floating object will appear stationary
This is the preferred mode for anti collision work as
targets True Course and Speed will always be correct.
Ground Stabilisation
Ground stabilisation refers to a speed input of Speed
Over The Ground.
Ground stabilisation is especially useful in close quarters
navigation situations such as proceeding up a narrow
channel. When combined with own ships true vectors
and a course up display, the radar gives an accurate
appreciation of the actual progress of the vessel
irrespective of the visual appreciation from the
wheelhouse. Similarly, an ECDIS being fed with Ground
Stabilised positional data from GPS will show Own Ships
predicted track over the ground
Objects fixed to the ground, such as buoys, will appear stationary, making the identification of the
channel limits easier; stationary floating objects will show an apparent motion which is equal to the
set and drift.
When using Radar Overlay the position of buoys and other land features can be correlated to the
charted position to give the navigator additional confidence in his or her ships position. If the
identity of a clearly distinguishable land feature (an isolated lighthouse, for example) can be
positively identified on the radar, the radar overlay can be used to:Offset the Primary Position System of the ECDIS to agree with the radar
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Use the identified target to give an observed, not calculated, speed over the ground input
into the ECDIS (Target Referencing).
Caution should be exercised when using offsets: the prudent mariner will consider which position
places the vessel closest to danger and select that as his or her reference, irrespective of whether
or not the alternative position is derived from a source perceived to be more accurate.
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Automatic Radar Plotting Aids (ARPA)

ARPA systems are essentially computers. Like any computer, the quality of the information out
depends very much on the quality of the information in. Remember GIGO; Garbage In, Garbage
Out Even if the best possible data in the world is available, it still has to be placed in the computer
before any processing can take place. It is therefore necessary to consider two areas of ARPA
operation - obtaining raw radar data, and the errors that can degrade that data.
Raw Data
Raw data to the ARPA is provided by the radar feeding the echo information, the Gyro Compass
feeding the heading information and the Log supplying the speed input. Speed and heading data
can also be derived from GPS. It must be remembered that, unless the speed input is speed
through the water, the derived stabilisation mode will be Ground Stabilised.
Failure of these inputs will degrade ARPA performance; failure of the electronics is unfortunate but
the competent navigator should be able to recognise the failure and adapt. A more serious
consideration is failure of the operator; incorrect setting of gain, sea and rain clutter, or VSP will
result in target data not being passed to the ARPA for processing. The operator will therefore be
unaware of small or weak targets unless (in compliance with the Collision Regulations) he or she is
keeping a proper lookout by sight and hearing in addition to the fancy electronics.
Tracking of targets.
Tracking Gates
Targets which are being tracked will
display a tracking gate. It is within this
gate that active comparison of stored data
is taking place. In order to allow for
tracking of targets showing a high rate of
relative change of range or bearing, once a
hit has been registered comparisons will be
made with adjacent cells in the same
register, and corresponding cells in
adjacent registers. This is seen on the
display as a large tracking gate.
As the data on the target becomes more
refined and accurate the gate will shrink to
a small tracking gate. The gate is moved
every sweep, in advance of the register
being loaded, to the targets predicted next
position.
The data stored in the tracking matrix can
now used for historical data purposes to
generate anti-collision information
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Should the target fail to appear at its predicted location within the register on the next sweep, the
gate will once again enlarge to attempt to locate the target. By this method, alterations of course
and speed are rapidly detected.
The
simp
lest
form
of
histo
ricall
y
gen
erat
ed
data prediction is relative motion risk of collision: the targets past movement is projected forward to
suggest its future movements
In order to make proper use of the anti-collision data it is imperative to not only access the relative
risk of collision information (the need to act), but also the true motion data for the target vessel to
allow determination of what actions to take (how to act). This is simply achieved by introducing
own ships course and speed into the calculation. As the digitised data is now stored in a grid coordinate system, the computation of targets true course and speed becomes a problem within the
capabilities of a hand held calculator, let alone a computer.
Graphical displays
Once the calculations have been completed, the display of the results is achieved in a number of
ways
Vectors are used to show the targets true or relative motion, on request
Trails show the targets historical track, relative motion on relative motion displays, true
motion on true motion displays
History dots show the targets historical positions over the last four sweeps and are usually
selectable, true or relative motion.
Alphanumerical displays of targets CPA, True Course and True Speed, etc.
Target vectors are displayed on the ECDIS
Alphanumeric data is made available on the ECDIS
Trial Manoeuvre
Based upon the historical data saved in the tracking matrix, the trial manoeuvre function allows the
operator to temporarily superimpose a fictitious own ships course and / or speed onto the
calculation and observe the results. Sophistications that can be built in are to allow a delay before
the action takes effect, or to show the effect in dynamic mode at up to 30 times normal speed.
Sources of Error in ARPA data

Errors in ARPA information stem primarily from three sources:Errors in the intrinsic radar data
Errors in data handling or processing
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Errors in interpretation
Of these, the errors which lead most frequently to misjudgement of the situation are errors in
interpretation, which are human errors.
Errors in the intrinsic radar data

Target Glint or Scintillation
As a ship pitches, rolls, or yaws, the apparent centre of its radar echo moves over the full ships
length. The distance from amidships is a randomly variable quantity which can induce random
bearing errors, leading the ARPA, if severe, to incorrectly deduce a change of course or speed.
Backlash
Backlash in the scanner motor and gearbox can result in non correlation between the actual
bearing and the register currently being loaded. The effect will be greatest where there is only a
small change of target bearing.
Antenna tilt
Motion of the observers own ship induces a quadrantal error in bearing accuracy (zero on relative
000, 090, 180 and 270, maximum on relative 045, 135, 225, 325). For a roll of 7.5 degrees an
error of 0.25 degrees in bearing can be achieved.
Beam shape
The ARPA must assume the target is detected with the central axis of the main radar transmission
lobe. If the lobe is asymmetric, bearing errors can be induced. Similarly, if the target is detected
by a side lobe at the same time, the bearing error may become tens of a degree, rather than the
more usual tenths of a degree.
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Errors in data handling or processing

Range and bearing quantization
error
In any conversion from analogue
digital there is a need to achieve
realistic levels of conversion, and
throw the rest away. How much
thrown away determines how
much error is introduced, and
determines
the
overall
performance of the tracker, and
hence the validity of the derived
from the system.
to
is
data
CoTangent Error
Errors occur in data processing in end on or near end on situations. True Course and Speed may
be in error by as much as 7 degrees and 1 knots in such a situation (IMO Specification)
Note that CPA and TCPA are a function of Relative Approach which is observed, not calculated,
therefore that information is not affected by this error
Log input errors
An error in own ships log will produce errors in every targets true course and speed data, resulting
in incorrect aspects for targets, and apparent true motions for stationary targets.
Constant Gyro Errors
Constant error on the gyro feed will produce errors in every targets true course and speed,
resulting in incorrect aspects for targets.
Effects on vectors
Trackers store data in the tracking matrix in one of two ways - relative to own ship, or absolute
reference, which is a form of true motion.
Relative vectors. Both systems will return accurate indications of relative vectors as the data is
independent of peripheral inputs such as log or gyrocompass, relying only on radar derived range
and bearing data.
True vectors. Systems using absolute reference will display true vectors correctly referenced
relative to the heading marker of own ship but the picture will be slewed if the gyro input is
incorrect, or the vector lengths of all targets and own ship will be incorrect if there is a log error
present. This will result in accurate collision predictions, but they will occur in the wrong place on
the screen. In systems which store relative data the problem is compounded as the derived true
vectors will not only be of the wrong length if there is a log error, but also of the wrong angle
relative to the heading marker of own ship. The results of either are to cause a wrong appreciation
of aspect, CPA and time available to manoeuvre and may lead to misapplication of the rules of the
road.
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Target swap
When two targets move into close proximity, the predictions of future position may place the
tracking gates on top of each other. Under such circumstances it is likely that the association of
historical data with a particular target will be lost, resulting in wildly inaccurate data being
generated for a period after the encounter. It can also result in the weaker target being lost from
track and possibly not reacquired
Radar Interface Boards

One of the optional extras many manufacturers make available for ECDIS is the Radar Interface
Board (RIB), an auxiliary processor which takes raw radar data via the NMEA interface and allows
limited radar and ARPA functionality directly on the ECDIS. Whilst this has the advantage of
freeing up the main ARPA for other purposes, it must be remembered that this facility does not
have the full operational capability of the main radar / ARPA and the prudent mariner will not rely
solely on the output from the RIB.
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ECDIS Display Presentation

In order to present the data in a format that is useful to the mariner, the ECDIS must render an
image of the Navigational Chart on the monitor screen along with controls to allow effective
manipulation.
The User Interface

Some equipment offers an interface which appears the same as the familiar Microsoft Office 2000
interface, with a top menu bar and drop down menus. Other equipment, such as the Transas on
which you are being trained, uses an interface more similar to the Microsoft Office 2007, with icons
for commonly used tasks and drop down sub menus for other tasks.
Although each manufacturer would claim to the contrary, ECDIS user interfaces are generally not
intuitive there is just too much functionality built in for that. This is one of the reasons behind the
need for Type Specific training; the need to gain fluency with the actual equipment in use on the
vessel.
The Chart Presentation

An ENC contains an abstract description of geographic entities but does not contain any
presentation rules. All presentation rules to get the ENCs content displayed are contained in a
separate ECDIS software module - the Presentation Library (PRESLIB).
Both the geo-referenced objects contained in the ENC and the appropriate symbolisation
contained in the Presentation Library are linked to each other in the ECDIS only when called up for
display. The definition of the Presentation Library for ENCs is contained in Annex A of the IHO
Special Publication S-52, Appendix 2 Colours & Symbols Specifications for ECDIS (current
edition 3.3/2004); its use is mandatory in all ECDIS.
The resulting image will differ depending on the selected sea area, the intended display scale and
the mariners pre-settings like ambient light conditions and other operational conditions.
The ECDIS Presentation Library follows that of the paper chart to the widest extent possible.
However, studies and early experience indicated that good visual communication between the
ECDIS display and the user requires more flexibility of display than is available from paper charts.
Consequently some alternative display methods are being introduced as options in the
Presentation Library, e.g.:
Displaying/removing various types of chart and non-chart information;
Selecting standard chart display or a thinned out display, and full or simplified symbols;
Using cursor interrogation for further detail;
Overlaying/removing radar video or radar target information (in order to: confirm ships
positioning; aid radar interpretation; show the entire navigation situation on one screen);
Overlaying/removing various other sensor information,
Changing screen layout with windowed displays, text information in the margins, etc.;
Possibility of pull-down menus and other operator interaction devices being alongside the
operational navigation display and so interacting with it;
Giving navigation and chart warnings such as too close approach to safety contour;
about to enter prohibited area; overscale display; more detailed (larger scale) data
available etc.;
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Possibly, a diagrammatic representation of the immediate vicinity of the ship to aid in close
quarters manoeuvring;
The user may have a need to view the chart in a variety of ways. Some of the more common
options offered are:North Up or Course / Head Up. The top left corner of the display must always show the
direction of True North, leaving the user in no doubt as to the orientation of the display.
Other options provided may include Route Up which always keeps the planned route in a
vertical orientation on the screen.
True Motion or Relative Motion. Generally, True Motion displays show a static chart with
the own ship moving across it; a user set reset point will relocate the vessel when the edge
of the display is approached. Relative Motion conversely typically shows a static ship with
the chart scrolling past. It is important to realise variations do exist in the exact format of
this display, with the constraints of the IMO standard.
Standard Symbols or IMO Simplified Symbols1. The ECDIS is capable of displaying either
the traditional chart symbols, or, at user command, the IMO simplified symbol set.
Day, Twilight or Night Colours. Whilst this facility is undoubtedly useful in maintaining night
vision for the watch keeper, it is generally the case that the colours used in displays other
than Day bear little or no resemblance to the chart colours with which all mariners are
familiar.
Zoom in or out.
The degree to which a particular chart may be zoomed depends upon a number of factors. An
RNC, for example, may only be doubled or halved, to avoid the pixilation problem previously
mentioned. ENCs could, theoretically, be zoomed out or in an infinite amount, but data capacity
becomes a limitation. A chart of the entire world could not contain enough data in the SENC to
allow zooming in to harbour detail.
ENCs are created and designed for different scale ranges (or usage bands). These scale ranges
enable different degrees of detail for different areas of operation, in accordance with the following
table.
Appendix 1 to these notes
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Band
Navigational Purpose
Scale range
Overview
<1:1,499,999
General
1 : 350,000 1 : 1,499,999
Coastal
1 : 90,000 1 : 349,999
Approach
1 : 22,000 1 : 89,999
Harbour
1 : 4,000 1 : 21,999
Berthing
> 1 : 4,000
Although ENCs with the same usage band may overlap, the displayed information on the ECDIS
must not. ENCs with a different usage band could overlap both area and displayed information.
Depending on the usage bands selected an ENC will display varying levels of data. The ENC scale
used can vary from the best possible to a very small scale.
When using a small scale, mariners may not wish to display all the object data available for an
ENC. Under the S-57 Standard provision is made for adding a special feature object called
SCAMIN (Scale Minimum) for defined spatial objects (see S-57 Standard). Once defined, the value
of SCAMIN determines the display scale below which these objects will no longer be displayed,
and this may have a significant effect on the presentation of ENC data.
In effect
the usage band defines what objects can potentially be seen on a given scale
SCAMIN defines at what scale the object becomes visible as the user zooms in. SCAMIN
is a powerful tool and mariners should be aware that they could significantly reduce the
amount of information displayed. With SCAMIN applied caution should be exercised
Some spatial objects may not be included within SCAMIN, these are:
Objects covering the earth's surface (e.g. coastlines),
Objects used for presentation of the Display Base,
Meta2 objects that ensure consistency of ENC information.
Generally SCAMIN allows manipulation of Geo3 objects and Spatial4 objects.
2
A feature object which contains information about other objects. For example compilation scale
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In the event that a user zooms out or in too far for the usage band of the loaded chart, the ECDIS
will either switch to a more appropriate chart (Autoload) or display a warning that an unsafe scale
has been selected.
Autoload.
When a user reaches the limit of a chart, the system will automatically load the next appropriate
chart within the same usage band. Similarly, if the user zooms in, the system will load the
appropriate chart in the next highest usage band, (and vice versa for zooming out).
If the system has been set to accept ENC and RNC in Dual Fuelled Mode, and no suitable ENC is
available then an RNC will be selected, with appropriate warnings. Where ENC only has been
selected, and no suitable ENC is available the system will advise the user to select an alternative
chart. This chart may be in a lower usage band (e.g. no band 4 is available, but a band 3 is) which
will of course reduce the amount of available data with commensurate increase in risk.
Users may also manually load charts as required, or Fix the chart in use, forcing the system to
continue to use that chart even if the requested scale is no longer appropriate.
Native Scale and Loading Scale

Each chart is produced to render to a Native Scale, which represents a 1 to 1 ratio on the display
equipment. The display will show the actual scale ratio that this constitutes, for example 1:35,000
When a chart first loads onto the display, it is required by the IMO standards to load at the largest
possible scale for that chart in that usage band at the Standard display. This may not be
appropriate to the users requirements but users should remember that zooming out may cause the
loss of objects with SCAMIN attributes.
Display Layers
Information points on ENCs are grouped into layers, of which the following are important to
understand
Chart Base: the original S-57 conforming data at the data producer's site that does not contain
any update records. This is the chart in its original form as issued from the Hydrographic Office.
3
4
A feature object which carries the descriptive characteristics of a real world entity
The positional information relating to a geo object
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The ECDIS Performance Standards

establish three categories for SENC
objects:
Display Base: SENC data which is
permanently retained on the display.
Standard display: SENC data
displayed at switch-on, recalled by
operator action.
User
display:
all
information:
displayed individually (by class) on
demand.
single
Display Base
All: an extension to the display layers

provided by some manufacturers: all
SENC objects are displayed, subject
SCAMIN overrides for the scale in use.
to any
ECDIS requires data layers to

establish a priority of data displayed
category of every object displayed is
in the look-up table (A table giving
symbology instructions to link SENC
objects to point, line or area
symbolisation, and providing display
priority, radar priority, IMO category
optional viewing group.)
The
given
and
The minimum number of information

categories required and their relative
priority from the highest to lowest
priority, are listed below:
All
ECDIS
Warnings
and
Messages.
Hydrographic Office Data.
Notice to Mariners Information.
Hydrographic Office Cautions.
Hydrographic Office Colour-Fill Area Data.
Hydrographic Office On Demand Data.
Radar Information.
Users Data.
Manufacturers Data.
Users Colour-Fill Area Data.
Manufacturers Colour-Fill Area Data.
Note should be made from the above that ECDIS warnings have absolute priority over all other
displayed information.
User Objects
Users may add certain objects to ENCs in a user object layer which can then be saved in a local
user database with the chart so that the user objects display on each occasion the chart is loaded.
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User objects that may be loaded include:Chart Objects

Lines, Circles, Shapes
Text messages
These objects may be kept permanently (for example a 500 metre safety zone around an offshore
installation) or may be used to represent Temporary or Preliminary Notices (T&P) issued by the
relevant hydrographic office.
Where a time limit is specified for a Temporary Object, the ECDIS software may allow a timespan
to be allocated to that object after which it is automatically removed from the chart.
The TRANSAS
User Object
interface
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Chart procurement and System Maintenance.

Unlike paper charts, which are purchased outright once and retained, with suitable corrections,
until a new edition is issued, ENCs are purchased by a licensing system.
Effectively, the end user purchases (or is supplied free of charge) a set of CD ROM containing the
entire chart catalogue, and then an operating licence for each chart as required. Each chart is
contained on the CD in a data packet referred to as a Cell. IHO define a cell as the basic unit for
the distribution of ENC data covering a defined geographical area bounded by two meridians and
two parallels, the content of which must not exceed 5 Mbytes, and which is intended for a
particular navigational purpose. It is analogous to the limits of a paper chart
The practical consequence of this is that, should the vessel be required to trade in a new area it
will not be necessary to source the relevant charts, merely purchase a licence for them. This can
simply be achieved by e-mail in many cases, the end user already having an account with the
supplier.
Unlike paper charts, the licences are for fixed periods, typically 3, 6, 9 or 12 months, which allows
great flexibility on the part of the end user the charts required for regular liner trades can be
purchased on a 12 month licence whereas those required for the one off charter need only be
purchased for 3 or 6 months, as necessary.
Some suppliers offer a folio maintenance service which includes licence renewal automatically for
selected charts.
The original CDs are subject to degradation, wear and tear; no one now believes the original hype
that CDs are virtually indestructible. Finger prints, scratches and other marks can compromise
readability, whilst exposure to solvents, alkalis, moisture and even sunlight can cause permanent
damage to the data layer. The original discs should be kept in dust tight enclosures in a cool, dry
and protected location (such as the Masters safe) in order to properly preserve their integrity.
Activating a Chart Cell

In order to actually use a chart, the end user must activate the relevant cell. In order to do this
they must :Have a registered system with a dongle which allows the user to access the base chart
discs
Have advised the chart supplier of the identity of that dongle the activation code is tied to
the dongle, thereby preventing an unscrupulous end user using the activation code to
activate charts on every ship in their fleet.
Have paid the relevant fee and been notified of the activation code.
Once entered into the system, the activation code will allow those charts to which it refers
to be accessed and used by the navigator.
Maintaining charts up to date.
With paper charts, Hydrographic Offices issue weekly paper Notices to Mariners which contain
details of corrections to be applied to affected charts. Once sufficient corrections had accrued on
any given chart a New Edition would be published.
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The situation with ENCs is hardly different. The electronic equivalent of Notices to Mariners is
available via Internet, SatCom download or by weekly update CDs. How the data is accessed is
up to the individual mariner, but it must be remembered that the download time for a full world
portfolio would take a considerable amount of time. It is often more efficient to use downloads at
sea to update the immediate voyage charts and update the remainder from the most recent disc at
the next port. You should be aware, however, that any chart updates received via CD-ROM will
contain the latest version of the chart and changes up to the time of production. They will not
include the Notices to Mariners changes that occurred between production, shipment and receipt,
and prudent mariners will always refer to Local Notices to Mariners and NAVTEX / SatC EGC
SafetyNet.
Here the situation differs from paper Notices in that the update discs are cumulative; a correction
which first appeared on disc 1 will still be there on disc 2, disc 3, disc 4 etc. Were a navigator to
correct a paper chart which had been neglected for some time, they would have to go back
through several, perhaps tens, of Notices to ensure all the corrections had been made.
Frustratingly, having laboriously correct a chart by hand from Notice 1 the same correction may be
itself corrected in, for example, Notice 5.
Similarly to paper charts, once a number of corrections has accrued, the equivalent of new edition
is issued; periodically (for example every 8 weeks if using the Admiralty Vector Chart System
(AVCS) from the UKHO) a new set of Base Chart discs is issued which contains all the charts
corrected to the latest information available to the hydrographers.
Periodically changes to the ENC coverage available worldwide make it necessary to cancel and
replace both ENC Units and Folios. The following files from UKHO contain a cumulative list of the
cancelled Admiralty Vector Chart (AVC) Units and Folios, along with the Units and Folios that they
were replaced by:
AVCS Cancelled and Replaced Folios
Replacements for Cancelled Cells
When a chart is newly activated, it will be from the most recent Base Chart disc; it is therefore only
necessary to apply corrections which have accrued on correction discs since that issue.
Admiralty Information Overlay

The Admiralty Information Overlay is a digital data set that is designed to be displayed over ENCs
in ECDIS and other chart display systems to provide additional information to the navigator.
The Overlay contains all Admiralty Temporary & Preliminary Notices to Mariners (T&P NMs) and
provides additional preliminary information that is specific to ENCs, such as reported navigational
hazards that have been incorporated on paper charts but have not yet been included in ENCs.
The Overlay gives seafarers an easy way to view the information they need, in addition to the
standard chart, to navigate safely and compliantly. The Overlay makes passage planning simpler
and safer by clearly showing where important Temporary or Preliminary changes may impact a
voyage. It also gives seafarers the same consistent picture of the maritime environment on their
ECDIS as they have always had with the Admiralty paper chart.
The Overlay includes all Admiralty T&P NMs in force worldwide and additional information that
relates specifically to ENCs, published as ENC Preliminary NMs (EP NMs).
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Compatible Equipment
The Overlay can be displayed on compatible ECDIS equipment and also in Admiralty e-Navigator
Planning Station. Please see the Display Systems tab for an up to date list of compatible
equipment, or consult your ECDIS supplier. Most ECDIS equipment installed prior to 2011 will
require an upgrade before it will be able to display the Overlay.
All Admiralty T&P NMs that are in force are included in the Overlay. Each NM is displayed as a
simple red polygon (usually rectangular) with red hatched fill which indicates the area affected by
the NM. Each NM carries the same NM number that is used in the Admiralty Notices to Mariners
Bulletin. The full text of the NM is included as an associated text file which can be displayed by
selecting the Temporary Notice to Mariners or Preliminary Notice to Mariners feature in the
ECDIS Pick Report. Any associated diagrams can also be viewed through the Pick Report.
ENC Preliminary NMs

ENC P (EP) NMs contain additional information that is specific to ENCs and cannot be published
as a standard Admiralty T&P NM. These NMs are displayed in the same way as T&P NMs, as a
simple red polygon (usually rectangular) with red hatched fill which indicates the area affected by
the NM. Each NM is allocated a unique EP NM number.
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The full text of the NM can be viewed in the ECDIS Pick Report against the Information attribute.
Where additional information is needed to explain the NM an associated picture file displays an
image showing the ENC superimposed over the current paper chart information.
Malicious Code
It is a sad fact, but true, that a certain sector of the population find it vastly enjoyable to write code
which causes damage to computer software and systems. Known as Malware, it is more
commonly called a Virus.
IMO demand that the ECDIS remain an independent system with no connection to the outside
world other than the connections through the NMEA to the navigation sensors.
Update discs are, if sealed, almost certainly free of viruses, but the same cannot be said for
updates received as e-mail attachments, downloaded from the internet or received by satellite
communication systems. It is always a sensible precaution to load the updates on to a computer
unconnected with the ECDIS, scan them for known viruses, and then burn them onto a fresh,
sealed, CD ROM to be inserted into the ECDIS. Some authorities claim this is an over the top
approach because viruses are spread by executable code (programs) rather than simple data,
which is all the updates consist of; prudence, however, dictates that 5 minutes extra effort to avoid
a potential catastrophe is time well spent, irrespective of what the actual level of risk might be.
Hardware maintenance and security

Temporary files may accumulate on the ECDIS hard drive, which need to be cleaned out on a
regular basis or they will result in reduced speed performance from the computer. This task needs
to be undertaken strictly in accordance with the manufacturers instructions to avoid damage to the
computer.
Although precautions (as above) have been taken against virus intrusion, a virus scan on a regular
basis is recommended by many manufacturers, and should once again be performed strictly in
accordance with the published instructions.
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Software and Firmware updating

The ECDIS program itself may need periodic updating; software designers find bugs in the
program about which they were previously unaware, and user experience suggests performance
enhancements to the system.
New ECDIS specifications (such as the Port ECDIS project, or IHO Special Publication S-100)
may require upgrading of the software or firmware of the ECDIS terminals onboard.
Upgrading may be achieved by
Service Technician attendance on board
Over the Air Flash upgrades via satellite
Hard copy upgrades via CD ROM.
Only authorised changes should be made to the software or firmware; unauthorised changes will
render the system non compliant, may compromise the functionality of the system, and could
jeopardise the lives of those on board.
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Voyage Planning
Without doubt the easiest mistake for the navigator to make when using ECDIS is to consider it the
beginning and end of all wisdom. It has already been stated that the information available in the
SENC is frequently no better than the equivalent paper chart, and may indeed be less with
inappropriate selection of layers and user data.
The temptation to use the information provided without further interrogation can be very strong, but
the navigator must maintain a sense of perspective and realise that much valuable information can
be found from other sources.
Whilst ENCs and ECDIS systems may be able to provide limited additional information about
objects, they cannot substitute for the quality of information found in Sailing Directions; many
systems can integrate data from Admiralty Total Tide prediction software, but this does not allow
for local knowledge of counter currents, rips and so forth which may only be described in Port
Information booklets. No ECDIS currently available can autonomously compensate for positive or
negative tidal surges occasioned by storms; for this, we need the navigators awareness and
professionalism.
The navigator should therefore continue to follow the principles of Passage Planning, using the
ECDIS to its strengths and addressing the weaknesses by examination of other publications and
information sources.
Cell interrogation the Pick Report

One seemingly obvious benefit of ECDIS is the ability to interrogate the database about a selected
object. However, this is often not of particular benefit to the navigator in that the database output
a Pick Report is often couched in terms of acronyms and data points, and trawling through the
verbiage to find the required information is often time consuming and frustrating. Many systems
do not prioritise the data so the information you seek can be several lines down in the report and
perhaps unrecognisable when it is found.
This should not discourage the mariner from examining the information, however, as any
information is better than no information.
Route creation
Armed with all available information, the navigator can now plan the route directly on the ECDIS
display. Waypoints are simply dragged into the desired position and dropped onto the chart, and,
if there is a need to edit waypoints, this is achieved with equal facility. Waypoints can be added,
moved or deleted by simply clicking and dragging.
More sophisticated waypoint handling is given by a route table which lists waypoints sequentially
by number, describing their latitude and longitude, the sailing method to the next waypoint (Rhumb
Line or Great Circle), the distance and initial course to the next waypoint, and the cumulative
voyage distance.
Additional features often include the ability to name waypoints, to set Port and Starboard Cross
Track Error (XTE) distances, turn radii, leg speeds and en-route delays (such as Launch
Rendezvous). Enter the Estimated Time of Departure (ETD) and the system will calculate the
Estimated Time of Arrival (ETA) at each waypoint and at the final destination; it may even show
the time remaining to the final destination at each waypoint.
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All of these data can be edited directly from the keyboard; XTE can be set for each leg
appropriately for that leg with different values for Port and Starboard. Individual turn radii can be
modified, as can individual leg speeds.
Staying safe customising the display

As previously discussed, the user can customise the display with user objects, much as the
traditional navigator would have done with the paper chart. Text boxes containing notes, shaded
no go areas and the like can all be displayed if required.
Safety Contours and Safety Depths (spot depths more shoal than the surroundings) can be set to
warn the mariner when the water becomes shallower than the selected value, but beware; the
mariner may set the Safety Contour to 6 metres (for an 8 metre draft, for example), but the SENC
does not contain a 6 metre contour. It does have a 10 metre and a 5 metre contour, so the system
very wisely selects the deeper of the two on the grounds that it is safer. As a consequence the
mariner will keep receiving depth alarms in water whose depth is perfectly safe and acceptable
this is where the sensible watch keeper refers to not only the ECDIS but also the Echo Sounder.
Specific Event alarms can be set, such as proximity alarms for Traffic Separation Schemes,
Route checking
Once all parameters have been set, the route should be checked using the internal checking
software. This should highlight potential alarm problems, such as contravening Event parameters,
or Safety Contours, or Proximity alarms.
Depending upon the setting chosen for XTE, the check may bring up many, many alarms, most of
which would not be relevant had a reasonable value been set for XTE.
This is not an excuse for setting the value so low that the mariner is plagued by continual Off Track
alarms; this leads to Alarm Deafness, where the mariner assumes each and every alarm
generated is of little or no importance, and hence stops checking the alarms and simply accepts
them. Like the little boy who cried Wolf, this can only end in disaster.
The route checking software may very well not generate an alarm when the route passes through
an area for which there is no suitable chart, either in terms of scale, survey reliability, or ENC
availability. Nor will it tell the navigator that the chart is uncorrected. These are things the
navigator has to check for him or herself, and a tedious process it can be when large numbers of
charts are involved but, as the saying goes, a penny saved is a penny earned, and a few minutes
checking can save a lot of grief later on.
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Passage Monitoring and Position Fixing

Imaging a scenario whereby you drive a car along a road with your eyes shut. Every 15 minutes
or so you take a quick peep to see where you were 2 minutes or so ago, and then resume driving
with your eyes closed.
You may feel that many motorists do in fact drive like that, but that is supposition. What is fact is
that traditional passage monitoring was carried out exactly like that periodic fixes with little or no
idea what the vessel was doing in between time. What is needed instead is some method of
always knowing where the vessel is, and what forces are acting upon and the resulting influence
they are having.
Such techniques have been around for a long time before the advent of ECDIS, or even Radar.
Visual clearing bearings, for example, have probably been around since the earliest mariners, but
the technique grew up with the introduction of Parallel Indexing by Radar, and then Waypoint
Navigation on LORAN, later versions of DECCA receivers, and GPS.
The latest manifestation of this form of voyage monitoring is the ECDIS display, which appears to
be all singing, all dancing, but a word of caution.
There appears to be a trend developing among navigators to only ever look at the ECDIS; the
radar overlay is on permanently, the ARPA information and the AIS data are displayed on the
screen, the waypoint navigation display is on, all of which gives the comforting feeling that nothing
else needs to be considered.
Unfortunately, all this data is potentially both obscuring the display and confusing the observer.
The maritime industry has, in the past, seen Radar Assisted Collisions, ARPA Assisted
Collisions, GPS Assisted Groundings and VHF Assisted Collisions; how long before we see
ECDIS Assisted Collisions, Groundings or whatever else can be imagined?
The great advantage of the ECDIS is that it removes the need for the navigator to leave the
conning position to refer to a paper chart. It does not remove the need to maintain a proper
lookout by sight and hearing and all available means appropriate to the prevailing circumstances
and conditions. All available means, among other things,
Looking out of the Window!
Using the big, powerful, IMO specified ARPA display for its intended purpose
Indeed, because the ECDIS provides so much at a glance information, the navigator should have
more time to look out of the window rather than less. Looking out of the window achieves some
very desirable objectives:
Targets not acquired by the ARPA, which will not be displayed on the ECDIS, will be
sighted by a proper lookout
Targets which do not have AIS, which will equally not be displayed on the ECDIS will also
be spotted
To look ahead on the ECDIS requires operator intervention to either use the Look Ahead
function, or to zoom out, or to reposition the ship relative to the centre of the screen.
Looking out of the window requires no such intervention.
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Indeed, as has been remarked by one industry observer As watchkeepers do not have to
manually plot positions they have more free time for visual and radar observations with potential
for increased situational awareness
Bridge Procedures should encompass the strengths of ECDIS whilst stressing that the task of
maintaining good situational awareness is the responsibility of the watch keeper and a
consequence of the discipline of the bridge team. Over confidence in the all on one screen
capability of the ECDIS can lead to disengagement from the task in hand and diversion onto other,
less relevant tasks, such as arrival paperwork or cargo planning.
ECDIS helps the navigator to make sound judgements; it is not of itself a provider of sound
judgements. The watch keeping officer should therefore exercise the same caution used with
paper charts, indeed, with the limitations of physical size and intrinsic look ahead opportunity,
perhaps even more caution is called for.
Watch keepers should:
Periodically check the ECDIS position against an independent source; it has been reported
that one navigator proudly told the Master that he was regularly checking the ECDIS
against the GPS and they agreed perfectly! In that respect he may have been lucky,
because an undisclosed Offset in either the GPS or the ECDIS could have resulted in a
divergence between the two he would have been unable to explain.
Use the radar overlay sparingly. One of the great benefits is to compare a buoy pattern on
the radar with the charted pattern. If they match up perfectly, this tells the navigator a
number of things:o The GPS and Radar agree, so the GPS is most likely correct.
o There are probably no significant undisclosed offsets in either the GPS or the
ECDIS
o None of the charted buoys are missing or out of position.
Have a robust and reliable Secondary Navigation Sensor switched on and feeding the
ECDIS, ready to take over in the event of failure of the Primary Sensor.
Use the ECDIS Echo Bearing Line (EBL) and Variable Range Marker (VRM) to cross check
the vessels position periodically
Use the correct scale of chart within the correct Usage Band
Select the correct level of data to be displayed for the part of the passage being undertaken
Refer periodically to the main ARPA / Radar display to detect targets not yet acquired or
not broadcasting on AIS.
Refer regularly to the Echo Sounder to gain an appreciation of the actual depth under keel,
rather than that indicated on the ECDIS. Have independent Echo Sounder depth alarms
set appropriately.
Remain situationally aware, especially in areas of potential high traffic density such as the
terminations of traffic separation schemes. Should the navigator feel they are becoming
overloaded, resist the temptation to abdicate the responsibility for decision making to the
ECDIS. This leads to rigid adherence to the ECDIS route and a temptation to make private
arrangements with other vessels to contravene the Collision Regulations to avoid the need
to deviate from the ECDIS route.
Know what he or she is looking at. One particular incident involved a passenger vessel
grounding because, some hours before, the GPS had defaulted to Dead Reckoning, and
nobody noticed!
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The watch keeper should not:

Become seduced by the all on one screen display into believing that they can safely
pursue other tasks not especially relevant to the safe navigation of the vessel
Rely solely on the ECDIS as a method of continuous monitoring it takes seconds to
set up Parallel Index lines on most radars.
Allow themselves to become pressurised and frustrated if the system becomes slow, or
the trackball control becomes unresponsive, or the display freezes. These things are
symptomatic of a computer system in need of maintenance; they are not an invitation to
the watch keeper to become distracted from his duties fiddling with the machine to try
and make it work.
Routinely accept alarms without properly investigating the root cause. With a 14 metre
draft, and a 20 meter effective Safety Contour there will inevitably be a steady stream of
depth alarms; the navigator becomes inured to them, accepts them without thinking,
and then wonders later why the ship grounded on an apparently unnoticed 12 meter
shoal patch. In such cases reference the Echo Sounder is invaluable,
How to start an Ecdis for the first time.

An Ecdis is basically a PC.
1. Turn on at the mains power button on the PC
2. Once completed click on the manufacturers icon for the Ecdis and load. This now brings
the Ecdis to life as an Ecdis
3. Load on all the world folio of charts (9 - these are from the manufacturer or Chart supplier )
4. Aquire the dongle number/machine identifier and ensure your chart agent has this ( It is
your Ecdis machines personal ID number)
5. Pay for the charts you require and obtain your license code
6. Load the latest Base CD for the area(s) you are operating in Update the charts using your
license details
7. Load the latest weekly Notices to Mariners update your user charts.
8. Now look at all the sensors that are connected. These will be
a. Gyro
b. Speed Log
c. Positional sensor ie GPS
The following may be connected
1. DGPS
2. AIS
3. Radar
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4. Echo sounder
5. Loran C
6. Any other positional navigation system
9. Go to the area on the Ecdis that identifies the sensor inputs. Ensure they are all connected
and usually talk to each other via IEC coding.
10. Each of these sensors require checking against their primary source.
a. For instance check the gyro heading against the master Gyro and so on until all the
sensors have been checked
11. Check the Aerial configuration for accuracy against the Aerial diagram located near the
GMDSS (x,y & z components)
12. Ensure the software is up to date from the manufacturer
13. Decide what the primary position source is going to be and what is the secondary
14. Finally look at the screen and ensure that the ship is where it should be. Alongside in Port
hen he ship should be located on the correct berth, correct position with correct heading in
the North up, TM display.
15. The Ecdis is now ready to use
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Annexe 1
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Annexe 2:
Glossary of terms (IHO Standard S-52 Appendix 3)
A
accuracy
The extent to which a measured or enumerated value agrees with the assumed or accepted value.
See precision.
aid to navigation
Visual, acoustical or radio device external to a vessel designed to assist in the
determination of a safe course or of a vessel's position, or to warn of dangers and
obstructions.
AIS
See Automatic Identification System.
alarm
An alarm or alarm system which announces by audible means, or audible and visual
means, a condition requiring attention.
area
The 2-dimensional geometric primitive of an object that specifies location.
ARPA
See Automatic Radar Plotting Aid.
attribute
A characteristic of an object. It is implemented by a defined attribute label/code, acronym,
definition and applicable values. In the data structure, the attribute is identified by its
label/code. The acronym is only used as a quick reference in related documents and in
ENC Product Specification. Attributes are either qualitative or quantitative.
Automatic Identification System (AIS)
An automatic communication and identification system intended to improve the safety of
navigation by assisting in the efficient operation of vessel traffic services (VTS), ship
reporting, ship-to-ship and ship-to-shore operations. AIS information may be displayed on
an ECDIS.
automatic updating
Either the semi-automatic or the fully automatic means of updating the ENC/SENC.
Automatic Radar Plotting Aid (ARPA)
A system wherein radar targets are automatically acquired and tracked and collision
situations computer assessed and warnings given.
B
back-up arrangement
Facilities enabling safe take-over of the ECDIS functions and measures facilitating means
for safe navigation of the remaining part of the voyage in case of an ECDIS failure.
base data
S-57 conforming data at the data producer's site that does not contain any update records.
C
cartographic object
Feature object which contains information about the cartographic representation (including
text of real world entities. [TS]
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cell
The basic unit for the distribution of ENC data covering a defined geographical area
bounded by two meridians and two parallels, the content of which must not exceed 5
Mbytes, and which is intended for a particular navigational purpose.
chain node
Data structure in which the geometry is described in terms of edges, isolated nodes and
connected nodes. Edges and connected nodes are topologically linked. Nodes are
explicitly coded in the data structure
chart datum
A permanently established surface from which soundings or tide heights are referenced.
Short for chart sounding datum. A plane so low that the tide will not frequently fall below it.
chart symbol
A character, letter, line style, or similar graphic representation used on a chart to indicate
some object, characteristic, etc.
CHRIS
See Committee on Hydrographic Requirements for Information Systems.
C.I.E. colour system
Colour specification system established by the Commission Internationale de l'Eclairage,
which permits a replicable description of any colour on any equipment; in contrast with
other colour schemes, which are apparatus specific. Colour is usually expressed in terms
of the x and y chromaticity coordinates for the widely used chromaticity diagram, and a
third dimension Y representing the luminance (perceived as brightness) of the light in
candela per square metre (cd/m2). C.I.E. colour coordinates can be transformed into RGB
coordinates of a calibrated CRT.
clarifications section
One of the mechanisms used to maintain S-57. See maintenance document.
clutter
Excess information or noise data on a display reducing its readability.
collection object
A feature object which describes the relationship between other objects. [TS]
Note: An example of a collection object in S-57 is "aggregation" which is used, for example,
to group together the different objects which together constitute a Traffic Separation
Scheme.
colour calibration
In order to reproduce the IHO colours for ECDIS, a colour calibration at the monitor must
be
performed to transform the CIE-specified colours for ECDIS into the colour coordinate
system of the screen. Calibration will ensure correct colour transfer at the time a display
leaves the manufacturer's plant. Methods of colour maintenance under operational use are
under investigation.
colour fill
Method of distinguishing different area features by filling areas with colour. "Transparent"
colour fill is used to allow information to show through the fill, e.g., soundings in a traffic
separation zone.
colour tables
Five colour tables are supplied in IHO S-52 Appendix 2, for selection by the mariner. They
are bright sun, day white-background, day black-background, dusk and night.
colours for ECDIS
The colours specified by the IHO for ECDIS have been developed by Perception Institutes
to give a clear display through the optimum colour contrast under all viewing conditions,
and to minimise light emission on the darkened bridge at night. Colours are used to aid in
distinguishing between features. Colours for ECDIS are specified in the CIE colour system.
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Committee on Hydrographic Requirements for Information Systems (CHRIS)

A Committee of the IHO tasked with promoting and coordinating the development of official
digital products and services.
Compilation
In cartography, the selection, assembly, and graphic presentation of all relevant information
required for the preparation of a new map/chart or a new edition thereof. Such information
may be derived from other maps/charts, aerial photographs, surveys, new data, and other
sources.
compilation scale
The scale at which the ENC data was compiled.
compilation update
The correction information which has been issued since the last new edition of the ENC or
since the last official update applied to the SENC, compiled into a single, comprehensive
ENC update.
correction information
See update information.
corrections
See update information.
corrections section
One of the mechanisms used to maintain S-57. See maintenance document.
corrupted data
Any change in data introduced during, and as a result of, its transmission.
course up display
The information is shown on the display (radar or ECDIS) with the direction of the vessel's
course upward. The display orientation is stabilized by means of the gyro until a new
course direction is fed in.
cumulative update
The collection of all sequential correction information which has been issued since the last
new edition of the ENC or since the last official update applied to the SENC.
cursor-pick
The process of querying a point-symbol, line or area for further information from the data
base which is not represented by the symbol.
D
data dictionary
Conveys the meaning of entities and attributes, the relationship between entities and
attributes and the relationship between attribute and value domains.
data model
A conceptual specification of the sets of components and the relationships among the
components pertaining to the specific phenomena defined by the model reality. A data
model is independent of specific systems or data structures. The S-57 data model defines
real world entities as a combination of descriptive and spatial characteristics. These
characteristics are defined in terms of feature objects and spatial objects and the
relationship between them.
data quality indicator
Indication of reliability and accuracy of surveys of a particular area provided through
CATZOC attribute of the quality of data meta object in S-57.
data set
A logical grouping of S-57 data to which the S-57 data set descriptive records apply. The
data set descriptive records contain meta data. The use of data set descriptive records is
product specific and is, therefore, defined by a product specification. If the data set
descriptive records are repeated for each file in an exchange set, an instance of a file
containing the data set descriptive records is called a data set. If the data set descriptive
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records are encoded generally for the whole exchange set, the exchange set is referred to
as a data set.
datum (geodetic)
A set of parameters specifying the reference surface or the reference coordinate system
used for geodetic control in the calculation of coordinates of points on the earth. Commonly
datums are defined as horizontal and vertical datums separately. For a local geodetic
datum the reference surface is defined by five parameters: the latitude and longitude of an
initial point, the azimuth of a line from this point, and the parameters of the reference
spheroid. Absolute datums specify the initial point of the reference ellipsoid to be (ideally)
located at the earth's centre of mass. For modern reference systems using datum
information given by satellites additional parameters are defined, e.g. gravity models.
degradation
The deterioration in the performance of a system below a specified minimum level.
Differential System
An augmentation system whereby radionavigation signals are monitored at a known
position and the corrections so determined are transmitted to users in the coverage area.
display base
see display category
display category
The ECDIS Performance Standards establish three categories for SENC objects:
display base: permanently retained on the display.
standard display: displayed at switch-on, recalled by single operator action.
all other information: displayed individually (by class) on demand.
The category of every object is given in the look-up table. See Fig. 2, 3.
display generator
Software written by the ECDIS manufacturer to take an object from the SENC, assign a
symbol and colour to it, and present it appropriately on the display, using the tools and
procedures provided in the Presentation Library.
display priority
Detailed rules to decide which line or point symbol is to be shown when two objects
overlap. Priority 2 overwrites 1. Display priority is given in the look-up table.
display priority for radar
Radar is normally written over most chart areas and under most lines and point symbols;
the detailed priorities are given in the look-up table.
display priority layer
Layers to establish the priority of information on the display. Information of lower priority
must not obscure higher priority information.
display scale
The ratio between a distance on the display and a distance on the ground, normalised and
expressed as for example 1/10,000 or 1:10,000.
E
ECDIS Chart 1
An ECDIS version of IHO INT1, including all symbols, line styles and colour coding used for
chart and navigation symbols, contained in the Presentation Library.
electronic chart
Very broad term to describe the data, the software, and the electronic system, capable of
displaying chart information. An electronic chart may or may not be equivalent to the paper
chart required by SOLAS.
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Electronic Chart Data Base (ECDB)

The master data base for Electronic Navigational Chart Data (ENCD), held in digital form
by the national hydrographic authority, containing chart information and other nautical and
hydrographic information.
Electronic Chart Display and Information System (ECDIS)
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.
Electronic Chart Systems (ECS)
Generic term for equipment which displays chart data but which is not intended to comply
with the IMO Performance Standards for ECDIS, and is not intended to satisfy the SOLAS
Chapter V requirement to carry a navigational chart.
Electronic Navigational Chart (ENC)
The data base, 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
Electronic Navigational Chart Data (ENCD)
The national data for an Electronic Navigational Chart (ENC) in a format acceptable to an
ENC Coordinator.
Electronic Navigational Chart Data Base (ENCDB)
The master data base for production and maintenance of the ENC, compiled from national
ENC data (ENCD).
ENC
See Electronic Navigational Chart.
ENC cell structure
See cell.
ENC data
See Electronic Navigational Chart Data (ENCD).
ENC Product Specification
Appendix B1 of S-57 which specifies the content, structure and other mandatory aspects of
an ENC.
ENC test data set
A standardized data set supplied on behalf of the International Hydrographic Organization
(IHO) that is necessary to accomplish all IEC testing requirements for ECDIS. This data set
is encoded according to the IHO S-57 ENC product specification and contains update
information based on IHO S-52 Appendix 1. The specific requirements are listed in Annex
F of IEC 61174.
encapsulation
The identification of fields and records and the grouping of fields and records and the data
syntax rules used.
encoding conventions
A set of rules which must be followed when encoding data for a particular purpose.
Note: For example, S-57 Appendix B1 lists the encoding conventions to be used when
encoding ENC data, such as the rules to be followed when encoding depth areas.
Sometimes referred to as digitizing conventions.
entity
Any concrete or abstract thing of interest, including associations of things. [ISO]
exchange format
A specification for the structure and organization of data to facilitate exchange between
computer systems.
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F
feature
Representation of a real world phenomenon. [ISO]
Note: For example, a particular cardinal buoy represented through a symbol on a chart.
feature object
An object which contains the non-locational information about realworld entities. Feature
objects are defined in Appendix A, IHO Object Catalogue.
feature record
A feature record is the implemented term used in the S-57 data structure for a feature
object (i.e. a feature object as defined in the data model is encoded as a feature record in
the data structure). There are four types of feature records: geo, meta, collection and
cartographic.
field
fully automatic updating
The application of corrections to ENC data in the SENC in a fully integrated state, without
human intervention at the receiving end.
G
generalization
The omission of less important detail when compiling a chart. Its purpose is to avoid
overloading charts where space is limited.
geo object
A feature object which carries the descriptive characteristics of a real world entity.
Geographic Information System (GIS)
A computer based system for handling and integrating data from a variety of sources which
is directly or indirectly spatially referenced to Earth.
ground stabilization
A display whereby own ship position is referenced to the ground. Usually performed in
conjunction with radar/ARPA, it can be determined by computing set and drift or by the use
of GPS/differential GPS.
H
HO-information
Information content of the SENC originated by hydrographic offices. It consists of the ENC
content and updates to it
I
identifier
See object identifier.
IEC
See International Electrotechnical Commission.
IHO INT 1
Specification of symbols, abbreviations and terms to be used in the International Chart
Series of IHO.
IHO Transfer Standard for Digital Hydrographic Data
Originally published as SP57 (later S-57) Version 1 and then Version 2. The latest release
of the standard, S-57 Edition 3, consists of a Theoretical Data Model, Data Structure,
Object Catalogue, ENC Product Specification, Use of the Object Catalogue for ENC and an
Object Catalogue Data Dictionary Product Specification.
IHO test data set
See ENC test data set..
indicator
Visual indication giving information about the condition of a system or equipment.
information from other sources
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Information contained within SENC not originating from HO's or the mariner.
International Electrotechnical Commission (IEC)
A worldwide non-governmental organization for standardization comprising all national
electrotechnical committees (IEC National Committees). The object of the IEC is to
promote international cooperation on all questions concerning standardization in the
electrical and electronic fields.
International Hydrographic Organization (IHO)
Coordinates the activities of national hydrographic offices; promotes standards and
provides advice to developing countries in the fields of hydrographic surveying and
production of nautical charts and publications. [HD]
International Maritime Organization (IMO)
The specialized agency of the United Nations responsible for measures to improve the
safety of international shipping and to prevent marine pollution from ships [IMO].
K
key
An identifier which establishes linkages, e.g. between different layers, or features and
attributes.
L
label/code
See attribute label/code.
layer
A group of related information displayed as a whole.
List of Lights
A publication tabulating navigational lights, with their locations, candle powers,
characteristics, etc. to assist in their identification, and details of any accompanying fog
signal. A list of lights may contain other information useful to a navigator. Also called light
list.
List of Radio Signals
A publication tabulating and combining particulars of: coast radio stations, port radio
stations, radio direction finding stations, radiobeacons, etc., as well as other information on
radio services useful to a navigator.
local datum
Any geodetic datum defined for national purposes other than WGS84 which is adopted for
use with ECDIS.
local updates
A generic term to indicate all update information other than official updates, regardless of
source for application as a manual update only.
log file
A record of updates, including time of application and identification parameters described in
Appendix 1 of S-52. [IEC]
look-up table
A table giving symbology instructions to link SENC objects to point, line or area
symbolisation, and providing display priority, radar priority, IMO category and optional
viewing group.
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M
manual updating
The manual application of corrections to ENC data in the SENC by a human operator,
usually based on unformatted update information (such as printed NtMs, voice radio, verbal
communication etc.). Note: In order for the SENC to accept manual updates, the update
information must be entered in a structured way at least compatible with the relevant
ECDIS standards.
mariner's information
Information originated by and entered by the mariner to the SENC, e.g. area of strong
currents.
meta object
A feature object which contains information about other objects.
Note: For example compilation scale or vertical datum.
N
navigational aid
An instrument, device, chart, method, etc., used onboard intended to assist in the
navigation of a vessel.
navigational information
The information contained in mariner's navigational objects.
navigational purpose
The specific purpose for which a chart cell has been compiled. There are six such
purposes, namely berthing, harbour, approach, coastal, general and overview.
navigational symbol
see non-chart symbol.
navigational warning
A broadcast message containing urgent information relevant to safe navigation.
Navtex
Narrow-band direct-printing telegraphy system for transmission of navigational and
meteorological warnings and urgent information to ships.
non-chart symbol
A symbol for information such as own ship's position, course made good, etc., which
appears on the ECDIS but which does not appear on the printed chart.
non-HO information
Information contained in the SENC provided by non-HO sources (mariner's information or
other sources outside HOs).
north-up display
Information shown on the display (radar or ECDIS) with the north direction upward.
Note: The north-up display corresponds with the usual orientation of the nautical chart.
Notice to Mariners (NtM)
A periodical notice issued by maritime administrations, or other competent authorities,
regarding changes in aids to navigation, dangers to navigation, important new soundings,
and, in general, all such information as affects nautical charts, sailing directions, light lists
and other nautical publications
O
object
An identifiable set of information. An object may have attributes and may be related to
other objects. Also see spatial object and feature object. [TS]
Object Catalogue
The Object Catalogue is the feature schema for S-57. Its primary function is to provide a
description of real world entities. It contains a list of feature object classes (each relating to
a real world entity), attributes and allowable attribute values.
object class
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A generic description of objects which have the same characteristics.

Note: Examples of object classes in S-57 are "buoy, cardinal" and "caution area".
object description
The definition of which object class a specific object belongs to.
official updates
Updates provided in digital format by the Issuing Authority of the ENC being corrected, for
integration with the ENC data in the SENC. [UG]
on-demand information
The SENC information which is not part of the standard display. See also: All other
information.
orientation
The mode in which information on the ECDIS is being presented. Typical modes include:
north-up. - as shown on a nautical chart, north is at the top of the display.
ship's head-up. - based on the actual heading of the ship (e.g. ship's
gyrocompass).
course-up display. - based on the course or route being taken.
other navigational information
Navigational information not contained in the SENC, that may be displayed by an ECDIS,
such as radar information.
overscale
To display the chart information at a display scale larger than the compilation scale. Over
scaling may arise from a deliberate over scaling by the mariner, or from automatic over
scaling by ECDIS in compiling a display when the data included is of various navigational
purposes.
overscale area
When the data displayed is from data of two different navigational purposes the chart
display will, where drawn at the larger scale, include an over scale area of data from the
smaller scale cell in order to complete the display. This area should be identified by the
"over scale pattern" of the Presentation Library.
own ship's safety contour
The contour related to the own ship selected by the mariner from the contours provided for
in the SENC, to be used by ECDIS to distinguish on the display between the safe and the
unsafe water, and for generating anti-grounding alarms.
own ship's symbol
A non-chart symbol used in ARPA and ECDIS to show the ship's position on the chart or
ARPA display.
own-ship
The term which identifies the vessel upon which an ECDIS is operating.
Performance Standards for ECDIS
Minimum performance requirements for ECDIS, adopted by IMO 23 November 1995 as
Assembly resolution and published as Annex to IMO Resolution A19/Res 817 (15
December 1995).
pixel
Contraction for "picture element". The smallest element resolvable by electronic raster
devices such as scanner, display, and plotter.
precision
The degree of refinement of a value. Not to be confused with accuracy.
presentation
Cartographic design including drawing, use of symbols, use of colours, use of conventional
practices, etc.
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Presentation Library
A set of mostly digital specifications, composed of symbol libraries, colour schemes, lookup tables and rules, linking every object class and attribute of the SENC to the appropriate
presentation of the ECDIS display. Published by IHO as Appendix 2 of S-52.
R
raster
A regular array with information pertaining to each element (pixel) or group of elements
raster data presentation
Method of representing all, or part, of a chart digitally by a matrix-like scheme of pixels.
record
Regional ENC Coordinating Centre (RENC)
In the Worldwide Electronic Navigational Chart Data Base (WEND) the IHO network of
Hydrographic Offices, the regional node being responsible, as Issuing Authority, for official
ENCs and official updates compiled from national ENC data.
relationship
A logical link between two elements from the data model which may be spatial (e.g.
topological relationship) and/or non-spatial. In general a relationship is implemented in the
data structure as a pointer.
relative motion display
A display in which own ship remains stationary, while all other charted information and
targets move relative to own ship's position. See also true motion display.
route
A sequence of waypoints and legs.
route monitoring
The operational navigational ECDIS function in which the chart information is displayed,
under control of the positioning sensor input, according to the vessel's present position
(either in true motion or relative motion display mode).
route planning
The pre-determination of course, speed, waypoints and radius in relation to the waters to
be navigated, and in relation to other relevant information and conditions.
S
S-52
IHO Special Publication 52, titled "Specifications for chart content and display aspects of
ECDIS". Additional specifications and guidance are developed in the Appendices of S-52.
S-57
IHO Special Publication 57. See IHO Transfer Standard for Digital Hydrographic Data.
safety contour
See Own Ship's Safety Contour.
safety depth
The depth defined by the mariner, e.g. the ship's draft plus under keel clearance, to be
used by the ECDIS to emphasize soundings on the display equal to or less than this value.
sailing directions
A publication issued under the authority of a marine administration providing general
coastal navigation information such as aids to navigation, harbour approaches and
facilities, and other details necessary which it may not be feasible to show on the
corresponding nautical charts. Note: Sometimes referred to as Coastal Pilots or Coast
Pilots.
scale
The ratio between the linear dimensions of a chart, map, drawing, etc., and the actual
dimensions represented.
scale bar
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A vertical bar scale of 1 nautical mile divided into 1/10 ths., intended to convey an
immediate sense of distance. Replaced at display scales smaller than 1/80,000 by a 5-mile
latitude scale.
semi-automatic updating
The application of corrections to ENC data in the SENC Updating in a fully integrated state,
by hard media or telecommunications transfer in a manner which requires human
intervention at the ECDIS interface.
SENC
See Systems Electronic Navigational Chart.
simplified symbols
Symbols designed specifically for ECDIS, for fast draw and to give the maximum clarity
under all conditions of viewing the CRT. They are less complex than the equivalent paper
chart symbols.
spatial object
An object which contains locational information about real world entities.
speed of advance (SOA)
speed intended to be made along the track
speed over ground (SOG)
the speed along the path actually followed
speed made good (SMG)
the speed along the course made good.
supplementary information
Non-chart HO information, such as sailing directions, tide tables, light list.
System Electronic Navigational Chart (SENC)
A data base 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
data base that is actually accessed by ECDIS for the display generation and other
navigational functions, and is equivalent to an up-to-date paper chart. The SENC may also
contain information from other sources.
T
textual HO information
Information presently contained in separate publications (e.g. Sailing Directions) which may
be incorporated in the ENC, and also textual information contained in explanatory attributes
of specific objects.
track
The intended path and past path of the ship. When used in conjunction with ECDIS,
additional terminology related to track can include:
planned route (planned track): intended path
past track: past path
cross-track distance: distance right or left of intended path.
track keeping
Sailing a ship in accordance with a pre-determined route, and in relation to the waters. .
true distance
Distance on the earth's surface, based on ellipsoid calculations.
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true-motion display
A display in which own ship and each target moves with its own true motion, while the
position of all charted information remains fixed. See also, relative motion display. [ARPA]
U
underscale
The situation where the data displayed are not the largest scale navigational purpose data
available for that area.
update information
The data which are needed to update the target data automatically. Update information
comprises one or more update records. [TS]
update mechanism
The defined sequence of update operations necessary to update the target data by
applying the update information to the content of the target data so that no operator
interaction is involved.
update set
The collection of corrections to ENC data promulgated together by an issuing authority on a
schedule basis.
.
V
vector
Direct connection between two points, either given as two sets of coordinates (points), or
by direction and distance from one given set of coordinates, or a point in a vector space
defined by one set of coordinates relative to the origin of a coordinate system.
vector data presentation
Method of representing individual chart features digitally by points, lines and polygons
given through their coordinates and appropriate code(s).
voyage plan
A defined series of waypoints, legs and routes.
voyage recording
ECDIS capability to store and to reproduce certain minimum elements required to
reconstruct the navigation and verify the official data base used during the previous 12
hours.
W
water stabilization
The reference system relative to the water based on course- and speed-through-water
sensors.
waypoint
In conjunction with route planning, a geographical location (e.g., latitude and longitude)
indicating a significant event on a vessel's planned route (e.g., course alteration point,
calling in point, etc.).
World Geodetic System (WGS)
A global geodetic reference system developed by the USA for satellite position fixing and
recommended by IHO for hydrographic and cartographic use. [HD]
Worldwide Electronic Navigational Chart Data Base (WEND)
A common, worldwide network of ENC datasets, based on IHO standards, designed
specifically to meet the needs of international maritime traffic using ECDIS which conform
to the IMO Performance Standards.
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Annexe 3:
ANNEX 24
RESOLUTION MSC.232(82)
(adopted on 5 December 2006)
ADOPTION OF THE REVISED PERFORMANCE STANDARDS FOR
ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS)
THE MARITIME SAFETY COMMITTEE,

RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING ALSO resolution A.886(21), by which the Assembly resolved that the
function of adopting performance standards and technical specifications, as well as amendments
thereto shall be performed by the Maritime Safety Committee and/or the Marine Environment
Protection Committee, as appropriate, on behalf of the Organization,
RECALLING ALSO regulations V/19 and V/27 of the International Convention for the
Safety of Life at Sea (SOLAS), 1974, which requires all ships to carry adequate and up-to-date
charts, sailing directions, lists of lights, notices to mariners, tide tables and all other nautical
publications necessary for the intended voyage,
NOTING that the up-to-date charts required by SOLAS regulations V/19 and V/27 can be
provided and displayed electronically on board ships by electronic chart display and information
systems (ECDIS), and that the other nautical publications required by regulation V/27 may also
be so provided and displayed,
RECOGNIZING the need to improve the previously adopted, by resolution A.817(19), as
amended, performance standards for ECDIS in order to ensure the operational reliability of such
equipment and taking into account the technological progress and experience gained,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation, at its fifty-second session,
1.
ADOPTS the Revised performance standards for electronic chart display and information
systems (ECDIS), set out in the Annex to the present resolution;
2.
RECOMMENDS Governments ensure that ECDIS equipment:

(a)
if installed on or after 1 January 2009, conform to performance standards not

inferior to those specified in the Annex to the present resolution; and
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(b)
if installed on or after 1 January 1996 but before 1 January 2009, conform to

performance standards not inferior to those specified in the Annex to
resolution A.817(19), as amended by resolutions MSC.64(67) and MSC.86(70).
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ANNEX 24
Page 2
ANNEX
REVISED PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY
AND INFORMATION SYSTEMS (ECDIS)
1
SCOPE OF ECDIS
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 regulations V/19 and V/27 of the 1974 SOLAS Convention,
as amended.
1.3
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.
1.4
ECDIS should facilitate simple and reliable updating of the electronic navigational chart.
1.5
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 ships position.
1.6
The ECDIS display may also be used for the display of radar, radar tracked target
information, AIS and other appropriate data layers to assist in route monitoring.
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).
1.9
When the relevant chart information is not available in the appropriate form (see section 4),
some ECDIS equipment may operate in the Raster Chart Display System (RCDS) mode
as defined in appendix 7. RCDS mode of operation should conform to performance
standards not inferior to those set out in appendix 7.
APPLICATION OF THESE STANDARDS
2.1
These performance standards should apply to all ECDIS equipment carried on all ships,
as follows:
- dedicated standalone workstation.
- a multifunction workstation as part of an INS.
2.2
These performance standards apply to ECDIS mode of operation, ECDIS in RCDS mode
of operation as specified in appendix 7 and ECDIS backup arrangements as specified in
appendix 6.
Document3
MSC 82/24/Add.2
ANNEX 24
Page 3
2.3
Requirements for structure and format of the chart data, encryption of chart data as well
as the presentation of chart data are within the scope of relevant IHO standards, including
those listed in appendix 1.
2.4
In addition to the general requirements set out in resolution A.694(17)*, the presentation
requirements set out in resolution MSC.191(79), ECDIS equipment should meet the
requirements of these standards and follow the relevant guidelines on ergonomic
principles adopted by the Organization1.
DEFINITIONS
For the purpose of these performance standards:
3.1
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 regulations V/19 and V/27 of the 1974
SOLAS Convention, as amended, 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.
3.2
Electronic Navigational Chart (ENC) means the database, standardized as to content,

structure and format, issued for use with ECDIS by or on the authority of a Government,
authorized Hydrographic Office or other relevant government institution, and conform to
IHO standards. 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.
3.3
System Electronic Navigational Chart (SENC) means a database, in the manufacturers

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 an up-to-date paper
chart. The SENC may also contain information added by the mariner and information
from other sources.
3.4
Standard Display is the display mode intended to be used as a minimum during route
planning and route monitoring. The chart content is listed in appendix 2.
3.5
Display Base means the chart content as listed in appendix 2 and which cannot be
removed from the display. It is not intended to be sufficient for safe navigation.
3.6
Further information on ECDIS definitions may be found in IHO Hydrographic Dictionary

Special Publication S-32 (see appendix 1).
Refer to Publication IEC 60945.

MSC/Circ.982.
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ANNEX 24
Page 4
MODULE A - DATABASE
4
PROVISION AND UPDATING OF CHART INFORMATION
4.1
The chart information to be used in ECDIS should be the latest edition, as corrected by
official updates, of that issued by or on the authority of a Government,
government-authorized Hydrographic Office or other relevant government institution, and
conform to IHO standards2.
4.2
The contents of the SENC should be adequate and up-to-date for the intended voyage to
comply with regulation V/27 of the 1974 SOLAS Convention as amended.
4.3
It should not be possible to alter the contents of the ENC or SENC information
transformed from 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 should
be distinguishable on the display from ENC information and its official updates and not
affect display legibility.
4.7
ECDIS should keep and display on demand a record of updates including time of
application to the SENC. This record should include updates for each ENC until it is
superseded by a new edition.
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.
4.9
ECDIS should be capable of accepting both non-encrypted ENCs and ENCs encrypted in
accordance with the IHO Data Protection Scheme3.
2
3
IHO Special Publication S-52 and S-57 (see appendix 1).

IHO Special Publication S-63 (see appendix 1).
MSC 82/24/Add.2
ANNEX 24
Page 5
MODULE B OPERATIONAL AND FUNCTIONAL REQUIREMENTS
5
DISPLAY OF SENC INFORMATION
5.1
ECDIS should be capable of displaying all SENC information. An ECDIS should be

capable of accepting and converting an ENC and its updates into a SENC. The ECDIS
may also be capable of accepting a SENC resulting from conversion of ENC to SENC
ashore, in accordance with IHO TR 3.114. This method of ENC supply is known as
SENC delivery.
5.2
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).
5.3
ECDIS should present the Standard Display at any time by a single operator action.
5.4
When an ECDIS is switched on following a switch off or power failure, it should return
to the most recent manually selected settings for display.
5.5
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.
5.6
For any operator identified geographical position (e.g. by cursor picking) ECDIS should
display on demand the information about the chart objects associated with such a
position.
5.7
It should be possible to change the display scale by appropriate steps e.g. by means of
either chart scale values or ranges in nautical miles.
5.8
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, however:
.1
if the mariner does not specify a safety contour, this should default to 30m. If the
safety contour specified by the mariner or the default 30 m contour is not in the
displayed SENC, the safety contour shown should default to the next deeper
contour;
.2
if the safety contour in use becomes unavailable due to a change in source data,
the safety contour should default to the next deeper contour; and
.3
in each of the above cases, an indication should be provided.
5.9
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.
5.10
The ENC and all updates to it should be displayed without any degradation of their
information content.
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ANNEX 24
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4
IHO Miscellaneous Publication M-3
5.11
MSC 82/24/Add.2
ANNEX 24
Page 7
ECDIS should provide a means to ensure that the ENC and all updates to it have been
correctly loaded into the SENC.
5.12
The ENC data and updates to it should be clearly distinguishable from other displayed
information, including those listed in appendix 3.
SCALE
6.1
ECDIS should provide an indication if:

.1
the information is displayed at a larger scale than that contained in the ENC; or
.2
own ships position is covered by an ENC at a larger scale than that provided by
the display.
DISPLAY OF OTHER NAVIGATIONAL INFORMATION
7.1
Radar information and/or AIS information may be transferred from systems compliant
with the relevant standards of the Organization. Other navigational information may be
added to the ECDIS display. However, it should not degrade the displayed SENC
information and it should be clearly distinguishable from the SENC information.
7.2
It should be possible to remove the radar information, AIS information and other
navigational information by single operator action.
7.3
ECDIS and added navigational information should use a common reference system. If
this is not the case, an indication should be provided.
7.4
Radar
7.4.1 Transferred radar information may contain a radar image and/or tracked target
information.
7.4.2 If the radar image is added to the ECDIS display, the chart and the radar image should
match in scale, projection and in orientation.
7.4.3 The radar image and the position from the position sensor should both be adjusted
automatically for antenna offset from the conning position.
8
DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA
8.1
It should always be possible to display the SENC information in a north-up orientation.

Other orientations are permitted. When such orientations are displayed, the orientation
should be altered in steps large enough to avoid unstable display of the chart information.
8.2
ECDIS should provide for true motion mode. Other modes are permitted.
8.3
When true motion mode is in use, reset and generation of the chart display of the
neighbouring area should take place automatically at own ship's distance from the edge of
the display as determined by the mariner.
MSC 82/24/Add.2
ANNEX 24
Page 8
8.4
It should be possible to manually change the displayed chart area and the position of own
ship relative to the edge of the display.
8.5
If the area covered by the ECDIS display includes waters for which no ENC at a scale
appropriate for navigation is available, the areas representing those waters should carry an
indication (see appendix 5) to the mariner to refer to the paper chart or to the RCDS mode
of operation (see appendix 7).
COLOURS AND SYMBOLS
9.1
IHO recommended colours and symbols should be used to represent SENC information5.
9.2
The colours and symbols other than those mentioned in 9.1 should comply with the
applicable requirements contained in the IMO standards for navigational symbols6.
9.3
SENC information displayed at the scale specified in the ENC should use the specified
size of symbols, figures and letters5.
9.4
ECDIS should allow the mariner to select whether own ship is displayed in true scale or
as a symbol.
10
DISPLAY REQUIREMENTS
10.1
ECDIS should be capable of displaying information for:

.1
route planning and supplementary navigation tasks; and
.2
route monitoring.
10.2
The effective size of the chart presentation for route monitoring should be at
least 270 mm x 270 mm.
10.3
The display should be capable of meeting colour and resolution recommendations of

IHO5.
10.4
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.
10.5
If information categories included in the Standard Display (See appendix 2) are removed
to customize the display, this should be permanently indicated. Identification of
categories which are removed from the Standard Display should be shown on demand.
MSC 82/24/Add.2
ANNEX 24
Page 9
5
Special Publication S-52, Appendix 2 (see appendix 1)
MSC 82/24/Add.2
ANNEX 24
Page 10
11
ROUTE PLANNING, MONITORING AND VOYAGE RECORDING
11.1
It should be possible to carry out route planning and route monitoring in a simple and
reliable manner.
11.2
The largest scale data available in the SENC for the area given should always be used by
the ECDIS for all alarms or indications of crossing the ship's safety contour and of
entering a prohibited area, and for alarms and indications according to appendix 5.
11.3
Route Planning
11.3.1 It should be possible to carry out route planning including both straight and curved
segments.
11.3.2 It should be possible to adjust a planned route alphanumerically and graphically
including:
.1
adding waypoints to a route;
.2
deleting waypoints from a route; and
.3
changing the position of a waypoint.
11.3.3 It should be possible to plan one or more alternative routes in addition to the selected
route. The selected route should be clearly distinguishable from the other routes.
11.3.4 An indication is required if the mariner plans a route across an own ship's safety contour.
11.3.5 An indication should be given if the mariner plans a route closer than a user-specified
distance from the boundary of a prohibited area or a geographic area for which special conditions
exist (see appendix 4).An indication should also be given if the mariner plans a route closer than
a user-specified distance from a point object, such as a fixed or floating aid to navigation or
isolated danger.
11.3.6 It should be possible for the mariner to specify a cross track limit of deviation from the
planned route at which an automatic off-track alarm should be activated.
11.4
Route monitoring
11.4.1 For route monitoring the selected route and own ship's position should appear whenever
the display covers that area.
11.4.2 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 ships
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
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ANNEX 24
Page 11
11.4.3 ECDIS should give an alarm if, within a specified time set by the mariner, own ship will
cross the safety contour.
11.4.4 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).
11.4.5 An alarm should be given when the specified cross track limit for deviation from the
planned route is exceeded.
11.4.6 An indication should be given to the mariner if, continuing on 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 (e.g. obstruction, wreck, rock) that is
shallower than the mariner's safety contour or an aid to navigation.
11.4.7 The ships 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 source, preferably of a different type, should be
provided. In such cases ECDIS should be capable of identifying discrepancies between
the two sources.
11.4.8 ECDIS should provide an alarm when the input from position, heading or speed sources
is lost. ECDIS should also repeat, but only as an indication, any alarm or indication
passed to it from position, heading or speed sources.
11.4.9 An alarm should be given by ECDIS when the ship reaches a specified time or distance,
set by the mariner, in advance of a critical point on the planned route.
11.4.10 The positioning system and the SENC should be on the same geodetic datum. ECDIS
should give an alarm if this is not the case.
11.4.11 It should be possible to display alternative routes 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.
11.4.12 It should be possible to display:
.1
time-labels along a ship's 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.
11.4.13 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 its geographical co-ordinates on
demand.
11
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ANNEX 24
Page 12
11.4.14 It should be possible to adjust the displayed geographic position of the ship manually.
This manual adjustment should be noted alpha-numerically on the screen, maintained
until altered by the mariner and automatically recorded.
11.4.15.1 ECDIS should provide the capability to enter and plot manually obtained bearing and
distance lines of position (LOP), and calculate the resulting position of own ship. It
should be possible to use the resulting position as an origin for dead-reckoning.
11.4.15.2 ECDIS should indicate discrepancies between the positions obtained by continuous
positioning systems and positions obtained by manual observations.
11.5
Voyage recording
11.5.1
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 should be recorded at one minute intervals:
.1
to ensure a record of own ship's past track: time, position, heading, and speed; and
.2
to ensure a record of official data used: ENC source, edition, date, cell and update
history.
11.5.2
In addition, ECDIS should record the complete track for the entire voyage, with time
marks at intervals not exceeding 4 hours.
11.5.3
It should not be possible to manipulate or change the recorded information.
11.5.4
ECDIS should have a capability to preserve the record of the previous 12 hours and of
the voyage track.
12
CALCULATIONS AND ACCURACY
12.1
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.
12.2
Bearings and distances drawn on the display or those measured between features already
drawn on the display should have accuracy no less than that afforded by the resolution of
the display.
12.3
The system should be capable of performing and presenting the results of at least the
following calculations:
.1
true distance and azimuth between two geographical positions;
.2
geographic position from known position and distance/azimuth; and
.3
geodetic calculations such as spheroidal distance, rhumb line, and great circle.
12
MSC 82/24/Add.2
ANNEX 24
Page 13
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.
13.2
ECDIS should provide a suitable alarm or indication of system malfunction.
14
BACK-UP ARRANGEMENTS
Adequate back-up arrangements should be provided to ensure safe navigation in case of
an ECDIS failure; see appendix 6.
.1
Facilities enabling a safe take-over of the ECDIS functions should be provided

in order to ensure that an ECDIS failure does not develop into a critical
situation.
.2
A back-up arrangement should provide means of safe navigation for the

remaining part of a voyage in the case of an ECDIS failure.
MODULE C INTERFACING AND INTEGRATION

15
CONNECTIONS WITH OTHER EQUIPMENT 7
15.1
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.
15.2
ECDIS should be connected to the ship's position fixing system, to the gyro compass and
to the speed and distance measuring device. For ships not fitted with a gyro compass,
ECDIS should be connected to a marine transmitting heading device.
15.3
ECDIS may provide a means to supply SENC information to external equipment.
16
POWER SUPPLY
16.1
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, as
amended.
16.2
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.
Publication IEC 61162.
13
MSC 82/24/Add.2
ANNEX 24
Page 14
Appendix 1
REFERENCE DOCUMENTS
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 MARITIME ORGANIZATION (IMO)
Address: International Maritime Organization

4 Albert Embankment
London SE1 7SR
United Kingdom
Phone: +44 207 735 76 11

Fax: +44 207 587 32 10
E-mail:info@imo.org
Web: http://www.imo.org
Publications
IMO resolution MSC.191(79) on Performance Standards for the presentation of

navigation related information on shipborne navigational displays
IMO resolution A.694(17) on Recommendations on general requirements for shipborne
radio equipment forming part of the Global Maritime Distress and Safety System
(GMDSS) and for electronic navigational aids
SN.Circ/207 (1999) on Differences between RCDS and ECDIS
IMO SN/Circ.243 (2004) on Guidelines for the Presentation of Navigation-related
Symbols, Terms and Abbreviations
IMO MSC/Circ.982 (2000) on Guidelines on ergonomic criteria for bridge equipment and
layout
INTERNATIONAL HYDROGRAPHIC ORGANIZATION (IHO)

Address: Directing Committee
International Hydrographic Bureau
BP 445
MC 98011 Monaco Cedex
Principality of Monaco
14
Phone: +377 93 10 81 00
Fax: +377 93 10 81 40
E-mail:info@ihb.mc
Web: http://www.iho.shom.fr
MSC 82/24/Add.2
ANNEX 24
Page 15
Publications
Special Publication No. S-52, Specifications for Chart Content and Display Aspects of
ECDIS
Special Publication No. S-52 appendix 1, Guidance on Updating the Electronic
Navigational Chart
Special Publication No. S-52 appendix 2, Colour and Symbol Specifications for ECDIS
Special Publication No. S-32, Hydrographic Dictionary
Special Publication No. S-57, IHO Transfer Standard for Digital Hydrographic Data
Special Publication No. S-61, IHO Product specification for Raster Navigational Charts
(RNC)
Special Publication No. S-63, IHO Data Protection Scheme
Miscellaneous Publication No. M-3, Resolutions of the IHO
INTERNATIONAL ELECTROTECHNICAL COMMISSION (IEC)

Address: IEC Central Office
3 rue de Varemb
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 60945, General Requirements for Shipborne Radio Equipment Forming
Part of the Global Maritime Distress and Safety System and Marine Navigational
Equipment.
IEC Publication 61162, Digital Interfaces - Navigation and Radiocommunication
Equipment On board Ship.
[IEC Publication 62288, Maritime Navigation and Radiocommunication Equipment and
Systems Presentation of navigation related information General requirements,
methods of test and required test results.]
15
MSC 82/24/Add.2
ANNEX 24
Page 15
Appendix 3
SENC INFORMATION AVAILABLE FOR DISPLAY DURING ROUTE PLANNING
AND ROUTE MONITORING
1
Display base to be permanently shown on the ECDIS display, consisting of:

.1
.2
.3
.4
.5
.6
.7
Standard display consisting of:

.1
.2
.3
.4
.5
.6
.7
.8
.9
.10
coastline (high water);

own ship's safety contour;
isolated underwater dangers of depths less than the safety contour which lie
within the safe waters defined by the safety contour;
isolated dangers which lie within the safe water defined by the safety contour,
such as fixed structures, overhead wires, etc.;
scale, range and north arrow;
units of depth and height; and
display mode.
display base
drying line
buoys, beacons, other aids to navigation and fixed structures
boundaries of fairways, channels, etc.
visual and radar conspicuous features
prohibited and restricted areas
chart scale boundaries
indication of cautionary notes
ships routeing systems and ferry routes
archipelagic sea lanes.
All other information, to be displayed individually on demand, for example:

.1
.2
.3
.4
.5
.6
.7
.8
.9
.10
spot soundings
submarine cables and pipelines
details of all isolated dangers
details of aids to navigation
contents of cautionary notes
ENC edition date
most recent chart update number
magnetic variation
graticule
place names.
15
MSC 82/24/Add.2
ANNEX 24
Page 16
Appendix 3
NAVIGATIONAL ELEMENTS AND PARAMETERS

1
Own ship.
.1
.2
Past track with time marks for primary track.

Past track with time marks for secondary track.
Vector for course and speed made good.
Variable range marker and/or electronic bearing line.
Cursor.
Event.
.1
.2
Dead reckoning position and time (DR).

Estimated position and time (EP).
Fix and time.
Position line and time.
Transferred position line and time.

.1
.2
Predicted tidal stream or current vector with effective time and strength.
Measured tidal stream or current vector with effective time and strength.
Danger highlight.
10
Clearing line.
11
Planned course and speed to make good.
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 wheel over.
16
MSC 82/24/Add.2
ANNEX 24
Page 16
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 11.3.5 and 11.4.4:
Traffic separation zone
Inshore traffic zone
Restricted area
Caution area
Offshore production area
Areas to be avoided
User defined areas to be avoided
Military practise area
Seaplane landing area
Submarine transit lane
Anchorage area
Marine farm/aquaculture
PSSA (Particularly Sensitive Sea Area)
16
MSC 82/24/Add.2
ANNEX 24
Page 17
Appendix 5
ALARMS AND INDICATORS
Section
Requirements
Information
11.4.3
11.4.4
11.4.5
11.4.8
11.4.9
11.4.10
13.2
Alarm
Alarm or Indication
Alarm
Alarm
Alarm
Alarm
Alarm or Indication
Crossing safety contour

Area with special conditions
Deviation from route
Positioning system failure
Approach to critical point
Different geodetic datum
Malfunction of ECDIS
5.8.3
6.1.1
6.1.2
7.3
8.5
10.5
11.3 4
11.3.5
11.4.6
Indication
Indication
Indication
Indication
Indication
Indication
Indication
Indication
Indication
13.1
Indication
Default safety contour

Information overscale
Larger scale ENC available
Different reference system
No ENC available
Customized display
Route planning across safety contour
Route planning across specified area
Crossing a danger in route
monitoring mode
System test failure
In this Performance Standard the definitions of Indicators and Alarms provided in the IMO
resolution A.830(19) Code on Alarms and Indicators, 1995 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.
17
MSC 82/24/Add.2
ANNEX 24
Page 18
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.
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;
.2
taking courses, distances and bearings from the chart;
.3
displaying the planned route;

18
MSC 82/24/Add.2
ANNEX 24
Page 19
.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 in the backup arrangement should be the latest
edition, as corrected by official updates, of that issued by or on the authority of a
Government, authorized
Hydrographic Office or other relevant government
institution, and conform to 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 electronic device is used, it should provide an indication:
.1
if the information is displayed at a larger 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 for radar information and other navigation information 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 8 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.
19
MSC 82/24/Add.2
ANNEX 24
Page 20
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 should be in accordance with section 12 of this performance standard.
3.3
Malfunctions, warnings, alarms and indications
If an electronic device is used, it should provide a suitable alarm or 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
If an electronic device is used:
.1
Colours and symbols should be in accordance with the colours and symbols
requirements of ECDIS.
.2
The effective size of the chart presentation should be not less than 250 mm x 250 mm
or 250 mm diameter.
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.
CONNECTIONS WITH OTHER EQUIPMENT
6.1
If an electronic device is used, it should:
6.2
.1
be connected to systems providing continuous position-fixing capability; and
.2
not degrade the performance of any equipment providing sensor input.
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 MSC.192(79).
20
MSC 82/24/Add.2
ANNEX 24
Page 14
Appendix 2
Appendix 7
RCDS MODE OF OPERATION
Whenever in this appendix reference is made to any provisions of the annex related to ECDIS,
the term ECDIS should be substituted by the term RCDS, SENC by SRNC and ENC by RNC, as
appropriate.
This appendix refers to each paragraph of the performance standards for ECDIS (i.e. the Annex
to which this part is appendix 7) and specifies which paragraphs of the Annex either:
.1
apply to RCDS; or
.2
do not apply to RCDS; or
.3
are modified or replaced as shown in order to apply to RCDS.
Any additional requirements applicable to RCDS are also described.

1
SCOPE
1.1
Paragraph applies to RCDS.
1.2
When operating in RCDS-mode, an appropriate portfolio of up-to-date paper

charts (APC) should be carried on board and be readily available to the mariner.
1.3 - 1.7
Paragraphs apply to RCDS.
1.8
RCDS should provide appropriate alarms or indications with respect to the

information displayed or malfunction of the equipment (see Table 1 of this
appendix).
1.9
Refers to Appendix 7 and applies to RCDS.
APPLICATION OF THESE STANDARDS
2.1 2.4
DEFINITIONS
3.1
Raster Chart Display System (RCDS) means a navigation information system

displaying RNCs with positional information from navigation sensors to assist the
mariner in route planning and route monitoring, and if required, display additional
navigation-related information.
3.2
Raster Navigational Chart (RNC) means a facsimile of a paper chart originated

by, or distributed on the authority of, a government-authorized hydrographic
office. RNC is used in these standards to mean either a single chart or a collection
of charts.
14
3.3
MSC 82/24/Add.2
ANNEX 24
Page 15
System Raster Navigational Chart Database (SRNC) means a database resulting
2 the RCDS to include updates to the RNC
from the transformation of Appendix
the RNC by
by appropriate means.
3.4-3.5
Paragraphs do not apply to RCDS.
3.6
3.7
Appropriate Portfolio of up to date paper Charts (APC) means a suite of paper

charts of a scale to show sufficient detail of topography, depths, navigational
hazards, aids to navigation, charted routes, and routeing measures to provide the
mariner with information on the overall navigational environment. The APC
should provide adequate look-ahead capability. Coastal States will provide details
of the charts which meet the requirement of this portfolio, and these details are
included in a worldwide database maintained by the IHO. Consideration should
be given to the details contained in this database when determining the content of
the APC.
MODULE A - DATABASE
4
PROVISION AND UPDATING OF CHART INFORMATION
4.1
The RNC used in RCDS should be the latest edition of that originated by, or
distributed on the authority of, a government authorized hydrographic office and
conform to IHO standards. RNCs not on WGS 84 or PE-90 should carry metadata (i.e., additional data) to allow geo-referenced positional data to be displayed
in the correct relationship to SRNC data.
4.2
The contents of the SRNC should be adequate and up-to-date for that part of the
intended voyage not covered by ENC.
4.3
It should not be possible to alter the contents of the RNC.
4.4 4.8
All paragraphs apply to RCDS.
4.9
Paragraph does not apply to RCDS
MODULE B OPERATIONAL AND FUNCTIONAL REQUIREMENTS

5
DISPLAY OF SRNC INFORMATION
5.1
RCDS should be capable of displaying all SRNC information.
5.2
SRNC information available for display during route planning and route
monitoring should be subdivided into two categories:
.1
the RCDS standard display consisting of RNC and its updates, including
its scale, the scale at which it is displayed, its horizontal datum, and its
units of depths and heights; and
.2
any other information such as mariners notes.
15
MSC 82/24/Add.2
ANNEX 24
Page 16
5.3- 5.4
Paragraphs apply to RCDS.Appendix 2
5.5
It should be easy to add to, or remove from; the RCDS display any information
additional to the RNC data, such as mariner's notes. It should not be possible to
remove any information from the RNC.
5.6 5.9
5.10 5.12
5.13
There should always be an indication if the ECDIS equipment is operating in

RCDS mode.
SCALE
This section applies to RCDS.
DISPLAY OF OTHER NAVIGATIONAL INFORMATION
7.1 - 7.4
DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA
8.1
It should always be possible to display the SRNC in chart-up orientation. Other

orientations are permitted.
8.2 - 8.4
8.5
Paragraph refers to RCDS mode of operation.
COLOURS AND SYMBOLS
9.1
IHO recommended colours and symbols should be used to represent SRNC

information.
9.2
9.3
Paragraph does not apply to RCDS.
9.4
10
DISPLAY REQUIREMENTS
10.1-10.2
10.3
16
MSC 82/24/Add.2
ANNEX 24
Page 24
10.4
10.5
10.6
RCDS should be capable of displaying, simply and quickly, chart notes which are
not located on the portion of the chart currently being displayed.
11
ROUTE PLANNING, MONITORING AND VOYAGE RECORDING
11.1
11.2
11.3
Route Planning
11.3.1-11.3.3 Paragraphs apply to RCDS.

11.3.4-11.3.5 Paragraphs do not apply to RCDS.
11.3.6
11.3.7
It should be possible for the mariner to enter points, lines and areas which activate
an automatic alarm. The display of these features should not degrade the SRNC
information and it should be clearly distinguishable from the SRNC information.
11.4
Route monitoring
11.4.1
11.4.2
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 in 10.4.6 and 10.4.7 should be continuous. It should be possible to
return to the route monitoring display covering own ship's position immediately
by single operator action.
11.4.3-11.4.4 Paragraphs do not apply to RCDS.

11.4.5
Paragraph apply to RCDS.
11.4.6

11.4.10
The RCDS should only accept positional data referenced to the WGS 84 or PE-90
geodetic datum. RCDS should give an alarm if the positional data is not
referenced to one of these datum. If the displayed RNC cannot be referenced to
the WGS 84 or PE-90 datum then a continuous indication should be provided.
24
MSC 82/24/Add.2
ANNEX 24
Page 25

11.4.16
RCDS should allow the user to manually align the SRNC with positional data.
This can be necessary, for example, to compensate for local charting errors.
11.4.17
It should be possible to activate an automatic alarm when the ship crosses a point,
line, or is within the boundary of a mariner entered feature within a specified time
or distance.
11.5
Voyage recording
11.5.1-11.5.4 All paragraphs apply to RCDS.

12
CALCULATIONS AND ACCURACY
12.1-12.3
12.4
RCDS should be capable of performing transformations between a local datum

and WGS 84 Datum.
13
PERFORMANCE TESTS, MALFUNCTION ALARMS AND INDICATIONS
13.1-13.2
14
BACK-UP ARRANGEMENTS
MODULE C INTERFACING AND INTEGRATION

15
CONNECTIONS WITH OTHER EQUIPMENT
15.1-15.3
16
POWER SUPPLY
16.1-16.2
All paragraphs apply to RCDS
25
Table 1
ALARMS AND INDICATORS IN THE RCDS MODE OF
OPERATION
Paragraph
11.4.5
11.4.17
11.4.8
11.4.9
11.4.10
13.2
5.13
6.1
6.1.2
Requirement
Information
Alarm
Alarm
Alarm
Alarm
Alarm or
indication
Alarm or
indication
Deviation from route

Approach to mariner entered feature, e.g. area, line
Position system failure
Approach to critical point
Different geodetic datum
Indication
Indication
Indication
ECDIS operating in the raster mode

Larger scale information available, or overscale
Larger scale RNC available for the area of the vessel
Malfunction of RCDS mode
Note: The definitions of alarms and indicators are given in appendix 5.
ECDIS Generic Course
Addenda
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Revision Date 11/02/2012
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Fleetwood Nautical Campus

Generic ECDIS Course

Survey Geodetic Datum ................................................................................................................ 28

Standard display ............................................................................................................................. 64

Electronic Chart Display &

Official electronic chart data and private chart data

Electronic Charts - What Can Be Used Under SOLAS?

What is ECDIS mandation?

Revised Carriage Requirements

An electronic chart display and information system (ECDIS) is also accepted

2.10 Ships engaged on international voyages shall be fitted with an Electronic

ECDIS Legal Requirements

IMO Performance Standards for ECDIS

What does the UK say about this?

An ECDIS, to comply with the SOLAS carriage requirement, Ch . V Regulation 19.2.1.4,

the ships safety management system (SMS) includes relevant requirements

ECDIS generic training

International Hydrographic Organisation (IHO) Standards

enhanced metadata specifications, unlimited encoding formats and a more flexible

It has an inflexible maintenance regime. Freezing standards for lengthy periods is

As presently structured, it cannot support future requirements (e.g., gridded

It is regarded by some as a limited standard focused exclusively for the production

International Electrotechnical Commission requirements

Producing Electronic Chart

Under scale 1:1

Some believe the original paper charts are often

Using basic data stored in tables

When used in an ECDIS or some ECS, the

Significant seafloor features:

Definitions - ZOC Table:

Typical Survey Characteristics

Controlled, systematic survey high position

and depth accuracy achieved using

Controlled, systematic survey achieving

position and depth accuracy less than

Controlled, systematic survey achieving

similar depth but lesser position accuracy

Full area search not

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

Poor quality data or data that cannot be

B = 4 Stars = Use caution

Survey Geodetic Datum

How are ENCs named?

Sensors and sensor interfaces

Navigation Sensors interfaced to ECDIS

Differential GPS (DGPS)

Satellite-based augmentation system

Satellite broadcast DGPS

Ground Based Augmentation Systems

eLORAN Eurofix (developmental)

Other Global Navigation Satellite Systems (developmental)

The eLoran system comprises

Draft and Tide

If the transducer is set significantly forward, and

If the sounder is set to read depth below sea level,

The height of Tide must also be calculated before

The Doppler Log

What You See With AIS

Extract from MGN 277

USE OF AIS IN NAVIGATION

Effect of Pulse Length on Target Range Discrimination

Effect of Pulse Repetition Frequency on Range

Effect on bearing discrimination of Beam Width