WELCOME TO

Philippine
Seafarers
Training
Center

Center for Continuing Education & Quality Training

ORIENTATION
AND
SAFETY
BRIEFING

VISION
Center for Continuing
Quality Maritime
Education
& Training Services
in the
New Millennium

MISSION

A Catalyst
for Professional Services
and Competencies
in the
Maritime Industries

MEMBER:
Philippine Association of
Maritime Training Center, Inc.
(PAMTCI)
ACCREDITED:

CERTIFIED BY:

REGULATIONS
FOR TRAINEES

 Classrooms may be used from 0800 1200H & 1300 1700H on working
days. Extended stay in the classroom may be authorized by the Training
Director and Training Officer for a reasonable cause.
Attend your classes with proper mind set. Be open to learning.
Be enthusiastic.
Trainees are not allowed to stay in classroom during breaktime.
PSTC ID must be worn at all times inside the PSTC premises.
No trainee is allowed to remove anything from the classroom.
Wear proper Training Attire. Attend your class well groomed. Be neat
and presentable. Sleeveless blouses/T-shirts, short pants, sandals and
slippers, ARE NOT ALLOWED inside the classroom.
Punctuality is important. In case of tardiness or absence/s, trainees
shall be required to attend make- up class/es on the topic/s they have
missed.

 During oral and written assessment, copying or cheating in any form

will result to cancellation of the examination result. Trainees who re in
the habit of copying or using prepared notes during assessment shall not
be issued a Certificate of Completion.
Observe cleanliness. Avoid littering and writing on the walls and
chairs. Use trashcans.
Observe silence at all times. Refrain from making unnecessary noise
that will disturb classes such as shouting, boisterous laughter, and use of
vulgar and foul words.
Help maintain a smoke free environment. Smoking inside the
Philippine Seafarers
Training Center premises is STRICTLY
PROHIBITED. Your cigarettes smoke will kill not only you, but also the
people around you. So if you have to smoke, dont do it here.
For health reasons, avoid spitting on the floor. Use the comfort rooms and
use it properly.

 Intoxication, alcoholism and drug addiction or possession of

prohibited drugs is STRICTLY FORBIDDEN. Anybody found
violating this rule will be reported to proper authorities immediately.
Newspapers must be kept out of sight; cellular phones must be turned
to Silent Mode during class hours.
Fire arms and other deadly weapons ARE PROHIBITED inside the
Training Center.
In the emergency alarm is heard, trainees must proceed immediately to
the nearest fire exit as indicated in the emergency plans. Stay in a group
and be calm.
Observe Courtesy not only inside the Philippine Seafarers Training
Center but outside as well. Greet your instructors, other staff member
and your co-trainees with a smile.
Be respectful to others. Respect yourself if you want others to respect
you.

THANK
YOU!

THE OPERATIONAL
USE OF ELECTRONIC
CHART DISPLAY AND
INFORMATION
SYSTEMS (ECDIS)

LEGAL ASPECT AND

REQUIREMENTS

1 Application and requirements

1.1 Ships constructed on or after 1 July 2002 shall be fitted with
navigational systems and equipment which will fulfill the requirements
prescribed in paragraphs 2.1 to 2.9.
1.2

Ships
constructed
before
1
July
2002
shall:
subject to the provisions of paragraphs 1.2.2 and 1.2.3, unless
they comply fully with this regulation, continue to be fitted with
equipment which fulfils the requirements prescribed in regulations
V/11, V/12 and V/20 of the International Convention
for the Safety
of Life at Sea, 1974 in force prior to 1 July 2002;

 be fitted with the equipment or systems required in paragraph 2.1.6

not later than the first survey after 1 July 2002 at which time the
radio direction-finding apparatus referred to in V/12(p) of the
International Convention for the Safety of Life at Sea, 1974 in force
prior to 1 July 2002 shall no longer be required; and
be fitted with the system required in paragraph 2.4 not later than
the dates specified in paragraphs 2.4.2 and 2.4.3.

2. Ship borne navigational equipment and systems

2.1 All ships irrespective of size shall have:
1.
a properly adjusted standard magnetic compass, or other
means, independent of any power supply to determine the ship's
heading and
display the reading at the main steering position;
2.
a pelorus or compass bearing device, or other means,
independent of any power supply to take bearings over an arc of the
horizon
of
360;
3.
means of correcting heading and bearings to true at all times;
4. nautical charts and nautical publications to plan and display the
ship's route for the intended voyage and to plot and monitor positions
throughout the voyage; an electronic chart display and information
system (ECDIS) may be accepted as meeting the chart carriage
requirements
of
this
subparagraph;

5.

back-up arrangements to meet the functional requirements of

subparagraph .4, if this function is partly or fully fulfilled by
electronic means ;
6. receiver for a global navigation satellite system or a terrestrial
radio
navigation system, or other means, suitable for use at all
times throughout the intended voyage to establish and update the
ship's position automatic means;
7.
at

if less than 150 gross tonnage and if practicable, a radar reflector,

or other means, to enable detection by ships navigating by radar
both
9 and 3GHz;

8. when the ship's bridge is totally enclosed and unless the

Administration determines otherwise, a sound reception system, or
other means, to enable the officer in charge of the navigational watch
to hear sound
signals and determine their direction;

9. a telephone, or other means, to communicate heading information

to the emergency steering position, if provided.
2.2 All ships of 150 gross tonnage and upwards and passenger ships
irrespective of size shall, in addition to the requirements of paragraph
2.1, be fitted with:

a spare magnetic compass interchangeable with the magnetic

compass, as referred to in paragraph 2.1.1, or other means to
perform the function referred to in paragraph 2.1.1 by means of
replacement or duplicate equipment;
a daylight signaling lamp, or other means to communicate by light
during day and night using an energy source of electrical power not
solely dependent upon the ship's power supply.

2.3 All ships of 300 gross tonnage and upwards and passenger ships irrespective
of size shall, in addition to meeting the requirements of paragraph 2.2, be
fitted with:

an echo sounding device, or other electronic means, to measure and

display the available depth of water;
a 9 GHz radar, or other means to determine and display the range and
bearing of radar transponders and of other surface craft, obstructions,
buoys, shorelines and navigational marks to assist in navigation and in
collision avoidance;
an electronic plotting aid, or other means, to plot electronically the range
and bearing of targets to determine collision risk;

speed and distance measuring device, or other means, to indicate

speed and distance through the water;
a properly adjusted transmitting heading device, or other means to
transmit heading information for input to the equipment referred to
in paragraphs 2.3.2. 2.3.3 and 2.4.

2.4 All ships of 300 gross tonnage and upwards engaged on international
voyages and cargo ships of 500 gross tonnage and upwards not engaged
on international voyages and passenger ships irrespective of size shall be
fitted with an automatic identification system (AIS), as follows:

ships constructed on or after 1 July 2002;

ships engaged on international voyages constructed before 1 July
2002:
in the case of passenger ships, not later than 1 July 2003;
in the case of tankers, not later than the first survey for safety
equipment on or after 1 July 2003;
in the case of ships, other than passenger ships and tankers, of
50,000 gross tonnage and upwards, not later than 1 July 2004;
in the case of ships, other than passenger ships and tankers, of
10,000 gross tonnage and upwards but less than 50,000 gross
tonnage, not later than 1 July 2005;

in the case of ships, other than passenger ships and tankers, of 3,000 gross
tonnage and upwards but less than 10,000 gross tonnage, not later than 1 July
2006;
in the case of ships, other than passenger ships and tankers, of 300 gross
tonnage and upwards but less than 3,000 gross tonnage, not later than 1 July
2007; and
ships not engaged on international voyages constructed before 1 July 2002, not
later than 1 July 2008.
the Administration may exempt ships from the application of the requirements of
this paragraph when such ships will be taken permanently out of service within
two years after the implementation date specified in subparagraphs 2 and 3;

AIS shall:

provide automatically to appropriately equipped shore

stations, other ships and aircraft information, including the
ship's identity, type, position, course, speed, navigational
status and other safety-related information;
receive automatically such information from similarly fitted
ships;
monitor and track ships; and
exchange data with shore-based facilities;

2. 5

The requirements of paragraph 2.4.5 shall not be applied to

cases where international agreements, rules or standards
provide for the protection of navigational information; and
AIS shall be operated taking into account the guidelines
adopted by the Organization

All ships of 500 gross tonnage and upwards shall, in addition to

meeting the requirements of paragraph 2.3 with the exception
of paragraphs 2.3.3 and 2.3.5, and the requirements of
paragraph 2.4, have:

a gyro compass, or other means, to determine and display their

heading by shipborne non-magnetic means and to transmit
heading information for input to the equipment referred in
paragraphs 2.3.2, 2.4 and 2.5.5;
a gyro compass heading repeater, or other means, to supply
heading information visually at the emergency steering position if
provided;
a gyro compass bearing repeater, or other means, to take bearings,
over an arc of the horizon of 360, using the gyro compass or other
means referred to in subparagraph. 1. However ships less than
1,600 gross tonnage shall be fitted with such means as far as
possible;
rudder, propeller, thrust, pitch and operational mode indicators, or
other means to determine and display rudder angle, propeller
revolutions, the force and direction of thrust and, if applicable, the
force and direction of lateral thrust and the pitch and operational
mode, all to be readable from the conning position; and

an automatic tracking aid, or other means, to plot automatically the

range and bearing of other targets to determine collision risk.

2.6 On all ships of 500 gross tonnage and upwards, failure of one piece of
equipment should not reduce the ship's ability to meet the requirements of
paragraphs 2.1.1. 2.1.2 and 2.1.4.
2.7 All ships of 3000 gross tonnage and upwards shall, in addition to meeting the
requirements of paragraph 2.5, have:

a 3 GHz radar or where considered appropriate by the Administration a

second 9 GHz radar, or other means to determine and display the range
and bearing of other surface craft, obstructions, buoys, shorelines and
navigational marks to assist in navigation and in collision avoidance,
which are functionally independent of those referred to in paragraph 2.3.2;
and

a second automatic tracking aid, or other means to plot

automatically the range and bearing of other targets to determine
collision risk which are functionally independent of those referred to
in paragraph 2.5.5.

2.8 All ships of 10,000 gross tonnage and upwards shall, in addition to
meeting the requirements of paragraph 2.7 with the exception of
paragraph 2.7.2, have:

an automatic radar plotting aid, or other, means, to plot

automatically the range and bearing of at least 20 other targets,
connected to a device to indicate speed and distance through the
water, to determine collision risks and simulate a trial maneuver;

a heading or track control system, or other means, to automatically

control and keep to a heading and/or straight track.

2.9 All ships of 50,000 gross tonnage and upwards shall, in addition to
meeting the requirements of paragraph 2.8, have:

a rate of turn indicator, or other means, to determine and display

the rate of turn; and
a speed and distance measuring device, or other means, to indicate
speed and distance over the ground in the forward and athwartships
direction.

When other means are permitted under this regulation, such

means must be approved by Administration in accordance with
regulation 18.
The navigational equipment and systems referred to in this
regulation shall be so installed, tested and maintained as to
minimize malfunction.
Navigational equipment and systems offering alternative modes of
operation shall indicate the actual mode of use.
Integrated bridge systems shall be so arranged that failure of one
sub-system is brought to immediate attention of the officer in
charge of the navigational watch by audible and visual alarms, and
does not cause failure to any other sub-system. In case of failure in
one part of an integrated navigational system, it shall be possible to
operate each other individual item of equipment or part of the
system separately.

Resolution A.817 (19)

The Performance Standards for Electronic Chart Display and

Information

Systems states that:

ECDIS, with adequate back-up arrangements, may be accepted as complying

with the up-to-date charts required by regulations V/20 of the 1974 SOLAS
Convention.

PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY

AND IFORMATION SYSTEMS

1. INTRODUCTION
1.1 The primary function of the ECDIS is to contribute to safe navigation.

1.2 ECDIS, with adequate back-arrangements, may be accepted as

complying with the up-to-date chart required by regulation V/20 of the
1974 SOLAS Convention.
1.3 In addition to the general requirements for ship borne radio equipment
forming part of the global maritime distress and safety systems
(GMDSS) and the requirements for electronic navigational aids
contained in IMO resolution A.694 (17),* ECDIS should meet the
requirements of this performance standard.
1.4 ECDIS should be capable of displaying all chart information necessary
for safe and efficient navigation originated by, and distributed on the
authority of, government-authorized hydrographic officers.
1.5 ECDIS should facilitate simple and reliable updating of the electronic
navigational charts.

1.6 ECDIS should have at least the same reliability and availability of
presentation as the paper chart published by government-authorized
hydrographic offices.
1.7 ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment (see appendix 5)
2. Principal types of electronic chart
Chart Data Base

At the heart of any integrated bridge system lays an electronic chart. An electronic
chart system meeting International Maritime Organization (IMO) specifications for
complying with chart carrying requirements is an Electronic Chart Display and
Information System (ECDIS). All other electronic charts are known as Electronic
Chart System (ECS).

ECDIS Defined by the IMO as the integrated bridge system that complies with the
up-to-date chart carrying requirements of international law.

ENC is the ships electronic chart database used in an ECDIs system.

- a subset of the Electronic Chart Database (ECDB), the digital chart database
maintained by the national hydrographic authority.
The Vector and the Raster Chart

Raster Chart data is a digitized picture of a chart. All data is in one layer
and one format. The video display simply reproduces
the picture from its
digitized data file.
- It is difficult to change individual elements of the chart since they are not
separated in the data file. This data files tend to be large, since a
data point
must be entered for every picture element (pixel) on the chart.

Vector Chart data is organized into many separate files. It contains graphics program
to produce certain symbols, lines, area colors, and other chart elements. The
programmer can change individual elements in the file and tag elements with
additional data.

Vector files are smaller and more versatile than raster files of the same area. The
navigator can selectively display vector data, adjusting the display according to his
needs.

3 ECDIS Data

System electronic navigational chart (SENC)

means a database resulting from the transformation of the ENC by ECDIS for
appropriate use, updates to the ENC by appropriate means, and other data added by the
mariner.

- It is this database that is actually accessed by ECDIS for the display

generation and navigational functions, and is the equivalent to an up-to
date paper chart. The SENC may also contain information from other
sources.

ECDIS should be capable of displaying all SENC information.

SENC information available for display during route planning and route
monitoring should be subdivided into three categories, display base,
standard display, and all other information (see appendix 2).
ECDIS should present the standard displayed at any time by a single
operator action.
When a chart is first displayed on ECDIS, it should provide the standard
display at the largest scale available in the SENC for the displayed area.

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.
It should be possible for the mariner to select a safety contour form the depth
contours provided by the SENC. ENDIS should give the safety contour more
emphasis than the other contours on the displayed base.

It should be possible for the mariner to select a safety depth contours

provided by SENC. ECIDS should give the safety contour more emphasis
than other contours on the display.
The ENC and all updates to I should be displayed without any degradation of
their information content.

ECDIS should provide a means of ensuring that the ENC and all updates to it have been
correctly loaded into the SENC.
The ENC data and updates to it should be clearly distinguishable from other displayed
information, such as, for example that listed in appendix 3.

The enterprise production environment

The Nautical Information System (NIS) is an enterprise environment that consists of

centralized data. Using the NIS workflow, all data is stored and maintained in a Central
Data Repository (CDR), and individual ENC products are maintained in isolated
databases. Geodatabase replication is the mechanism that ensures that the data in these
two databases is synchronized. The supporting information that is used to generate the
individual product databases, such as geographic area of interest and scale band
definition, is stored in another database called the product library, which may or may not
be a physically different database than the CDR.

Each product database is built on the ArcSDE geodatabase and managed

through the product library.
The NIS workflow is the suggested workflow when creating and
managing a large number of products. Here are just a few of the
advantages of using the NIS workflow:

S-57 based, product neutral Central Data Repository.

The NIS leverages ArcSDE technology.

Takes full advantage of the Product Library data management

capabilities.

The desktop production environments

The desktop workflows are client driven where the data for a given product is
isolated, meaning it is not replicated to another database. When setting up the
desktop workflow, the product library is used to load the schema via Implement
Instance.
There are two desktop production environments that you can use, depending
on your data compilation needs. If you need to create S-57 data from scratch,
run the Populate process using the Nautical Desktop Populator method. This
method can be set at the product class level within the product class properties.
If you need to modify existing S-57 data, you can just implement your product
instance and import the cell directly into the product geodatabase.

Your databases are managed through the product library.

Scaled down enterprise editing through Desktop/Workgroup connection.

All edits are performed on the same database.

About producing an ENC

The Nautical Solution ENC production environment is performed in the ArcSDE

versioning environment, whether using the enterprise (NIS) or desktop workflow.
There are two approaches for working with data your products data.

You can create a product and create new data for it.

You can create a product and load existing data into it.

Steps for working with new or existing data

PROVISION AND UPDATING OF CHART INFORMATION

The chart information to be used in ECDIS should be the latest edition of that
originated by a government authorized hydrographic office, and conform to IHO
standards.
The contents of the SENC should be adequate and up-to-date for the intended
voyage to comply with regulation V/20 of the 1974 SOLAS Convention.

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

Updates should be stored separately from the ENC.

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.
ECDIS should also be capable of accepting updates to the ENC data
entered manually with simple means for verification prior to the final
acceptance of the data. They would be distinguishable on the display from
ENC information and its official updates and not affect display legibility.

ECDIS should keep a record of updates including time of application to the

SENC.
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.

ECDIS Units

The following units of measure will appear on the EC-DIS chart display:
Position: Latitude and Longitude will be shown in degrees, minutes, and
decimal minutes, normally based on WGS-84 datum.

Depth: Depth will be indicated in meters and decimeters. Fathoms and feet may
be used as an interim measure only:
When existing chart data is held in those units only,
When there is an urgent need for an ENC of the applicable area, and
Time does not allow for an immediate conversion ofthe English units to
their metric equivalents.
Height: Meters (preferred) or feet.
Distance: Nautical miles and decimal miles, or meters.
Speed: Knots and decimal knots.

4 Presentation of ECDIS data

The major rules for presentation contained in the presentation
library for ECDIS
The IHO Presentation library is annex A to the IHO Colour and Symbol
Specifications (C&SS), which is in turn appendix 2 to IHO S-52
Specifications for chart Content and Display Aspects of ECDIS.
The presentation library implements the display specification in the S-52
App.2 by decoding and symbolizing the SENC. It contains:

1.

The ECDIs symbol library, excluding the Navigation Symbols to be found in IEC
61174 and IEC 62288 (10).

2. The ECDIS colour for day, dusk and night viewing;

3. look-up tables, with symbology instructions linking SENC objects to the
appropriate colour and symbol and giving their IMO category, draw priority,
priority over radar, and suggested viewing group.
4. conditional symbology procedure for:
.

cases where symbolizing depends on circumstances, such as the mariners

choice of safety contour.
cases where symbolizing is too complex to be define in a direct look-up table

5. description of symbology instructions

6. mariners navigational objects, specified in the same format as chart objects for
convenience in processing in ECDIS,
7. supplementary features such as the ECDIS Chart 1, colour differentiation test diagram,
colour calibration software.
COLORS AND SYMBOLS

Colours and symbols should be used to represent SENC information

The colours and symbols other than those mentioned above should be that use to describe
the navigational elements and parameters listed in appendix 3 and published by IEC.
SENC information, when displayed at the scale specified in the ENC, should use the
specific size of symbols, figures and letters.
ECDIs should allow the mariner to select whether own ship is displayed in true scale or
as a symbol.

Location for the ECDIS display

.

Experience in sea test has shown that it is important to select an

appropriate location for ECDIS. For example:
the navigator should be able to see the display clearly, and to reach the
controls, from his normal conning position,
it is an advantage to locate radar and ECDIS side by side
the face of the display should be shaded from direct sunlight, and the
display should not be located where the viewer may find the sun directly
behind it.

Displaying Text
The power of ECDIS lies in conveying operational information quickly, clearly
and comprehensively through a picture, a birds eye view of the ship and her
surroundings. text should be avoided on this graphical operational display
unless it is absolutely necessary, because it conveys limited and, since it has
to be written large to be readable, causes confusing clutter.
However, some text may be unavoidable, both on the operational display (e.g.
buoy numbers if there are required for VTS reporting) or on a separate text
display (e.g. course to steer, heading; alarms; tidal information; user
interaction to control the ECDIS, etc.)

SENC INFORMATION AVAILABLE FOR DISPLAY DURING

ROUTE PLANNIGN AND ROUTEMONITORING

1. Display base, permanently retained on the ECDIS display, consisting of:

coastline (high water)

own ships safety contour, to be selected by the mariner;

indication of isolated underwater dangers at depths of less than the safety contour
which lie within the safe waters defined by the safety contour;
indication of isolated dangers which lie within the safe water defined by the safety
contour such as bridges, overhead wires, etc., including bouys and beacons,
whether or not these are being used aids to navigation;

traffic routing systems;

scale, range, orientation, and display mode;

units of depth and height

2. Standard displayed when the chart is first displayed by ECDIS, consisting of:

display base

drying base

indication of fixed and floating aids to navigation

boundaries of fairways, channels, etc.

visual and radar conspicuous features

prohibited and restricted areas

chart scale boundaries

indication of cautionary notes

3. All other information, displayed individually on demand, for example:

spot soundings

submarine cables and pipelines

ferry routes

details of all isolated dangers

details of aids to navigation

contents of cautinary notes

ENC edition date

geodetic datum

magnetic variation

graticule
place names

Picture 1: Standard Display, day

Picture 2: Standard Display, nigh

It should always be possible to display the SENC in a north-up orientation.

Other orientation is permitted.
ECDIS should provide for true-motion mode. Other modes are permitted.
When true motion is in use, reset and generation of the neighboring area should
take place automatically at a distance from the border of the display determined
by the mariner

SENSORS PERFORMANCE STANDARDS FOR AUTOMATIC RADAR

PLOTTING AIDS (ARPAs)

Detection
Where a separate facility is provided for detection of targets, other than by the
radar observer, it should have a performance not inferior to that which could be
obtained by the use of the radar display.

Acquisition
Target acquisition may be manual or automatic for relative speeds up to 100
knots. However, there should always be a facility to provide for manual
acquisition and cancellation: ARPA with automatic acquisition should have
a facility to suppress acquisition in certain areas. On any range scale where
acquisition is suppressed over a certain area, the area of acquisition should
be defined and indicated on the display.
Automatic or manual acquisition should have a performance not inferior to
that which could be obtained by the user of the radar display.

Tracking
The ARPA should be able automatically to track, process, simultaneously
display and continuously update the information on at least 20 targets,
whether automatically or manually acquired.
If automatic acquisition is provided, description of the criteria of selection of
targets for tracking should be provided to the user. If the ARPA does not track
all targets visible on the display, targets which are being tracked should be
clearly indicated with the relevant symbol* on the display. The reliability of
tracking should not be less than those obtainable using manual recordings of
successive target positions obtained from the radar display.

The ARPA should continue to track an acquired target which is clearly

distinguishable on the display for 5 out of 10 consecutive scans, provided
the target is not subject to target swop.
The possibility of tracking errors, including target swop, should be
minimized by ARPA design. A qualitative description of the effects of error
sources on the automatic tracking and corresponding errors should be
provided to the user, including the effects of low signal-to-noise and low
signal-to-clutter ratios caused by sea returns, rain, snow, low clouds and
non-synchronous emissions.

Display
The display may be a separate or integral part of the ship's radar. However,
the ARPA display should include all the data required to be provided by a
radar display in accordance with the performance standards for
navigational radar equipment.

The design should be such that any malfunction of ARPA parts producing
data additional to information to be produced by the radar as required by
the performance standards for navigational equipment should not affect the
integrity of the basic radar presentation.

The ARPA facilities should be available on at least 3, 6 and 12 nautical mile

range scales, and there should be a positive indication of the range scale in
use. ARPA facilities may also be provided on other range scales permitted
by resolution A.477 (XII) and, if provided, should comply with these
standards.

The ARPA should be capable of operating with a relative motion display

with "north-up" and "course-up" azimuth stabilization. In addition, the
ARPA may also provide for a true motion display. If true motion is provided,
the operator should be able to select or the display either true or relative
motion. There should be a positive indication of the display mode and
orientation in use.

The course and speed information generated by the ARPA for acquired
targets should be displayed in a vector or graphic form which clearly
indicates the target's predicted motion with relevant symbols*. In this
regard:

an ARPA presenting predicted information in vector form only should

have the option of both true and relative vectors. There should be an
indication of the vector mode selected and, if true vector mode is
selected, the display should show whether it is sea or ground stabilized;
an ARPA which is capable of presenting target course and speed
information in graphic form should also, on request, provide the target's
true and/or relative vector;
vectors displayed should be time-adjustable;

a positive indication of the time-scale of the vector in use should be

given; and
if stationary targets are being used for ground referencing, this fact
should be indicated by the relevant symbol*. In this mode, relative
vectors including those of the targets used for ground referencing
should be displayed when requested

The ARPA information should not obscure the visibility of radar targets.
The display of ARPA data should be under the control of the radar observer.
It should be possible to cancel the display of unwanted ARPA data within
3s.

Means should be provided to adjust independently the brilliance of the

ARPA data and radar data, including complete extinction of the ARPA data.

The method of presentation should ensure that the ARPA data are clearly
visible in general to more than one observer in the conditions of light normally
experienced on the bridge of a ship by day and by night. Screening may be
provided to shade the display from sunlight but not to the extent that it will
impair the observer's ability to maintain a proper look-out. Facilities to adjust
the brightness should be provided.
Provisions should be made to obtain quickly the range and bearing of any
object which appears on the ARPA display.

Accuracy
The ARPA should provide accuracies not less than those given in 3.8.2 and
3.8.3 for the four scenarios defined in appendix 2. With the sensor errors
specified in appendix 3, the values given relate to the best possible manual
plotting performance under environmental conditions of 10 degrees of roll.

An ARPA should present within one minute of steady state tracking the
relative motion trend of target with the following accuracy values (95%
probability values).

Note 1: In steady state tracking both own and target ship follow straight
line course at constant speed.

Note 2: Probability values are the same as confidence levels.

An ARPA should present within three minutes of steady state tracking the
motion of a target with the following accuracy values (95% probability
values).

When a tracked target, or own ship, has completed a maneuver, the system
should present in a period of not more than 1 min an indication of the
target's motion trend, and display within 3 min the target's predicted
motion, in accordance with 3.4.6, 3.6, 3.8.2 and 3.8.3. In this context, a
"maneuver of own ship" should be deemed to consist of an alteration of
course of + 45? in 1 min.
The ARPA should be designed in such a manner that under the most
favorable conditions of own ship's motion the error contribution from the
ARPA should remain insignificant compared to the errors associated with
the input sensors, for the scenarios of appendix 2.

SENSOR ERRORS
The accuracy figures quoted in 3.8 of these standards are based upon the
following sensor errors, and are appropriate to equipment complying with
the performance standards for shipborne navigational equipment.
Note: s means "standard deviation".
Radar

Target glint (scintillation) (for 200 m length target)

Along length of target s = 30 m (normal distribution)

Across beam of target s = 1 m (normal distribution)

Roll-pitch bearing: The bearing error will peak in each of the four quadrants
around own ship for targets on relative bearings of 045? 135?, 225?and 315?,
and will be zero at relative bearings of 0?, 90?, 180? and 270?.
This error has a sinusoidal variation at twice the roll frequency.

For a 10? roll the mean error is 0.22? with a 0.22? peak sine wave
superimposed.
Beam shape - assumed normal distribution giving bearing error with s = 0.05?

Pulse shape - assumed normal distribution giving range error with s = 20 m

Antenna backlash - assumed rectangular distribution giving bearing error + 0.05?

maximum

Quantization
Bearing - rectangular distribution + 0.1? maximum.
Range - rectangular distribution + 0.01 nautical miles maximum.
Bearing encoder assumed to be running from a remote synchro giving bearing errors
with a normal distribution s = 0.03?.

Gyro-compass
Calibration error 0.5?.
Normal distribution about this with s = 0.12?.

Log
Calibration error 0.5 knots.
Normal distribution about this, 3s = 0.2 knots.
RECOMMENDATION ON PERFORMANCE STANDARDS
FOR RADAR EQUIPMENT
Range performance
The operational requirement under normal propagation conditions, when the radar
antenna is mounted at a height of 15 meters above sea level, is that the equipment
should in the absence of clutter give a clear indication of:

1. Coastlines
At 20 Nautical miles when the ground rises to 60 meters.
At 7 nautical miles when the ground rises to 6 meters.
2. Surface Objects
At 7 nautical miles when the ground rises to 60 meters.
At 3 nautical miles a small vessel of 10 meters in length.
At 2 nautical miles an object such as a navigational buoy having an effective
echoing area of approximately 10 square meters.
Minimum Range
The surface objects specified in 3.1.2 should be clearly displayed from a
minimum range of 50 meters up to a range of one nautical mile, without
changing the setting of controls other than the range selector.

Display

The equipment should without external magnification provide a relative

plan display in the head-up unstabilised mode with an effective diameter of
not less than:

1. 180 millimetres on ships of 500 tons gross tonnage and more but less
than 1,600 tons gross tonnage;
2. 250 miliimetres on ships of 1,600 tons gross tonnage and more but less
than 10,000 tons gross tonnage;
3. 340 millimetres in the case of one display and 250 millimetres in the
case of the other on ships of 10,000 tons gross tonnage and upwards

The equipment should provide one of the two following sets of range scales of
display:
1. 1.5, 3, 6 , 12 and 24 nautical miles and one range scale of not less than
0.5 and not greater than 0.8 nautical miles; or
2. 1, 2, 4, 8, 16 and 32 nautical miles.

Additional range scales may be provided.

The range scale displayed and the distance between range rings should be
clearly indicated at all times.

Range measurement

Fixed electronic range rings should be provided for range measurements

as follows:

1. when range scales are provided in accordance with 3.3.2.1, on the range
scale of between 0.5 and 0.8nautical miles at least two range rings
should be provided and on each of the other range scales six range rings
should be provided, or
2. Where range scales are provided in accordance with 3.3.2.2, four range
rings should be provided on each of the range scales.

A variable electronic range marker should be provided with a numeric readout of

range.
The fixed range rings and the variable range marker should enable the range of an
object to be measured with an error not exceeding 1.5 percent of the maximum
range of the scale in use, or 70 meters, whichever is the greater.
It should be possible to vary the brilliance of the fixed range rings and the variable
range marker and to remove them completely from the display.

HEADING INDICATOR

The heading of the ship should be indicated by a line on the display with a
maximum error not greater than plus or minus 1 degree. The thickness of the
displayed heading line should not be greater than 0.5 degrees.

Provisions should be made to switch off heading indicator by a device which cannot
be left in the heading marker off position.

BEARING MEASUREMENT

Provision should be made to obtain quickly the bearing of any object

whose echo appears on the display.
The means provided for obtaining bearings should been able the
bearing of a target whose echo appears at the edge of the display to be
measured with an accuracy of plus or minus 1 degree or better.

GET A BEARING
A bearing is a measurement of direction between two
points. Bearings are generally given in one of
two formats, an azimuth bearing or a quadrant bearing.
An azimuth bearing uses all 360 of a compass to indicate
direction. The compass is numbered clockwise with
north as 0, east 90, south 180, and west 270. So a
bearing of 42 would be northeast and a bearing of
200 would be southwest, and so on. For quadrant bearings the compass isdivided
into four sections, each containing 90. The two quadrants in the northern half of
the compass are numbered from 0 to 90 away from north (clockwise in the east,
counterclockwise in the west). In the southern half of the compass, the two
quadrants are numbered away from south (counterclockwise in the east,
clockwise in the west).

Quadrant bearings are given in the format of N 40E (northeast), S

26W (southwest), etc. Whenever you measure a quadrant bearing,
it should always be recorded with north or south listed first,
followed by the number of degrees away from north or south, and
the direction (east or west) away from north or south. In other
words, you would never give a quadrant bearing as E 40N or W
24S.
Your compass may be an azimuth compass or it may be divided into
quadrants. If you have an azimuth compass and are given a
quadrant bearing, youll have to divide it into quadrants in your
head, and the same goes for quadrant compasses if you are given an
azimuth bearing.

Measuring a bearing
So, youre in the field with your map at point A and want to get to point Bhow
do you accomplish this? The first thing you need to do is determine the bearing
from point A to point B. There are two ways to go about this.

The easiest way, is to carry a protractor with you when youre in the field. If
you have a protractor with you, place it on the map so it is oriented
parallel to a
north-south gridline, with the center of the protractor on
point A (or on a line
drawn between points A and B). Once you
have
done this, you can simply read the bearing you need to go off of the
protractor. If you dont happen to have a
protractor with you, you can
determine the bearing you need using your compass.
To do this, place your compass on the map
compass

so that the edge of your

is oriented parallel to a north-south gridline and the center of your compass is

on the line between points A and B.

Now rotate the map and compass together

until the north arrow on the compass
points to 0 on the graduated circle.
You can then approximate the bearing you
need by estimating where the line between A
and B crosses the graduated circle. It is
probably at about this point that, if you are
using a Brunton compass (and some others as
well), you are probably noticing that the east
label is on the wrong side of the compass (west
of north).

Going From Point "A" to "B"

Once youve figured out what direction you want to go, you need to figure out how to
use your compass to get you there. In the example on the previous page, you
determined that the bearing between A and B is 21 (N 21E). All you have to do now
is walk a straight line from point A to point B at 21 and, after a little sweat, youll be
at your destination.

To orient yourself along this path, orient your compass so that the north arrow is
pointing at the bearing you want, but in the adjacent quadrant. For example, we want
to head out at a bearing of 20 (N 20E). To do so, align the north end of the needle
with 340 (N 20W).
When you do this, the front edge of your compass is pointing 20 in the
direction you want to go.

Now perhaps it is clearer why on some compasses the east and west labels
appear to be on the wrong side of the compass. If the bearing you want is N
20E and the labels are swapped, then when you line up with N 20E as
labeled on the compass, the compass is truly pointing toward N 20W.

Most compasses have some sort of sighting system built into them to allow
greater accuracy in determining where you want to go. If your compass has
a sight (check your owners manual to see if it has one and, if so, learn how
to use it), you will orient it the same way as described above, but you can
look through the sight at the same time and find an object to walk toward.
By finding an object (such as a tree or large rock) that lies along your path
you will have more freedom to go around obstacles (such as large gullies,
streams, hills, etc.) without losing track of the direction your are travelling.
Once you reach the object you were headed for, sight in on another object
along your path, repeating this
process until you arrives at point B.

DISCRIMINATION

The equipment should be capable of displaying as separate indications on a range

scale of 2 nautical miles or less, two small similar targets at a range of between
50 percent and 100 percent of the range scale in use, and on the same azimuth,
separated by not more than 50 meters in range.
The equipment should be capable of displaying as separate indications two small
similar targets both situated at the same range between 50 percent and 100
percent of the 1.5 or 2 mile range scales, and separated by not more than 2.5
degrees in azimuth.

ROLL OR PITCH
The performance of the equipment should be such that when the ship is rolling or
pitching up to plus or minus 10 degrees performance requirements of 3.1 and 3.2
continue to be met

SCAN
The scan should be clockwise, continuous and automatic through 360 degrees of
azimuth. The scan should not be less than 12 revolutions per minute. The
equipment
should operate satisfactorily in relative wind speed of up to 100 knots.

AZIMUTH STABILIZATION

Means should be provided to enable the display to be stabilized in azimuth by

a transmitting compass. The equipment should be provided with a compass input

to enable it to be stabilized in azimuth. The accuracy of alignment with the compass
transmission should be within 0.5 degrees with a compass rotation rate of 2
revolutions per minute.

The equipment should operate satisfactorily in the unsterilized mode when the compass
control is inoperative.

PERFORMANCE CHECK

Means should be available, while the equipment is used operationally, to

determine readily a significant drop in performance relative to a calibration
standard established at the time of installation, and to check the equipment
is correctly tuned in the absence of targets.
ANTI-CLUTTER DEVICES

Suitable means should be provided for the suppression of unwanted echoes from
the sea clutter, rain and other forms of precipitation, clouds and sandstorms. It
should be possible to adjust manually and continuously the anti-clutter controls.
The anti-clutter controls should be inoperative in fully anti-clockwise positions. In
addition, automatic anti-clutter controls may be provided; however, they must be
capable of being switched off.

OPERATION

The equipment should be capable of being switch on and operated from the
display position.

Operational controls should be accessible and easy to identify and use. Where
symbols are used they should comply with the recommendations of the
Organizations on symbols for controls on marine navigational radar equipment.
After switching on from cold the equipment should become fully operational
within 4 minutes.

A standby condition should be provided from which the equipment can be

brought to an operational condition within 15 seconds.

INTERFERENCE

After installation and adjustment on board, the bearing accuracy as prescribed in

this Recommendation should be maintained without further adjustments
irrespective of the movement of the ship in the earths magnetic field.
SEA OR GROUND STABILIZATION (True motion display)

Where sea or ground stabilization is provided the accuracy and discrimination of

the display should be at least equivalent to that required by this Recommendation.

The motion of the trace origin should not, except under manual override conditions,
continue to a point beyond 75 percent of the radius of the display. Automatic
resetting may be provided.

ANTENNA SYSTEM

The antenna system should be installed in such a manner that the design
efficiency of the radar system is not substantially impaired.

OPERATION WITH RADAR BEACONS

All radars operating in the 3 centimeter band should be capable of

operating in a horizontally polarized mode.
It should be possible to switch off those signal processing facilities which
might prevent a radar beacon from being shown on the radar display.

PERFORMANCE STANDARD FOR DEVICES

TO INDICATE SPEED & DISTANCE
METHOD OF PRESENTATION

Speed information may be presented in digital form. Where a digital display

is used, its incremental steps should not exceed 0.1 knots. Analogue displays
should be graduated at least every 0.5 knots and be marked with figures at
least every 5 knots. If the display can present the speed of the ship in other
than the forward direction, the direction of movement should be indicated
unambiguously.
Distance run information should be presented in digital form. The display
should cover the range from 0 to not less than 9999.9 nautical miles and the
incremental steps should not exceed 0.1 nautical miles. Where practicable,
means should be provided for resetting readout to zero.

The display should be easily readable by day and by night.

Means should be provided for feeding distance run information to other
equipment fitted on board, in this regard:

when contact closure used, forward speed only should be indicated.

The information should be in the form of one contact (or the
equivalent) for 0.005 nautical miles run; and
when serial digital interface is provided, the information on all
speed and distance parameters, including direction, should be
provided in the form of a serial stream of digital information
conforming to the international protocol for a digital interface for
marine equipment use.

If equipment is capable of being operated in either the speed through

the water or speed over the ground mode, mode selection and mode
indication should be provided.

If the equipment has provision for indicating speeds other than on a

single fore and axis, then the forward and athwart speed through the
water must be provided, and the forward and athwart speed over the
ground may be provided as a switchable option. All such information
should clearly indicate the direction, mode and validity status of the
displayed information.

ACCURACY OF MEASUREMENT

Errors in the indicted speed, when the ship is operating free from
shallow water effect and from the effects of wind, current and tide,
should not exceed 2% of the speed of the ship, or 0.2 knots, whichever is
greater.
Errors in the indicated distance run, when the ship is operating free from
shallow water effect and from the effect of wind, current and tide, should
not exceed 2% of the distance run by the ship in 1 h 0.2 nautical miles in
each hour, whichever is greater.

If the accuracy of devices to indicate speed and distance run can be

affected by certain conditions e.g.:
sea state and its effect
water temperature
salinity,
sound velocity in water
depth of water under keel
heel
trim of ship

ROLL AND PITCH

The performance of the equipment should be such that it will meet the
requirements of these standards when the ship rolling up to + 10 and
pitching up to + 5.

RECOMMENDATION ON PERFORMANCE STANDARSD

FOR GYRO-COMPASSES

METHOD OF PRESENTATION

The compass card should be graduated in equal intervals of one degree or a

fraction thereof, A numerical indication should be provided at least at every
ten degrees, starting from 000 clockwise through 360

ILLUMINATION

Fully adequate illumination should be provided to enable reading of scales

at all times. facilities for dimming should be provide

ACCURACY

SETTLING OF EQUIPMENT

When switched on in accordance with the manufacturers instructions

the compass should settle within six hours in latitudes of up to 60.
The settle point error as defined in paragraph 2.5 at any heading at any
latitude up to 60 should not exceed 0.75 x secant latitude where
heading indications of the compass should be taken as the mean of 10
readings at 20 minute intervals, and the root mean square value of the
differences between individual heading indications and the mean should
be less than 0.25 x secant latitude. The repeatability of settle point error
from one run-up to another shall be within 0.25 x secant latitude.

PERFORMANCE UNDER OPERATIONAL CONDITIONS

When switched on in accordance with the manufacturers instructions,

the compass should settle within six hours in latitudes of up to 60 when
rolling and pitching with simple harmonic motion of any period between
six and fifteen seconds, a maximum angle of 5, and a maximum
horizontal acceleration of 0.22m/s2
The repeatability of the settle point error of the master compass shall be
within + 1 x secant latitude under the general conditions mentioned in
paragraph 6.1 and 8 and including variations in magnetic field likely to
be experience in the ship in which it is installed.
In latitudes of up to 60

1. the residual steady state error, after correction for speed and course influences at
a speed of twenty knots, shall exceed +0.25 x secant latitude.
Means should be incorporated for the protection of the equipment from
excessive currents and voltages, transients and accidental reversal of power
supply polarity.
2. the error due to a rapid alteration of speed of twenty knots should not exceed + 2.

3.

the error due to rapid alteration of course of 180 at a speed of twenty knots
should not exceed + 3.

4. the transient and steady state errors due to the ship rolling, pitching and yawning
with simple harmonic motion of any period between six and fifteen seconds,
maximum angle of 20, 10 and 5 respectively and maximum horizontal
acceleration not exceeding 1m/s2, should not exceed 1 secant latitude.

The maximum divergence in reading between the master compass and repeaters
under all operational conditions should not exceed +0.5

Note: When compass is used for purposes other than steering and bearing, a higher
accuracy might be necessary. To ensure that the maximum error referred to in subparagraph 5.2.3.4 is not exceed in practice, it will be necessary to pay particular
attention to the sitting of the master compass.
POWER SUPPLY

The equipment should be capable of operating continuously in accordance with

the requirements of these recommendations in the presence of such variations of
the power supply as are normally expected in a ship.

If a provision is made for operating the equipment from more than one
source of electrical energy, arrangements for rapidly changing from one
source of supply to the other should be incorporated.

INTERFERENCE

All steps should be taken to eliminate as far as practicable the causes of, and to
suppress, electromagnetic interference between the gyro-compass and other
equipment on board.
Mechanical noise from all units should be so limited as not to prejudice the
hearing of sounds on which the safety of the ship might depend.

Each unit of the equipment should be marked with the minimum safe distances
at which it may be mounted from a standard or a steering magnetic compass.

PERFORMANCE STANDARDS FOR SHIPBORNEGLOBAL POSITIONING SYSTEM

(GPS) RECEIVER EQUIPMENT

GPS RECEIVER EQUIPMENT

The words GPS receiver equipment as use in these performance standards includes all
the components and units necessary for the system properly to perform its intended
functions. The equipment should include the following minimum facilities.
antennas capable of receiving GPS signals
2. GPS receiver and processor
3. means of accessing the computed latitude/longitude position;
4. data control and interface;
5. position display and , if required, other forms of output

The antenna design should be suitable for fitting a position on the ship which ensures a
clear view of the satellite constellation.

The GPS receiver equipment should:

1. be capable of receiving and processing the Standard Positioning Service

(SPS) signals modified by Selective Availability (SA) and provide position
information in latitude and longitude World geodetic System (WGS) 84
co-ordinates in degrees, minutes and thousandths of minutes and time of
solution reference to UTC. Means may be provided for transforming the
computed position based upon WGS 84 into data compatible with the
datum of the navigational chart in use. Where this facility exists, the
display should indicate that co-ordinate conversion is being performed,
and should identify the co-ordinate system in which the position is
expressed;
2. operate on the L1 signal and C/A code;

3. be provided with at least one output from which position information can be
supplied to other equipment. The output of position information based upon
WGS 84 should be in accordance with IEC Publication 1162.

4. have statistic accuracy such that the position of the antenna is determine to
within 100m (95%) with horizontal dilution of precision (HDOP) 4 (or PDO
6).

5. have dynamic accuracy such that position of the ship determined to within
100m (95%) with horizontal dilution of precision (HDOP) 4 (or PDO 6) under
the conditions of sea states and ships motion likely to be experienced in ships;

6. be capable of selecting automatically the appropriate satellite-transmitted signals

for determining the ships position with the required accuracy and update rate;
7. be capable of acquiring satellite signals with input signals having carrier levels in
the range of 130 dBm to 120 dBm. Once the satellite signals have been acquired, the
equipment should continue to operate satisfactorily with satellite signals having
carrier levels down to 133 dBm.

8.

be capable of acquiring position to the required accuracy within 30 minutes when

there is no valid almanac data;

9.

be capable of acquiring position to the required accuracy within 5 min when there
is valid almanac data;

10. be capable of re-acquiring position to the required accuracy within 5 min when the
GPS signals are interrupted for a period of at least 24 h but there is no loss of power.

11

be capable of re-acquiring position to the required accuracy within 2

min when subjected to a power interruption of 60s.

12

generate and output a new position solution at least every 2 s ;

13. the minimum resolution of position, i.e. latitude and longitude, should
be 0.001 minutes; and

14 have the facilities to process differential GPS (DGPS) data fed to it in

accordance with the standards of Recommendations ITU-R M. 823 and
the appropriate RTCM standard. When a GPS receiver is equipped with a
differential receiver, performance standards for static and dynamic
accuracies (3.4 and 3.5 above) should be 10m (95%).

PROTECTION

Precautions should be taken to ensure that no permanent damage can result

from an accidental short circuit or grounding of the antenna or any of its input
or output connections or any of the GPS receiver equipment inputs or outputs
for duration of 5 min.

PERFORMANCE STANDARDS

FOR ECHO-SOUNDING EQUIPMENT

Range of depths

Under normal propagation conditions the equipment should be capable of

measuring any clearance under the transducer between two meters and 400
meters.

Range scales

The equipment should provide a minimum of two range scales one of which,
the deep range, should cover the whole range of depth, and the other, the
shallow range, one tenth thereof.

the scale of display should not be smaller than 2.5mm per meter depth on the
shallow range scale and 0.25 mm per meter depth on the depth range scale.

METHOD OF PRESENTATION

The primary presentation should be a graphical display which provides the

immediate depth and a visible record of soundings. Other forms of display may
be added but these should not affect the normal operation of the main display.

ILLUMINATION

Fully adequate illumination should be provided to enable identification of controls and

facilitate reading of record and scales at all times. Facilities for dimming should be provided.

PULSE REPITITION RATE

The rate should be not slower than 12 pulses per minute.

ACCURACY OF MEASUREMENT

Based on a sound speed in water of 1500 metres per second , the allowable tolerance on the
indicated depth should be:

Either
+ 1 meter on the shallow range scale
+ 5 meters on the deep range scale
Or
+ 5 percent of the indicated depth, whichever is the greater

ROLL AND PITCH

The performance of the equipment should be such that it will meet the
requirements of this Recommendation when the ship is rolling + 100 and/or
pitching + 50.

POWER SUPPLY

The equipment should be capable of operating in accordance with the

requirements of this recommendation in the presence of such variations of the
power as are normally expected in a vessel.
Means should be incorporated for the protection of the equipment from
excessive currents and voltages, transients and accidental reversal of power
supply polarity.

if provisions is made for operating the equipment from more than one source
of electrical energy, arrangements for rapidly changing from one source of
supply to the other should be incorporated.

all reasonable and practicable steps should be taken to eliminate the causes
of, and to suppress, radio interference to other equipment on board.
Mechanical noise from all units should be so limited as not to prejudice the
hearing of sounds on which the safety of the ship might depend.
Each unit of the equipment should be marked with the minimum safe
distances of which it may be mounted from a standard or a steering magnetic
compass.

6 Basic Navigational functions and settings

NAVIGATIONAL ELEMENTS AND PARAMETERS
1. Own ship

Past track with time marks for primary track

Past track with time marks for secondary track

2. Vector for course and speed made good

3. Variable range marker and/or electronic bearing line
4. Cursor
5. Event

Dead reckoning position and time (DR)

Estimated position and time (EP)

6. fix and time

7. Position line and time

8. Transferred position line and time
Predicted tidal streams or current vector with effective time and strength (in box)
Actual tidal stream or current vector with effective time and strength (in box)
9. Danger highlight
10. Clearing line
11. Planned course and speed to make good. Speed is shown in box
12. Waypoint
13. Distance to run
14. Planned position with data and time
15. Visual limits of light arc to show rising/dipping range
16. Position and time of wheel-over

7 Specific Functions for route planning

Route Planning

It should be possible to carry out route planning including both straight

and curved segments.

8 Specific function for route monitoring

ECDIS should give an alarm if the ship, within a specified time set by
the mariner, is going to cross the safety contour.

ECDIS should give an alarm or indication, as selected by the mariner, if the

ship, with a specified time set by the mariner, is going to cross the boundary of
a prohibited area or of a geographical area for which special conditions exist.
An alarm should be given when the specified limit for deviation from the
planned route is exceeded.
The ships position should be derived from a continues positioning system of an
accuracy consistent with the requirements of safe navigation. Whenever
possible, a second independent positioning method of a different type should
be provided; ECDIS should be capable of identifying discrepancies between the
two systems.

ECDIS should provide an indication when the input from the positionfixing system is lost. ECDIS should also repeat, but only as an indication,
any alarm or indication passed to it from a position-fixing system.
An alarm should be given by ECDIS if the ship, within a specified time or
distance set by the mariner, is going to reach a critical point on the planned
route.
The positioning system and the SENC should be on the same geodetic
datum. ECDIS should give an alarm if this is not the case.

9 Updating

Displaying ECDIS updates

Automatic and semi-automatic updates: these should be displayed in the
same manner as ENC information, using standard colors and symbols.

Manual Updates: should be displayed in standard colors and symbols and

distinguished as describe in the presentation Library, Part I, section 8.7.

The mariner should be able to display updates for review as follows:

For automatic updates: the manufacturer should provide a means of

distinguishing these. One method suggested is to identify automatic updates
temporarily in the manner as manual updates. The temporarily switch
on/switch off of the identifiers would distinguish automatic from manual
updates.
For manual updates: display all SENC information. The manual updates
should be distinguishable as described in the presentation Library, Part 1,
section 8.7.

10Display and function of other navigational information

Automatic track-keeping (if fitted)

Track-keeping control allows the ship to maintain its planned track;

whereas course-keeping only ensures that the ship is pointing in the
right direction. Wind and currents can, for example, move the ship
sideways and off its track while the ship's heading remains unchanged.

For a ship to operate an automatic track-keeping system, the autopilot

should be adaptive and able to perform turns automatically between
track legs, using either pre-set turn radius or rate of turn values.

Turns are commenced at a wheel over position, only after the OOW has
acknowledged the wheel over position alarm and is satisfied that it is
safe to execute the turn.
If a malfunction occurs when track-keeping, the system should alarm
and revert immediately to course-keeping mode.
If the malfunction occurs while the autopilot is on a track, the autopilot
should continue to steer the pre-set course of that track. If the autopilot
is performing a turn when the malfunction occurs, the autopilot should
complete the turn at the pre-set turn value and take up the course of
the next track.

11

An autopilot performing automatic track-keeping functions and its alarm outputs

should always be closely monitored.
The ability of the autopilot closely to follow a planned track will depend upon the
accuracy of the XTE information sent to the autopilot from the navigation system.
Errors of Displayed Data

Hydrographic data inaccuracy

The displayed hydrographic data are not more reliable than the survey data on which
they are based.
The displayed sensor data are not more reliable than the respective sensor systems they
originate from.
Errors and inaccuracies in one subsystem may influence the performance of other
subsystems and potentially render the ECDIS useless.

Use of Electronic Position-Fixing Systems

Care should be taken when using electronic position-fixing systems.

Watchkeepers need to understand the capabilities and limitations of the
systems they are using and continually monitor and validate the information
given.
Use of Electronic Position-Fixing Systems in Integrated Bridges
When position-fixing systems transmit data to other navigation systems, the
integrity and quality of the data transmitted need to be safeguarded;

Techniques used should include:

Using pre-set quality limits to monitor the fix quality of each positionfixing system connected to the integrated bridge.
Comparing all positions to identify and reject any rogue positions or
positions that are clearly incorrect.
Comparing electronic positions with the ships estimated position (EP)
calculated using direct inputs from the log and gyro.
Checking the status of the data transmitted and ensuring that only
valid data messages are used.

12

Errors of Interpretation Detection of misrepresentation of

information

Knowledge of the limitations of the equipment and detection of

misrepresentation of information is essential for the safe use of ECDIS. The
following factors should be emphasized:

performance standards of the equipment;

radar data representation on an electronic chart, elimination of discrepancy
between the radar image and the electronic chart;
possible projection discrepancies between an electronic and paper charts;
possible scale discrepancies (overscaling and underscaling) in displaying an
electronic

chart and its original scale;

effects of using different reference systems for positioning;

effects of using different horizontal and vertical datums;

effects of the motion of the ship in a seaway;

ECDIS limitations in raster chart display mode;

potential errors in the display of:

the own ship's position;

radar data and ARPA information;

different geodetic co-ordinate systems; and

verification of the results of manual or automatic data correction:

comparison of chart data and radar picture; and

Checking the own ship's position by using the other independent
position fixing systems.

13

Status indications, indicators and alarms

The different kinds of alarms and indicators of ECDIS can be divided into three
groups:

nautical alarms which may appear during route planning (e.g. the
planned route is crossing a safety contour) or during route monitoring
(e.g. the ship will cross a safety contour);
sensor alarms and indicators in the case of a failure or breakdown of a
sensor (e.g. position fixing receiver failure during passage monitoring);
data and chart alarms resulting from a change geodetic datum or
overscale setting.

An indication is required if the mariner plans a route across the boundary of a

prohibited area or of a geographical area for which special conditions exist.
ECDIS should give an alarm or indication, as selected by the mariner, if the ship,
within a specified time set by the mariner, is going to cross the boundary of a
prohibited area or of a geographical area for which special conditions exist.

ECDIS should provide an indication of whether:

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.

14

Documentation

The essentials of automatic voyage recording

ECDIS should store and be able to reproduce certain minimum elements

required to construct the navigation and verify the official database used
during the previous 12 hours. The following data should be recorded at oneminute intervals:

to ensure a record of own ships past track: time, position, heading and
speed; and
to ensure a record of official data used: ENC source, edition, date, cell
and update history.

In addition, ECDIS should record the complete track for the entire
voyage, with time marks at intervals not exceeding 4 hours.
It should not be possible to manipulate or change the recorded
information.
ECDIS should have the capability to preserve the record of the previous
12 hours and of the voyage track.

15Integrity Monitoring
To monitor for correct working, the system may incorporate:

self-diagnostic test routines to monitor for correct operation of

hardware, operating system and ECDIS kernel during booting and
normal operation;
diagnostic routine which may be executed at the request of the
operators, e.g. manual test of hardware, MMI and sensor data as well
as visual test of chart data.

16. Back-up
Adequate back-up arrangements should be provided to ensure safe
navigation in case of an ECDIS failure.

facilities enabling a safe take-over of the ECDIS functions should be

provided in order to ensure that an ECDIS failure does not result in a
critical situation.
A back-up arrangement should be provided facilitating means for safe
navigation of the remaining part of the voyage in case of an ECDIS failure.

17

Risk of over-reliance on ECDIS

o

A potential risk of improper functioning of the system and of data

inaccuracy is inherent in the system.

That the displayed hydrographic data are not more reliable than the survey
data on which they are based that the respective sensor systems they
originate from.

That ECDIS is only a tool that supports the mariner in the performing of
the navigational tasks.

That errors/inaccuracies in one subsystems may influence the performance

of other subsystems and potentially render the ECDIS useless perform a
navigational watch which is not based on only one system assess.

Hydrographic data inaccuracy

The displayed hydrographic data are not more reliable than the survey data
on which they are based.
The displayed sensor data are not more reliable than the respective sensor
systems they originate from.
Errors and inaccuracies in one subsystem may influence the performance of
other subsystems and potentially render the ECDIS useless.

Potential risk of human errors

There is the need to keep a proper look-out and to perform periodical

checking, especially of the ships position, by ECDIS-independent methods.
With or without the use of ECDIS, all navigational activities have to comply
with the basic principles and operational guidance for officers in charge of a
navigational watch.