Chapter 5

ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM

(ECDIS)

Introduction
In his duty of taking a ship safely from one place to another, a navigator
has to avoid running aground, and avoid colliding with another vessel.
For the first part he needs to keep the vessel on the path decided. He
needs to plot the position of his ship at regular intervals. The frequency
of position fixing being dependent upon the area his ship is in.

Need for position fixing

In Open Ocean the navigator may plot the position every two hours
(when using celestial navigation methods may be only 3 times in a
whole day). In coastal waters he may plot the position every 30
minutes. In narrow channel or while approaching a port it may be 5
minutes or sometimes as frequently as every two or three minutes.
Chart plotter
Ideally a navigator would like to know his position all the time. The
earliest device to achieve this was chart plotter, which could indicate the
ship’s position by dead reckoning method. The plotter could be
programmed to move as per course and speed of the vessel. With the
advent of GPS, which is updating position every second or at least
every few seconds (depending upon the sophistication of the
equipment); a device was needed to depict the position obtained on the
chart all the time.

Evolution of ECDIS
For collision avoidance the navigator made use of ARPA among other
things. While taking avoiding action or while estimating what action
other vessel might take he needs to refer to chart to see available sea
room or established points where ships generally alter course for
navigational needs. If radar picture could be superimposed on chart it
would make his task easier in decision making. Thus came about the

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 electronic chart and the ECDIS. As the name suggests ECDIS is a not
only a chart but much more.
Realising the importance and potential of ECDIS, IMO and International
Hydrographic Organisation (IHO) constituted a harmonising group to
work out the details. IHO came out with certain cartographic and data
exchange standards. IMO has adopted the performance standard for
ECDIS.

Objectives
The objective of this chapter is to gain familiarity with ECDIS and to
understand its advantages and disadvantages.

Abbreviations used in the chapter

ENC: Electronic Navigation Chart
SENC System Electronic Navigation Chart
ECDIS Electronic Chart Display and Information System
CPU Central Processing Unit (of a computer)
IHO International Hydrographic Office
GPS Global Positioning System
DGPS Differential Global Positioning System
RCDS Raster Chart Display Systems
RNC Raster navigational chart
GNSS Global Navigational Satellite System
RECC Regional ENC co-ordinating centres
WEND World Wide electronic Navigation Databases

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 Fig 1

The ENC is interfaced with System Electronic Navigation Chart (SENC).

The ECDIS can read information only from SENC. It is like CPU of a
computer. The SENC has inputs from Gyro, speed log, position fixing
systems like GPS & LORAN, Radar & ARPA, and of course the ENC.
Manual inputs from operator are possible with keyboard. Thus SENC
contains information from ENC (supplied by hydrographic office) and
much more. See the block diagram

Development of ECDIS
As stated in preamble the ECDIS was to make the job of OOW much
easier, providing him with a host of ready information so that he can
devote more time for monitoring and controlling the passage. The three
most important reasons for development of ECDIS are:
1. Advances made in microprocessor technology. The progress in
technology made these processors smaller, cheaper and capable of
holding more memory. We can see that from the strides made in
computers.
2. GPS (& DGPS) provide continuous position of ship. It gives position
with accuracy of under 100 metres (95% of time), under 300 metres
(4.99% of the time). With DGPS the accuracy has improved to + 5
metres.
3. Technological advances in radar and ARPA with their raster scan
displays and improved detection under adverse weather condition.
Layering of information, colour display, option of ground or sea

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 stabilised displays and more importantly possibility of interfacing all or
selective information from this to other equipment.
These three factors contributed toward making ECDIS a possible
reality.

Need for standardisation

In case of paper charts even though various Hydrographers published
charts for their own areas the International Hydrographic Organisation
had arrived at a standard of symbols and markings so that the navigator
does not have to seek for keys for these symbols.
Even though IMO did not have to lay down performance standard of
paper charts IMO had to ensure that the cartographic details (similar to
the symbols on the paper chart) had to be uniform and the electronic
language used in drawing and reading the chart had to be uniform.
This required assistance of International Hydrographic Organisation
(IHO) and International Electronic Commission (IEC). IMO and IHO
formed a harmonisation group to work out the details. IHO then agreed
on standard S 52 which deals with the cartographic details like colour,
depth contour thickness, symbol for buoys etc. These cartographic
details had to be converted to digital language. Therefore, in
consultation with IEC, the IHO prescribed a standard. The format
definitions for ECDIS files are contained within IHO transfer standard for
digital hydrographic data, which is IHO publication S 57.

Global distribution system

Electronic navigation chart forms a very important part of ECDIS. In
order to make ECDIS available in all areas of the world it is necessary
to have ENC for whole world. It is proposed by special committee of
IHO set up in 1992 to set up network of interconnected Regional ENC
co-ordinating centres (RECC). Individual HOs will develop digital data
and pass on to RECC of its geographical area. The RECC will integrate
the data into a regional database. The updates to data can follow
similar pattern. For the concept of RECC to work it is necessary for the
RECCs to establish agreements with individual HOs within region for
making the data available including technical matters and

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 reimbursements for the use of data. Thus we have the World Wide
electronic Navigation Databases (WWEND).
The Regional centres will be responsible for issue and distribution of
chart for its areas. They can also give chart for other areas by
arrangement with other centres. However, establishing these regional
centres will take time because of modalities and due to vectoring of
charts. Here there are two schools of thought. One says if charts have
to be digitised why not do it perfectly by doing a re-survey. Others are of
the opinion that if at present the paper charts are acceptable for the
areas in which there is no question mark against the accuracy of
survey, then why not have electronic chart of same accuracy?
Therefore, some hydrographic offices that have large collection of chart
covering full world have started establishing their own electronic
database.

Types of electronic charts

Vector charts
Storing the available information in electronic form for producing an
electronic chart as envisaged under ECDIS and which will satisfy the
performance standards prescribed by IMO, entails producing what is
called Vector chart. In this each piece of information is electronically
mapped, e.g. a coastline is defined as a series of points.
Vector data is held as series of instructions for defining and drawing a
particular chart feature. Depth contour can be stored as a defined
shape and have particular depth attached to it. Other information could
be colour and thickness of line. This drawing information is converted to
a screen image by a processor within. Data is stored as table of chart
information and hence it offers intelligence. The information is in layered
form. There are layers such as for e.g. depth contours, restricted areas,
soundings, TSS etc. (Ref figure below) Ability to layer information
enables user to decide what information to display.

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 Fig: layered data on an electronic vector chart

Production of Vector chart is time consuming. The work is on and it will

take time for the Hydrographic Offices to prepare vector charts for
world. The possibility of getting GPS position and Radar ARPA overlay
on the electronic chart had already spurred some private manufacturers
to produce their own ECDIS. As the data is not from national authority it
does not comply with performance standard. It also suffers from
improper updating or lack of it. Nevertheless, considering advantages of
having the ARPA and GPS overlay on screen with a chart, the
temptation to use these will nevertheless exist. Hence the U.K.
Hydrographic office and some other countries have started producing
what is called Raster charts.

Raster charts
This is like a photograph of paper chart. The information matter is
stored as picture elements (pixels). Each pixel is a minute component of
chart image with a defined colour and brightness level. Raster scanned
images are derived by video or digital scanning techniques which
effectively photograph the chart. Scanning the `bases’ produces raster
chart (colour separates) used in production of printing plates for
conventional paper charts. Therefore, both charts are same. Chart
image is held in single layer hence the data is tamper proof. It is not
possible for mariner to inadvertently to omit critical navigational
information. Each correction notice is encoded as a patch or tile of

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 raster data. Each tile is approximately 1 inch or 25 mm square at scale
of original chart. Therefore, each correction is like a block correction.
Recently in 1999 IMO has given recognition for Raster charts to be
used provided, adequate stock of paper chart is carried on board. The
adequacy is to be decided by administration. Some countries opposed
the passage of resolution with their argument being that Raster does
not conform to provision 3.8 of performance standard. (3.8 states that ENC
and all updates to it should be displayed without any degradation of their information
content)

RASTER CHART VECTOR CHART

It is like of photograph of paper
chart
It is cheaper and faster to produce
It requires more memory
It looks exactly like a paper chart
but due to same reason it looks
cluttered on the screen.
Mariner can add information, do
plotting and all work that he can do
on paper chart.
Interrogation for more information is
not possible
Chart is in one layer.
Radar & ARPA overlay, GPS
positioning on chart possible.
With IMO approval this charts may
be available only as back up for
ECDIS.
Display cannot be customised.
Presentation will be only north up.
One has to see all data, elimination
of any information is not possible
Each chart is separate, hence not
seamless. Chart cannot be
transferred to radar.
As the charts are images of the
existing charts, they can be brought
in use quickly
Comparison of raster and vector charts
Each point is defined
electronically
It is costlier and time consuming
It requires less memory
It has its own look and due to
layering of information cluttering
can be reduced
Mariner can add and subtract
information from the chart and do
all the work he can do on the
paper chart.
Interrogation for more
information is possible
Chart is multi-layered. There are
11 layers
Radar & ARPA overlay, GPS
positioning on chart possible
Accepted as ECDIS
Display can be customised. Any
presentation possible. Hiding of
unwanted information is possible.
Seamless data. Chart can be
interfaced to radar
Due to complexity of vectorising
world coverage will take time

Functions and features possible with ECDIS:

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1. Operator can do route planning, execution and monitoring. Doing route
planning on electronic chart is easier. One has to select the starting
point and move the cursor to waypoint. A line joining the starting point to
waypoint is displayed all the time along with the course and distance.
Subsequent legs can be drawn in same way. In this method the
navigator does not have to do calculation and hence route planning is
faster.
2. Critical passages can be simulated and difficulties understood. This can
be done by selecting the chart for area concerned and feeding in the
proper speed, wind, current, and then observing the progress of vessel.
If the SENC has information about tide timing then it will be able to
simulate the current automatically.
3. Interrogation for more information possible e.g. characteristic of light,
cautionary notes, some contents of sailing directions etc. At present
with paper chart if one has to find information about a light one has to
consult list of lights, where as in ECDIS all this information will be
displayed at click of a button. Some times the chart requires reference
to some publications; in such cases again by clicking of a button the
information from that publication will be displayed.
4. It is also possible to feed tidal and current data. This can help in
calculation of accurate ETA, or to decide optimum speed to reach a
point. If information about tide and tidal stream is stored in the system,
then for transiting an area where tidal streams exist, the best time to
reach the entrance to such channel can be predicted to get maximum
advantage of tidal current and thus work out optimum speed.
5. Safety depth contours for the user can be fed in. This has the
advantage that the safety depth contour can be displayed all the time
and if the ship is likely to stray into the contour within stipulated time an
alarm can be programmed to set off.
6. Six minute (or other convenient value) vector can be programmed. If
ship is likely to enter any prohibited area or special areas within
stipulated time (say six minutes) or cross the safety depth contour,
alarm can be programmed to set off.
7. Navtex receivers out put can be interfaced with SENC so that in case of
any navigational warning, the ECDIS can indicate that a warning exists

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 as soon as that area is seen on the screen, and by clicking button/s the
text of warning can be shown.
8. It will form important part of integrated navigation system. Use of ECDIS
will revolutionise navigation process. It has many advantages in terms
of saving of man-hours spent in chart correction, route planning etc.
Route monitoring will be easier. If proper use is made of the system, it
will help in reducing grounding incidents.
On the other hand it will be essential that an officer will have to be
trained prior to using ECDIS for the first time. For subsequent ships,
familiarisation time will have to include time for familiarisation of ECDIS
installed on that ship.
ECDIS must be viewed as an aid to navigation. It must not become sole
instrument for navigation and must be used with prudence. The
navigator is to work with the system and enhance the safety of ship.
ECDIS does not replace the navigator.

Performance standards for ECDIS

Introduction:
The important functions of ECDIS are:

 help safe navigation,

 display authentic information and

 Reduce navigational workload.

 It must be reliable and easily available and fitted with specified alarms.

Definitions
ECDIS means navigation information system which, with adequate
back-up arrangements, can be accepted as complying with up-to-date
chart required by regulation V/20 of SOLAS convention. This is
achieved by displaying selected information from a System Electronic
Navigational Chart (SENC) with positional information from navigation
sensors to assist the mariner en-route planning and monitoring, and by
displaying additional navigational related information if required.
ENC includes standardised database complying with content, structure
and format, approved for use with ECDIS under authority of the

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 government and contains information authorised by hydrographic
offices. It contains all chart information 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.
SENC: means a database resulting from the transformation of the ENC
by ECDIS for appropriate use, updates to ENC by appropriate means,
and other data added by the mariner. This database is actually
accessed by ECDIS for the display generation and other navigational
functions, and is the equivalent to an up-to-date paper chart. It may also
contain information from other sources.
DISPLAY BASE: means the level of SENC information, which cannot
be removed from the display. It consists 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. (The information
contained is coastline at HW, own ship’s safety contour, isolated
dangers of depth less than safety contour, traffic routing systems, scale
range orientation and display mode, units of depth and height.)
STANDARD DISPLAY: means the SENC information that should be
shown when 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 his needs. (It consists of display
base, drying line, indication of fixed and floating aids to navigation,
boundaries of fairway and channels, visual and conspicuous features,
chart scale boundaries, indication of cautionary notes)
Display of SENC information
The ECDIS must:

 Present standard display at any time by single operator action.

 Display Chart on standard on largest scale.

 Allow removal or addition of information.

 Allow selection of safety contour and safety depth selection.

Provisions and updating of chart information:

 Chart information should be latest and conform to IHO standards.

 Contents of SENC should be adequate for intended voyage.

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  It should not be possible to alter contents of ENC.

 ECDIS should be capable of accepting official updates to the ENC, and

these updates must automatically be applied to SENC, and must keep
record of updates.
Scale of display
ECDIS must indicate if information is displayed at a larger scale than
contained in ENC (this avoids false sense of accuracy). It must also
indicate if own ship’s position is covered by ENC at larger scale than
displayed.
Display of other navigational information
Radar or other navigational information may be added to the ECDIS but
should not degrade SENC information and should be clearly
distinguishable from SENC information (different colour).
ECDIS and added navigational information should use a common
reference system or indicate when that it is not so.
Transferred radar information may contain radar image and ARPA. The
images must match in scale and orientation. Antenna offset for radar
and GPS antenna must be allowed for. It should be possible to adjust
ship’s position manually so that radar image matches with SENC
display.
Display mode and generation of the neighbouring area
North up presentation is must. Other orientations are also permitted.
True motion mode is must, others modes are also permitted. In true
motion resetting shall be automatic.
Colours and symbols
IHO recommended colours and symbols to be used. SENC information
should use specified size of symbols, figures and letters as per IEC
publication 1174. Own ship display shall be in true scale or as a symbol
as per mariner’s option.
Display requirements:

 Display information about route planning, supplementary navigational

tasks and route monitoring,

 Effective size of chart presentation shall be at least 270 mm x 270 mm.

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  Comply with colour and resolution recommendations of IHO S-52

Route planning, monitoring and voyage recording:

 Should be possible to carry out route planning, route monitoring in a

simple and reliable manner.

 Ergonomic principles in designing should be followed for user-friendly

operation.

 Largest scale data available in the SENC for the area should be used
for all alarms and indications of ship’s crossing safety contours or
entering prohibited areas.

 Route planning should be possible for straight and curved segments.

 Addition, deletion and changing of waypoints should be possible.

 Alternate route planning should be possible.

 Route monitoring; selected route and own ship’s position should appear
whenever display covers that area.

 Look ahead should be possible, but while the screen is on “look ahead”
the function of own ship’s position updating, watch for alarms etc.
should continue.

 Alarms should be given if own ship is likely to cross safety depth or

enter prohibited area within certain time.

 Whenever possible two systems of position fixing should be employed,

 ECDIS should be capable of identifying discrepancies between the two

systems.

 Indication must be given if inputs from positioning fixing systems are

lost.

 Positioning system and SENC should be on same datum.

 ECDIS must give alarm if this is not so.

 It shall be possible to show alternate route in addition to selected route

and they must be distinguishable from each other.

 It should be possible to display time labels along track manually or

automatically at selected interval anywhere between 1 and 120
minutes.

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  Adequate number of points, free electronic bearing lines, variable and
fixed range markers and other symbols required for navigation
purposes should be displayed.
Voyage recording
ECDIS should store and reproduce certain minimum elements required
to reconstruct navigation and verify official database during previous 12
hours. Following data should be recorded at one-minute intervals to
ensure record of own ship’s past track;

 time,

 position,

 heading,

 Speed. and

 Complete track for the entire voyage with time marks at intervals not
exceeding 4 hours.
Accuracy
Accuracy of calculations performed by ECDIS should be independent of
the characteristic of output device and should be consistent with SENC
accuracy. Bearing and distance accuracy should not be less than that
afforded by the resolution of the display.
Connections with other equipment
ECDIS and equipment to which it is connected must not degrade each
other’s performance.
ECDIS should be connected to systems providing continuous position
fixing, heading and speed information.
Performance tests, malfunction alarms and indications
It should be provided with means for doing on board tests of major
functions either automatically or manually.
In case of failure the faulty module should be indicated. It must have an
alarm for system malfunction.
Back-up arrangements
Facilities enabling a safe take over of ECDIS function so that its failure
does not result in critical situation. Back arrangement should be to

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 facilitate safe navigation of the remaining part of the voyage in case of
ECDIS failure.
Power supply
It must be connected to emergency source of power. Changing from
one source to another or any interruption of up to 45 seconds should
not require re-initialisation of the equipment.
Detection and display capability
The following are the areas, which ECDIS should detect and for which it
should provide an alarm, or indication:

 Traffic separation zone,

 Traffic routing scheme crossing or roundabout,

 Traffic routing scheme precautionary area,

 Two-way traffic route,

 Deepwater route,

 Recommended route,

 Inshore traffic lane,

 Fairway,

 Restricted area,

 Caution area,

 Offshore production area,

 Areas to be avoided,

 Military practice area,

 Seaplane landing area,

 Submarine transit lane,

 Ice area, channel,

 Fishing ground,

 Fishing prohibited,

 Pipeline area,

 Cable area,
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 Anchorage area or anchorage prohibited areas,

 Dumping ground,

 Spoil ground,

 Dredged area,

 Cargo transhipment area,

 Specially protected areas.

Alarms and Indicators

Requiremen Information
t
Alarm or indication largest scale for alarm
Alarm exceeding off-track limits
Alarm crossing safety contour
Alarm or indication area with special condition
Alarm deviation from route
Alarm approach to critical point
Alarm different geodetic datum
Alarm or indication malfunction of ECDIS
Indication information over scale
Indication larger scale ENC available
Indication different reference system
Indication route planning across safety
contour
Indication route planning across specified
area
Indication positioning system failure
Indication System test failure.

Alarm is an alarm system, which announces by audible means or

audible and visual means, a condition requiring attention.
Indicator is visual indication giving information about the condition of a
system or equipment.

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