ECDIS- ELECTRONIC

CHART DISPLAY AND

INFORMATION
SYSTEM

 An electronic chart display system is a

general term for all electronic equipment

that is capable of displaying a vessels
position on a chart image on a screen
(eg:computers screens).
There are two classes of electronic chart
display systems. The first is an ECDIS
(Electronic Chart Display and Information
System), which can meet IMO/SOLAS chart
carriage requirements. The second is an ECS
(Electronic Chart System), which can be
used to assist navigation, but does not meet
IMO/SOLAS chart carriage requirements.

 Where the vessel operates with ECS, the paper

chart remains the official basis for navigation

onboard. The vessel must retain and use a full
folio of up to date paper charts onboard,
regardless of the type of electronic charts used.
Some ECS manufacturers also use the term
RCDS to describe their systems. In this case the
manufacturer is stating that the system uses
RNCs and possibly that it has the same
functionality as required by the ECDIS
Performance Standards. However, such systems
cannot be used to meet carriage requirements.

Which are differences between

ECS and ECDIS ?
???

ECS-Electronic Chart System This is an

approved display system which can display

a Raster Chart (paper chart scanned) or an
non approved vectorial chart and all other
informations from different sensors as logs ,
AIS , anemometer , echo-sounder , main
engine , rudder , radar etc.This system is a
non-compliant SOLAS system and his
purpose is to be an aid to navigator.

ECS-Electronic Chart System

ECS is a navigation information system

that electronically displays vessel

position and relevant nautical chart data
and information from an ECS Database
on a display screen, but does not meet
all the IMO requirements for ECDIS and is
not intended to satisfy the SOLAS
Chapter V requirements to carry a
navigational chart.

???

ECDIS-Electronic Chart Display and

Information System This is an approved

system which is able to display an approved
vectorial chart and the other informations
provided by the vessels sensors as logs ,
echo-sounders , AIS , main engine , radar ,
rudder etc. This system is an aid for navigator
and is compliant with all SOLAS requirements.

ECDIS Electronic Chart

Display and Information
System

Electronic Chart Display and

Information System (ECDIS) means a

navigation information system which,
with adequate back up
arrangements, can be accepted as
complying with the up-to-date chart
required by regulation V/19 & V/27 of
the 1974 SOLAS Convention.

What is a
nautical chart
or nautical
publication ?
Nautical chart or nautical publication is a special-purpose

map or book, or a specially compiled database from which

such a map or book is derived, that is issued officially by or
on the authority of a Government, authorized Hydrographic
Office or other relevant government institution and is
designed to meet the requirements of marine navigation.
Nautical charts can be distributed in analogue form, as
paper charts or digitally, and are available from a variety of
sources, both governmental and private. Nautical charts and
nautical publications, such as sailing directions, lists of
lights, notices to mariners, tide tables and all other nautical
publications necessary for the intended voyage, shall be
adequate and up to date.

What means official nautical

charts and unofficial nautical
charts ?

An official chart means the charts issued

by or on the Authority of a Government,
authorized Hydrographic Office or other
relevant government institutions. Those
charts are official and may be used to
fulfill carriage requirements (provided
they are kept up to date).

 All other nautical charts are by definition

not official and are often referred to as

private charts. These charts are not
accepted as the basis for navigation under
the SOLAS convention.
There are two kinds of official digital charts
commonly available; Electronic
Navigational Charts (ENC) and Raster
Navigational Charts (RNC).

What is the difference between

Raster Chart and ENC
(electronic navigation chart) ?
First the Raster Chart is the result of

a paper chart scanned and

transformed digitally.
The second ENC is a vectorial chart
made piece by piece inserting inside
in a data base all information
regarding depths lights , dangers ,
coast line etc.

Example of Raster Navigation

Chart

Raster Navigation Charts (RNC) does

not meet SOLAS requirements and
cannot be used as primer source for
navigation.Allways should be used in
conjunction with paper charts.

 RNC means Raster Navigational

Chart. RNCs are digital raster copies of

official paper charts conforming to IHO
Product Specifications RNC (S-61). By
definition RNCs can only be issued by,
or on the authority of, a national
Hydrographic Office.
RNCs have the following attributes:
RNCs are a facsimile of official paper
charts;
RNCs are produced according to
international standards;
RNC content is the responsibility of
the issuing Hydrographic Office; and
RNCs are regularly updated with
official update information distributed

Regulation V/19 & V/27 of the

1974 SOLAS Convention

The IMO performance standards for ECDIS

states that where ENCs are not available,

RNCs may be used in ECDIS to meet carriage
requirements. However, when the ECDIS is
using RNCs it should be used together with
an appropriate folio of up to date paper
charts.
Because of their nature, RNCs when used in
ECDIS do not provide the same level of
functionality that is provided by ENCs; the
limitations of operating with RNCs are
outlined in IMO SN Circulars 207 and 255

Example of Electronic
Navigation Chart

ENC are meeting SOLAS requirements

and can be used as primer source for
navigation in conjunction with
adequate back up and to be an official

Regulation V/19 & V/27 of the 1974

SOLAS Convention

ENC stands for Electronic Navigational

Chart. The term was originally

introduced for digital chart data
complying with the IHO chart data
transfer standard S-57. By IMO definition
ENCs can only be produced by or on the
authority of a government, authorised
Hydrographic Office or other relevant
government institution. Any other vector
data is unofficial and does not meet
carriage requirements.

 ENCs have the following attributes:

ENC content is based on source data or official

charts of the responsible Hydrographic Office;
ENCs are compiled and coded according to
international standards;
ENCs are referred to World Geodetic System 1984
Datum (WGS84);
ENC content is the responsibility and liability of the
issuing Hydrographic Office;
ENCs are issued only by the responsible
Hydrographic Office; and
- ENCs are regularly updated with official update
information distributed digitally.

How can I distinguish Official

ENC from unofficial ENC ?
You dont have to do nothing. Any ECDIS

distinguishes an ENC from unofficial data.

When unofficial data is used, ECDIS informs
mariners that they must navigate by means
of an official, up to date, paper chart by a
continuous warning on the screen.
If unofficial data is shown on the ECDIS
display, its boundary is to be identified by a
special line style. This boundary is visualized
as a one-sided RED line with the diagonal
stroke on the unofficial side of the line.
ENC
UNOFFICIAL DATA

What means unofficial data for

ENC?
On the market there are other sources

to supply ECDIS with ENC data cheaper

and some manufacturers like TRANSAS
they can supply together with
electronically equipment also ENC made
by TRANSAS but unofficial. This method
is easier and more convenient for
customers which does not intend to
have on their vessels 2 independent
ECDIS but they are running with paper
charts.

How can we purchase ENCs

and from where?
???

The International Hydrographic Organisation

(IHO) provides an interactive web catalogue

(www.iho.int) displaying the status of
worldwide ENC production. This system has
pointers for guiding users to ENC suppliers
and distributors. A three-colour scheme is
used to distinguish between degrees of
accessibility.
This catalogue shows that many common
shipping routes are already covered by ENCs.

 The illustration above shows the front

page of the catalogue, which can be found

at the IHO web-site at www.iho.int, look
under ENC.
Some HOs (eg Canada and Australia) make
their RNCs and ENCs available to users via
their own distributor networks; these
distributors often offer additional folio

 A majority of all ENCs are only made

available to the end-users in a protected

form compliant with the IHO S-63 Data
Protection scheme. The standard
maintains the integrity in all transactions
between the service provider and the enduser. The protection scheme enables the
end user systems to check the authenticity
of the supplied information.
The S-63 protection scheme defines a
mechanism for encrypting ENC information
and applying a digital signature to enable
authentication of the chart data by the
end-user. The end-user will require a
decryption key to access and view the ENC
data protected by the scheme.

 Each ENC chart is encrypted with a different

key, and the decryption keys are issued to

specific end-user systems and can
consequently not be exchanged or shared by
different systems. The required decryption
keys are distributed to the end-users as Cell
Permits by the service provider.
The operation of a protection scheme should
not add any operational overhead for the
end-users since all aspects of ENC decryption
and authentication are handled automatically
by the chart system. The end-user will
occasionally receive new Cell Permits from
their service provider when their ENC
subscription is renewed or there are changes
to the ENC chart outfit. The updated Cell
Permits must be imported into the chart
system to enable it to automatically process
new ENC deliveries and updates.

 A majority of all ECDIS and ECS suppliers have

developed support for IHO S-63 and can read

protected ENCs.
A few nations distribute their ENCs without using
encryption; all ECDIS systems are able to access
and display these ENCs.
All ENCs can be purchased from IHO or other
national hydrographic office (British Admiralty)
sites paying the access key. This key is sent via
internet as e-mail , CD or letter.
Once the key is introduced in the system the
needed charts will be available and can be
displayed in the ECDIS screen

 The other non-official ENCs are approved to

be sent for internal users of ECDIS

manufacturers and are called as SENC.
SENC title comes from System-ENC.
As an example if your company brought as
Transas ECDIS she can buy as well ENCs from
Transas but those are unofficial ENCs.This
charts are only internal and are named SENC.

How we keep up to date ENCs

and Raster Charts ?

As you maybe know there are NM (notices to

mariners) which are issued every week. Same it

will work with all electronic charts either ENC or
Raster Chart.
The Hydrographic Office from where is purchased
your charts will issue NM weekly and via internet
as zip e-mail , CD or other meaning up-dates will
reach you and you have to insert CD or floppy
disk or other support into ECDIS and the system
will be up-dated and all data base.
An confirmation message should appear on the
screen and on the charts which were up-dated
will appear the latest correction.

 At present most ENC and RNC updates are

supplied to ships on CD but remote updating

using satellite (or, when in port, shore based)
telecommunications is becoming more and
more common. A number of ENC service
providers already have updating services using
e-mail and web and other means; details may
be obtained from ENC distributors. Port State
Control officers may use the ECDIS listing to
ensure that ENCs are being kept up to date in
accordance with SOLAS V Regulation 27.

How do we know that our

ECDIS is an approved system
or not ?

To ensure that ECDIS equipment intended for onboard

use is seaworthy, it must pass type approval and test
procedures developed by the International
Electrotechnical Commission (IEC) based on the
ECDIS Performance Standards of IMO and applying
the IHO requirements, S-52 and S-57 in particular.
Type approval is a method to show conformance with
IMO requirements on a legal basis it is initiated and
required by all Flag States which are Member States
of the European Union and by many others outside
including United States, Japan and Australia. ECDIS
type approval is the certifications process that ECDIS
equipment must undergo before it will be considered
to comply with the IMO Performance Standards for
ECDIS by the international shipping community.
.

 Type approval is normally conducted by

recognized organisations or by marine

classification societies nominated by Flag States.
Some maritime nations also have type approval
programs within their maritime safety
administration or Department of Marine
Transportation. European Governments have
agreed about mutual recognition of their ECDIS
type approval certificates indicated by the socalled Wheel Mark sign showing conformity with
the Maritime Equipment Directive of the European
Union.

 Till now we establish the rules that are

guiding differences between ECDIS ,
ECS , ENC , SENC and Raster Charts.
But which are the rules of carriage of
such equipment ? Can we sail only
with ECDIS and how can we do that if
it is possible?

Which are the requirements of

ECDIS carriage ?
Only a type approved ECDIS operating

with up to date ENCs and with

appropriate back up may be used to
replace all paper charts on a vessel.
Where ENCs are not yet available, IMO
regulations allow Flag States to authorise
the use of RNCs (together with an
appropriate folio of paper charts) Note
that in all other cases the vessel must
carry all paper charts necessary for its
intended voyage.

 In order to replace paper charts, such systems

must fulfil considerable technical requirements

laid down in ECDIS Performance Standards:
- The chart data in use must be official - ENCs
where these are available;
- The graphic display on the screen must meet
the equipment-independent specification;
The equipment must support the full range of
navigational functions that can be performed
on the traditional paper charts.

 No electronic system is completely failsafe.

IMO Performance Standards therefore
require that the overall system include
both a primary ECDIS and an adequate
independent back up arrangement that
provides:
Independent facilities enabling a safe take
over of the ECDIS functions in order to
ensure that a system failure does not
result in a critical situation; and
A means to provide for safe navigation for
the remaining part of the voyage in case of
ECDIS failure.

Which are the possibilities for

backing up ECDIS ?
There are two commonly accepted options only for

ECDIS running with official ENCs:

A second ECDIS, connected to an independent power
supply and a separate GPS position input;
An appropriate up to date folio of official paper charts
for the intended voyage
Some Flag States may permit other options (e.g.
radar-based systems such as Chart-Radar). Ship
owners should consult their national maritime
administration for specific advice.
If we have on board only Raster Chart or non-official
ENC it is compulsory to have paper chart folios.

 Depending on the Flag States

agreement, such arrangements may

include:
An ECDIS system using ENCs with an
independent power supply
An appropriate folio of corrected up to
date paper charts for the present
voyage
A Raster Chart Display System (RCDS),
also known as an Electronic Chart
System (ECS) using Raster Navigational
Charts (RNCs), with an independent
power supply
An RCDS using ENCs

What we gonna do if there is

an area not covered by ENC
but we are running 2
independent ECDIS systems ?

Indeed IHO is recognizing that not all areas are

covered by ENCs and if we are sailing with 2
independent ECDIS then it is allowed to run
Raster Charts and in this case ECDIS will be
running as RCDS (raster chart display system)
However, this is only allowed if approved by
the Flag State. The intention of those changes
was to allow the ECDIS to operate as far as
possible on official chart data; ENCs where
they were available and RNCs to fill in the
gaps.

 IMO took note of the limitations of RNCs as

compared to ENCs (see IMO SN Circular 207

at Annex), and the revised ECDIS
Performance Standards require that the
ECDIS must be used together with an
appropriate folio of up to date paper charts
for the areas where RCDS mode is employed.
As there is no common interpretation of the
term appropriate ship owners should
consult their Flag State as to whether RCDS
mode is allowed and under what conditions.

Which are PSC requirements

?
Ships arriving at a port may be subject to

Port State control by local officials based on

Flag State regulations and international
agreements. Nations have formed a number
of regional groups to ensure consistent
application of Port State controls.
In Europe the Port State control acts on the
regulations set out in the Paris Memorandum
of Understanding. Its ECDIS guidelines
explain how a PSCO should assess whether a
ship is using electronic charts in accordance
with SOLAS requirements. Checks may
include whether:

 The ship has documentation indicating

that the system complies with IMO

Performance Standards for ECDIS. In the
absence of such documentation, the PSCO
should seek confirmation from the Flag
State that the system does meet the
statutory requirements;
The system is being used for primary
navigation. It should be established if
ECDIS is used in the ENC mode or RCDS
mode or in both modes;

 There are written procedures onboard the vessel for

using ECDIS;
The master and watch-keeping officers are able to
produce appropriate documentation that generic and
type-specific ECDIS familiarisation has been
undertaken;
The charts used for the intended voyage are the
latest official editions;
The charts in use are updated; and
There are approved back up arrangements available
to ensure a safe transfer of the ECDIS functions in
the event of ECDIS failure and to provide safe
navigation for the remaining part of the voyage.

Do we need
compulsory training
to operate ECDIS ?
The IMO Resolution MSC. 282 (86) on

amendments to SOLAS, include the

mandatory carriage of ECDIS for certain
ships, including passenger ships, tankers
and other cargo ships. These
amendments entered into force on 01
January 2011. Implementation dates for
mandatory carriage of ECDIS for these
vessels will be phased commencing 01
July 2012.

 Effective 01 January 2012, training in safe

navigation using ECDIS will be a mandatory

requirement in the 2010 amendments to
International Convention on Standards of
Training, Certification and Watch-keeping
for Seafarers, 1978 (STCW) and the
Seafarers Training, Certification and Watchkeeping Seafarers Code (STCW Code) for all
officers serving on vessels fitted with
ECDIS.
Guidance on training and assessment in the
operational use of ECDIS is provided in
paragraphs 36 ~ 65 of the 2010 STCW Code Part
B-1/12.

Which are the objectives for

ECDIS training ?

The overall objective of ECDIS training

is to enhance navigation safety. In
rather general terms, this includes:

Safe operation of the ECDIS equipment

Use of navigational functions of route

planning and monitoring

Proper action in case of any malfunction
Proper use of ECDIS-related information
Selection, display, and interpretation of
relevant information

 Ambiguities of data management (datum)

Assessment of alarms and indications
Awareness of ECDIS-related limitations
Errors of displayed data and their

interpretation
Real and potential limitations
Over-reliance on ECDIS
Knowledge of legal aspects and
responsibilities related to electronic charts
Awareness of the status of ECDIS and ECS; of
official and non-official data
Limitations of RCDS mode

Which are the

differences between
ECDIS and RCDS ?
The mariners' attention is therefore drawn to the

following limitations of the RCDS mode:

1 unlike ECDIS where there are no chart boundaries,
RCDS is a chart-based system similarto a portfolio of
paper charts;
2 Raster navigational chart (RNC) data, itself, will not
trigger automatic alarms(e.g. anti-grounding). However,
some alarms can be generated by the RCDS fromuserinserted information. These can include:-clearing linesship safety contour lines-isolated dangers-danger areas.
3 horizontal datums and chart projections may differ
between RNCs. Mariners shouldunderstandhow the chart
horizontal datum relates to the datum of the position
fixingsystem. In some instances, this may appear as a
shift in position. This difference may bemost noticeable
at grid intersections and during route monitoring;.

 4 chart features cannot be simplified or

removed to suit a particular navigational

circumstance or task at hand. This could
affect the superimposition of radar/ARPA;
5 without selecting different scale charts,
the look-ahead capability may be
somewhat limited. This may lead to some
inconvenience when determining range and
bearing or the identity of distant objects;

 6 orientation of the RCDS display to other

than chart-up, may affect the readability of

charttext and symbols (e.g., course-up,
route-up);
7 it may not be possible to interrogate
RNC features to gain additional
information about charted objects;.

 8 it is not possible to display a ship's

safety contour or safety depth and

highlight it on the display, unless these
features are manually entered during
route planning;
9 depending on the source of the RNC,
different colours may be used to show
similar chartinformation. There may also
be differences in colours used during day
and night time;

 10 an RNC should be displayed at the scale of

the paper chart. Excessive zooming in or zooming

out can seriously degrade RCDS capability, for
example, by degrading the legibility of the chart
image; and.
11 mariners should be aware that in confined
waters, the accuracy of chart data (i.e.,
papercharts, ENC or RNC data) may be less than
that of the position-fixing system in use. This may
be the case when using differential GNSS. ECDIS
provides an indication in the ENC which allows a
determination of the quality of the data.

Voyage planning.
Voyage Planning is different on an ECDIS

compared to a paper chart. There are a

number of available features, such as safety
contours, alarms, click-and-drop facilities for
waypoints and markers, etc. While it is still
possible to make errors in Voyage Plans (VPs)
they are likely to be different in type from the
errors most frequently observed on paper
charts. Consideration should be given to
developing a best practise for ECDIS VPs.
Issues such as which chart types are available
in the ECDIS for the segments of the voyage
should be considered.

 The process analysis should also cover the

situations where vessels are operating

ECDIS in addition to traditional paper charts,

where VPs are drawn on paper charts as
well as programmed on the ECDIS.
The VP format should be considered. The
existing formats in use may not have been
drawn up with ECDIS in mind, and a VP
format produced by the ECDIS may not fulfil
the needs of the company. How should an
ECDIS VP be backed up during voyage
execution, in case the ECDIS must be reset
or the navigation sensors fail?

Approving
Voyage Planning
VP validation or approval presents another

set of new considerations.

Validating a VP made on an ECDIS is
different from validating a paper chart
based plan. The plan may also have to deal
with issues such as the planned settings of
the equipment and the alarms. It requires a
different mindset to review a paper plan
than it does to review a plan made on a
computer. It is comparable to the difference
between reading a complex paper on a PC
compared to reading papers in hard copy.

Bridge Team
Communicating
to
Other officers.

VP presentation or communication to other Officers

must also be considered. Once a VP has been

prepared and approved it should be communicated
to the other Officers. The communication of the VP
will in many ways be similar to the approval.
However, it is an issue, which requires separate
attention to ensure that all bridge Officers are
properly prepared for the intended voyage.
Communication of the VP could cover the
presentation to the bridge Officers at the beginning
of the voyage as well as the Officers review of the
part of the voyage likely to be sailed during a watch.

Voyage execution
The voyage execution impacts on various

bridge procedures, and the consequence of

the new procedures introduced with the
ECDIS should be analysed and appreciated.
It concerns e.g. issues such as the changing
of the watch and the settings of the
equipment. VPs may be stored and shared
between several users or ships. It is possible
for an Officer with a few keystrokes to print
and present a complete and comprehensive
VP possibly made for a vessel with different

 characteristics.VPs can be sent

ashore for approval or for the

creation of a VP bank.
Although the sharing of VPs may be
economically attractive, there may
be legal and other considerations

 Where vessels carry an ECDIS in addition

to a paper charts.
In those situations the role of the ECDIS
and the charts should be considered.
If the ECDIS is used for real time
navigation, the statutory requirements
regarding monitoring of the progress of
the voyage and marking of positions
should be considered.

 Example :
Are positions marked in paper charts solely

for record keeping purposes?

What steps are taken to ensure that intended
tracks marked on the paper charts correspond
with the ECDIS information?
Are all persons concerned with the navigation
of the vessel using the sameequipment
according to the bridge procedures?

Until all the world is covered

by ENCs, it is most likely that

most vessels to some degree
will have to operate a dual
or triple system with paper,
rasterand vector charts.

Changing the
watch
It should be possible for the Officer taking over the watch

to look through the intended track on an ECDIS in

preparation to take over the watch at the same time as the
equipment is in use for manoeuvring in confined water or
in dense traffic conditions.
Considerations should include:
the degree of details regarding the settings of the
equipment to be covered in handing over the watch,the
amount of time to be allocated to the change of watch,the
considerable number of possible settings on an ECDIS
which often requires that a range of sub-menues are called
up,whether the verification of settings above impacts on
the availability of the system for navigation purposes

 Consideration should be given to which ECDIS

settings shall be dictated by the bridge procedures,

and which settings should be left to the Officer to
decide upon. For most settings the degree of freedom
and the level of authority should be considered, for
instance in relation to the following items:
Statutory requirements
Corporate procedures and guidelines
Masters standing orders
VP recommendations
Officer of the Watch preferences
Day or night

 The human element must also be appreciated.

While young navigators will often be quick to

explore the ECDIS and learn the details, the older
and more experienced senior officers may be
more reluctant users.
The danger is that electronic navigation becomes
an exercise that is controlled by those with a flair
for computers rather than those with experience
in navigation. On the other hand young officers
may rely too much on the electronic systems, and
forget to cross check the informationgiven.
Procedures and training programmes may be
designed to accommodate these concerns. The
degree of familiarisation training required for the
various staff positions onboard should be
considered. The approval of a VP requires
equivalentknowledge of the system to that
expected of the person doing the planning.
What level of familiarisation is required of a newly
assigned watch officerbefore that person is
allowed to stand individual watches?

Safety depths

How we choose a
safe depth ?
Safety Depth: Value set by the mariner that is

used by ECDIS to portray soundings as black if they

are equal to or shoaler than the value and gray if
they are deeper.
Safety Contour Depth: Value set by the mariner
that is used by ECDIS to select a Safety Contour
from among the depth contours available in the
SENC that is equal to or deeper than the value.
Safety Contour: A specific depth contour set by
ECDIS. It demarks the boundary between safewater and shallow water with an extra wide isoline
and is used to give an alarm if the ship, within a
time specified by the mariner, is going to cross the
safety contour. It is also used to determine the tints
used for depth areas and for other purposes.

 ECDIS allows the mariner to set the Safety

Depth and the Safety Contour Depth

independently.
The mariner sets the Safety Contour Depth
equal to the Vessel Safety Draft, which is
calculated as: Vessel Safety Draft = Vessel
Draft + Dynamic Squat + Safety Margin
Depths are considered safe if they are equal
to or deeper than the Safety Contour Depth.
Depths shoaler than the Safety Contour Depth
are considered unsafe.