Aesm - Ecdis Guide Rev 0.pdf 26l3w

Anglo-Eastern Group ECDIS – guide Date: 01.02.15

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RECORD OF CHANGES DATE 01.02.15

CIR. LTR. NO.

REV. NO.

PAGE EFFECTED

0

New guide issued

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LIST OF CONTENTS

0. 1. 2. 3.

4.

5.

6.

7. 8. 9. 10. 11.

RECORD OF CHANGES LIST OF CONTENTS STATUTORY REQUIREMENTS ECDIS – INITIAL RISK ASSESSMENT – LIMITATIONS AND CAUTIONS 3.1 Failure to ensure availability of appropriate charts and nautical publications 3.2 Failure to ensure updating the ENCs and voyage plan with latest information 3.3 Failure to appreciate the limitations of ENCs and ECDIS Display 3.4 Failure to ensure complete review/check of the voyage plan 3.5 Over-reliance on ECDIS and associated risks 3.6 Lack of contingency planning for system malfunctions TRAINING AND FAMILIARIZATION 4.1 Generic ECDIS Training 4.2 ECDIS – Type-specific/ Familiarization Training ECDIS CHARTS 5.1 ENCs and RNCs 5.2 Procedure for ordering of ENCs and RNCs 5.3 Procedure for ing charts on ECDIS 5.4 Procedure for ing charts on ECDIS AGE PLANNING ON ECDIS 6.2 Appraisal 6.3 Planning 6.4 Execution and Monitoring ECDIS ALARM MANAGEMENT VOYAGE DATA RECORDS ON ECDIS ECDIS FAILURE – CONTINGENCY PROCEDURE PLANNED MAINTENANCE OF ECDIS ECDIS GLOSSARY AND ENC SYMBOLS

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Validity Date 01.02.2015 01.02.2015 01.02.2015

01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015

01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015 01.02.2015


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2.

Statutory Requirements

To facilitate transition from paper chart navigation to ECDIS, requirements have been set by IMO for compliance. Based on SOLAS regulations, each flag state issues a set of regulatory requirements for ECDIS. Most of these are same; however, there may be some variations between them, especially with regards to back up arrangements. It is important that along with standard requirements, any specific requirements of the flag states are identified at an early stage and complied with. 2.1.

Regulatory Status of ECDIS on board – Form ‘E’

2.1.1. All deck officers must be aware of the regulatory status of ECDIS fitted on board.

Status of ECDIS as mentioned in the ‘Form E’ section 3.2.1 of SEQ certificate should be clearly understood. 2.1.2. With reference to ECDIS, there are various formats of Form ‘E’ in use. Two

commonly issued formats, along with their interpretations are mentioned below.

(Figure 1) 2.1.2.1.

Reference Figure (1), please note as follows:

(a). Section ‘2.1’ - Nautical charts is shown as deleted and ECDIS is shown as fitted. This means, on this ship ECDIS is to be used as Primary means of navigation and not the paper charts. (b). Section‘2.2’ - Back up arrangement for ECDIS is shown as fitted, which means in case of designated Master ECDIS failure, back up ECDIS is to be used for navigation. In some cases, paper charts may be listed as back up instead of ECDIS.(Reference shall further be made to the ‘ECDIS Guide - Section 9’of this part in discussing contingency procedures on ECDIS failures).

(Figure 2)

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2.1.2.2.

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Reference Figure (2), please note as follows:

(a). Section ‘2.1’ – mentions (a) Nautical charts and (b) ECDIS, both are provided. This applies for the transition period during which, some of the vessels may have both paper charts and ECDIS on board. In such cases, Management may decide to continue using paper charts as primary means of navigation, in order to allow more time for the ship staff to familiarize and settle down with use of ECDIS. (b). It is important to note that, until then, both paper charts and ECDIS must comply with SOLAS requirements. Both of these should be kept up to date with applicable chart corrections. These should be used for navigation and maintained accordingly. Record keeping should be done on both. (c). Once transition to paperless mode is decided, section ‘2.1.a’ can be deleted from form ‘E’ by notifying the classification society. (d). The Master should advise the Management office of the time needed for transition, based on the familiarity and confidence that his bridge team has with the equipment. ECDIS Type Approval Certificate: A copy of the Type Approval Certificate of the ECDIS fitted should be available on board. The Master much ensure that following details are mentioned on this certificate. i) ii) iii)

Correct make and model of the ECDIS equipment fitted on board IMO Performance Standard MSC 232(82), if fitted after 2009 IEC standards (IEC 61174 and IEC 60945)

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3.

ECDIS -Initial Risk Assessment - Limitations and Cautions

Transition from paper chart to ECDIS is a fundamental change in the way shipboard navigation is conducted. Significant considerations are involved in ensuring smooth transition from paper charts to ECDIS. Further, navigation using ECDIS requires a thorough understanding of ECDIS system, procedures for its use, various features, settings, alarms and limitations. Risk assessment should be done of, but not be limited to, the following hazards. 3.1 Failure to ensure availability of appropriate charts and nautical publications (ECDIS Guide – Section 5) 3.1.1. Certain ENCs and publications required for the proper appraisal and planning of the intended voyage may not be available. 3.1.2. Permits for use of certain ENCs which have been sorted for the intended voyage might expire before the voyage is completed. 3.1.3. If required to operate in Raster Chart Display System (RCDS) mode, the ‘appropriate folio of paper charts’ is not complete. 3.2 Failure to ensure updating the ENCs and voyage plan with latest information(ECDIS Guide – Section 5) 3.2.1. The ENCs for the intended voyage not being up-to-date 3.2.2. Temporary and Preliminary Notices to Mariners not taken into 3.2.3. Discrepancies in information on ENCs and paper charts 3.2.4. Voyage plan not updated after Master-Pilot information exchange 3.3 Failure to appreciate the Limitations of ENCs and ECDIS Display(ECDIS Guide – Section 5 & 6) 3.3.1. A misconception that because the ENC data is in digital format and the ECDIS is getting inputs from GPS, everything displayed on ECDIS is complete and accurate. 3.3.2. Incomplete understanding of CATZOC (category zone of confidence in the survey data) and its purpose 3.3.3. Limitations and risks associated when operating in RCDS mode 3.3.4. Inability to appreciate risk involved with over-scaling and under-scaling in ECDIS 3.3.5. Inappropriate safety settings (safety depth, safety contour, shallow and deep contour) 3.3.6. Inappropriate settings of look ahead safety features such as safety frame, watch vector etc. 3.3.7. Inappropriate use and/ or interpretation of ECDIS alarms and distraction so caused 3.4 Failure to ensure complete review/ check of the voyage plan (ECDIS Guide – Section 6) 3.4.1. Automatic route check feature not properly used with regards to cross track limit, mode and scale of ENCs in use AESM


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3.4.2. Visual route check of each voyage leg not carried out 3.4.3. Check feature not reused after change in age plan or after updating charts for the remaining part of the voyage. 3.5 Over-reliance on ECDIS and associated risks(ECDIS Guide – Section 4, 6 & 11 ) 3.5.1. Not keeping a proper visual lookout 3.5.2. Not performing periodic cross checking with other navigational equipment 3.5.3. Over-reliance on ECDIS for collision avoidance 3.5.4. Over-reliance on GNSS/ GPS system 3.5.5. Lack of knowledge of ENC symbols 3.5.6. Lack of equipment specific ECDIS training 3.6 Lack of contingency planning for system malfunctions(ECDIS Guide – Section 9) 3.6.1. Power failure 3.6.2. Hardware failure 3.6.3. Software failure 3.6.4. Computer Virus infection 3.6.5. Lack of ECDIS Maintenance Note: Control measures for each of the above mentioned hazards/ risk factors have been addressed in the subsequent sections. Reference shall be made to the appropriate sections as indicated.

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4. Training and Familiarization Proper training and familiarization are the main elements in the safe and successful transition to navigation with ECDIS. Without proper knowledge, understanding and competence in the use of system, the actual benefits of navigating with ECDIS cannot be fully realized. On the contrary, it can rather create a potentially dangerous environment for navigation. When ECDIS is used as an approved means for navigation, Master and officers in charge of a navigational watch should have completed appropriate ECDIS training and documentary evidence of such training must be maintained on board. To fulfill the above requirement every navigational watch keeping officer shall have undergone: 4.1 Generic ECDIS Training Before being assigned to vessels equipped with ECDIS, all masters and bridge watchkeeping officers should, as a minimum, complete an istration approved generic ECDIS training that follows IMO model course 1.27 and conforms to the relevant STCW requirements. 4.2 ECDIS - Type-specific/ Familiarisation Training 4.2.1. All bridge watch-keeping officers having completed ‘Generic ECDIS Training’ are required to complete ‘ECDIS - Type Specific/ Familiarization Training’ as per the type/model of ECDIS equipment fitted on board the ship they have to serve in accordance with STCW Convention Regulation I/14 paragraph 1.5 as well as sections 6.3 and 6.5 of International Safety Management (ISM) Code. Reference should be made to ship’s flag state requirements for details and compliance. 4.2.2. If the generic training includes the particular type (i.e. same make and model) of ECDIS equipment installed on board, such training may fulfil the requirement for both generic and type specific training. In such cases, a clear statement to this effect should be included in the ECDIS training documentation. 4.2.3. Trickle-down’ training (i.e. one officer training another) is not acceptable without a structured and formalized process being in place to facilitate such training. 4.2.4. A structured ‘ECDIS Familiarization - Onboard Training Program has been developed and circulated to the fleet, vide –‘Training material 159’. This program as revised, along with resources supplied by the manufacturer and/or the company, meets the requirements for type specific/ familiarization training for most of the flags. AESM


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4.2.4.1. This training (4 hours duration) must be conducted onboard for an officer upon ing the ship, prior asg him/ her the navigational watch-keeping duties; unless he/ she has done the familiarization/ type specific training earlier ashore in a training center, fitted with the ECDIS simulator of that make and model. 4.2.4.2. . The ECDIS familiarization checklist must be referred by the officer and ticked as he/ she performs each task. This will help confirm that he/ she has familiarized with all the functions and features of the ECDIS model. 4.2.4.3. Once the officer is fully familiar, the assessor can carry out random assessment by asking him/her to perform few of the tasks from the checklist. The officer and assessor then sign on the checklist to indicate the satisfactorily completion of the training. 4.2.4.4. Resources supplied by the ECDIS manufacturer or company (such as in the form of a CD/ DVD/ CBT/ In-built training mode) must be used as part of the ECDIS familiarization training on board. 4.2.4.5. On successful completion of the training, the Master/ assessor shall issue the certificate as proof of the training carried out onboard. The certificate number should include the three letter vessel code, serial number and year in two digit format, for example, certificate number - ABC/001/15, where ‘ABC’ refers to vessel code and ‘001’ refers to serial number of certificate 001, 002, 003 and so on and ‘15’ refers to year 2014. 4.2.4.6. Both, the checklist (original) and certificate (copy), shall be filed in an “ECDIS familiarization training” file, which should be maintained in the wheelhouse. A copy of the certificate must be forwarded to the respective fleet personnel department for updating records ashore. 4.2.4.7. After completion of the above type-specific/ familiarization training, checklists D/17 and D/41 should be completed. In case the officer has already done the type specific training ashore in a training center fitted with the ECDIS simulator of that make and model, he/she only needs to complete checklists D/17 and D/41 for onboard ECDIS familiarization.

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5.

ECDIS Charts

5.1.

ENCs and RNCs

5.1.1. ECDIS that is fitted as a part of the mandatory carriage requirement or is being voluntarily used as primary means of navigation must be loaded with chart data that meets the SOLAS chart carriage requirements. Such charts are commonly known as ‘official charts’. The term official indicates that the chart data has been produced under the authority of a government organization, namely ‘National Hydrographic Office (NHO).The official vector chart and raster charts are generally referred to as Electronic Navigational Charts (ENCs) and Raster Navigational Charts (RNCs) respectively. 5.1.2. Raster Navigational Charts (RNCs) use raster (horizontally scanned) data to reproduce paper charts in an electronic format. Their familiar ‘paper chart’ image helps s gain confidence in the use of electronic charts by providing a direct link between the display screen and chart table. 5.1.3. RNCs consist of thousands of tiny coloured dots (pixels) that together make a flat digital image. Every pixel is geographically referenced, enabling accurate real-time display of vessel position when the chart display system is linked to GPS (Global Positioning System). RNCs must comply with the International Hydrographic Organization's S61 data standard, and can only be issued by, or on the authority of, a government-authorized Hydrographic Office. 5.1.4. Electronic Navigational Charts (ENCs) are official vector charts that can only be issued by, or on the authority of, a government-authorized hydrographic office. These comply with International Hydrographic Organization (IHO) specifications - the S57 Version 3 product standard. Each IHO member state is responsible for producing ENCs of its own waters, and systematically updating them with all safety-critical information. 5.1.5. ENCs are the only vector charts that may be used for primary navigation in place of paper charts. When operating with ENCs, ECDIS can be programmed to warn of impending dangers, providing improved maritime safety, risk management, cost savings and other operational efficiencies. 5.1.6. ENCs use a database of all relevant chart features (coastlines, buoys, lights, etc.) and their attributes (position, colour, shape), which can be selectively displayed and queried, creating the potential to manipulate the chart image when displayed onscreen. Because of their vector format, ENCs can also be linked to other onboard systems to provide additional automatic features such as warning alarms. 5.1.7. With the increasing availability of ENCs, there is only a small and reducing number of areas where it may still be required to supplement ENCs with other official electronic charts(RNCs) or paper charts. In areas where ENCs coverage is not available AESM


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or of not appropriate scale RNCs can be used on ECDIS in ‘Raster Chart Display System (RCDS) mode, subject to flag state approval. Additionally an appropriate folio of up-to-date paper charts will need to be carried for such areas. 5.1.8. Due regard should be given to the limitations and precautions, in order to determine the level of paper charts needed for RCDS operations, as per the guidance provided in ‘ECDIS Guide - Section 6’. 5.2.

Procedure for ordering of ENCs and RNCs

5.2.1. As a general company guideline, largest scale charts as appropriate for an area should be procured. Organizations named below are involved in arranging global distribution of ENCs and RNCs. 52.1.1. International Hydrographic Office (IHO): Coordinates the activities of National Hydrographic Offices. 52.1.2. Regional ENC Coordinating Centers (RENCs): These are the organizations through which IHO ensures compliance of S-57 and S-63 encoding standards, to provide a world-wide consistent level of high quality database. This database is then made available to the end s through a network of distributors and resellers. 52.1.3. Value Added Resellers (VARs): They are specialized distributors, who also manage the packaging of ENC database into a service concept, which often includes other associated products and services. The service also includes the licensing and technical delivery of these services to the end . Examples of VARs are British iralty, Chart world etc. The VARs may provide the service directly, or through their chain of distributors/chart service providers (e.g. Marine Press Canada). Each VAR/ chart service provider will have its own procedure of procuring charts and the vessels are advised that they directly liaise with their respective VAR/ chart service providers to understand the procedure to be followed. 5.2.2. Ordering of Electronic Charts (ENCs and RNCs) 5.2.2.1. For ordering ENCs and RNCs a digital catalogue is used. There are two types of digital catalogues in use. Vessels are advised to ask their respective chart service provider which catalogue they must use for ordering the charts.  Service Catalogue: iralty Digital Catalogue (ADC)  ECDIS Catalogue: Provided by various ECDIS manufacturers who are also VARs/ Chart Service providers (e.g. Transas, Maris etc.). 5.2.2.2. The most widely used is iralty Digital Catalogue (ADC). ADC should be installed in a separate computer and not in the ECDIS. The procedure to use ADC AESM


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and or the various ‘ECDIS Catalogues’ is provided in the help file within the software. Whenever new charts are ordered, new permits must also be installed in the digital catalogue to keep the inventory updated. 5.2.2.3. The iralty Digital Catalogue provides a comprehensive and up to date reference in graphical and textual form of the range of iralty products and services, including Standard Navigational Charts and Publications, and the AVCS, ARCS and iralty ECDIS Services. In addition to the standard products, the iralty Digital Catalogue now contains Temporary & Preliminary Notices to Mariners (T&P NMs) and Data Assessment Notes.

5.2.2.4. The Catalogue features comprehensive search functionality by product type, scale or defined route with weekly updates available online to keep it fully up to date. The latest version of the Catalogue, which includes up to date product information and a comprehensive Guide can be ed from the UKHO website (file size approximately 55 MB). An online version of this Catalogue is also available on the UKHO website. 5.2.2.5. To ensure trouble-free functioning, recommended hardware requirements such as operating system, screen resolution, processor and memory size are mentioned, which shall be available. 5.2.2.6. It shall be ensured that the newest version of catalogue has been installed. Any previously installed version of the iralty Digital Catalogue must be closed and removed prior to the installation of the new version. 5.2.2.7. Catalogue Updates are also available on the AVCS and ECDIS Weekly Update CDs within the INFO folder. s can update directly from the Update CD.

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5.2.2.8. Each VAR/ iralty will have its own procedure & software of procuring charts, but the principle of procuring should be the same for all. If the company has different process flow for final ordering, it should be followed. iralty uses iralty Digital Catalogue (ADC) as a tool for ordering ENCs/ RNCs. The flow chart below provides the general process flow for procurement of required ENC/ RNC cells and paper charts using ADC.

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a. To select and order charts, ADC program should be run and the latest permit should be installed to load the current inventory of charts.

b. AVCS tab shall then be selected, followed by selecting “ENC” units tab, making sure all usage bands are selected. c. An approximate route shall then be plotted in the ADC. Zoom in to check if relevant areas are covered by the route. It shall be edited wherever required.

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d. “Route to basket” tab is then pressed for automatic selection of the cells required by the route. e. Confirm, if appropriate scale of cells are selected by auto selection. Select manually if required. f. It should be noted that the best scale ENC may not be available for the operating area; therefore appropriate scale of RNC should be manually selected for ordering. For doing so, ARCS tab is selected and then checked if better scale of RNCs are available. g. If RNCs are being ordered, requisition for paper charts for the same cells shall be raised as well. h. Open the shopping basket now to check and delete any unwanted cells (or any cells already existing in the inventory) and save the basket.

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i. j.

The route shall then be exported. The route and the basket file are then sent to the distributor (or to nominated person/ department as per company instructions). Period for usage of the cells (3months/ 6 months/ 9 months/ 12 months) shall also be mentioned in the order.

5.2.3. iralty Vector Chart Service (AVCS): AVCS provides ENCs for almost full worldwide coverage. It contains over 13,000 ENCs produced by various National Hydrographic offices around the world. It is compatible with all types of approved ECDIS. 5.2.4. iralty Raster Chart Service (ARCS):ARCS is the UKHO’s RNC service which contains raster charts version of the paper charts series of iralty. These raster charts are compatible with all type approved ECDIS and can be used where suitable ENC coverage is not available. 5.2.5. Chart Management Tools: All ECDIS systems have the function to display a simple graphical catalogue of ENCs installed and provide chart update status. Some of the chart service providers have developed number of software applications which are simple and efficient chart management tools. iralty e-Navigator is one such comprehensive chart management tool developed by UKHO, available to AVCS s. There are two versions of e-Navigator one for shore based use (Fleet Manager) and the other for use onboard (Planning Station). 5.2.6. When ordering ENCs, should ensure that the chart service provider is informed about the date of the latest weekly DVD (base + update) on board, because the permits issued have to match with this latest weekly DVD on board. AESM


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5.3.

Procedure for ing charts on ECDIS

5.3.1. The interface of importing electronic charts on an ECDIS varies widely between different equipment manufacturers. These may include, but not be limited to, data management function that can be accessed from within the ECDIS, in order to separate application for data handling. Due to this reason, in AESM, the procedure for ing and updating charts on ECDIS has to be made ship specific. To assist vessels in this regard a template for same has been provided under D-116 - Procedure for Updating/ ing Charts on ECDIS System. This procedure has to be made ship specific by the vessel in consultation with the chart service provider of the vessel and sent to the ship’s superintendent for approval. The approved procedure should be followed in the correct sequence for ing and updating of charts on ECDIS. 5.3.2. Some general instructions and guidelines for installing ENCs within an S-63 based integrated service are common to all systems and are as mentioned below. 5.3.2.1. The chart service provider for the vessel provides a guide and pack which includes an end license agreement, a list of subscribed ENCs(called ‘Schedule A’) and a certificate confirming license status. A set of ENC permits(the PERMIT.TXT file), and set of DVDs is also provided. Separate Licenses are provided for ENCs and RNCs. Each RNC and ENC requires a chart specific permit to be used in the system. 5.3.2.2. Before the ENCs can be loaded, the ECDIS needs to conduct a data integrity check to authenticate that the data is produced by an IHO accredited service provider. This check is done by use of a ‘public key’ which is often referred to as ‘SA Certificate’ or ‘SA Digital Certificate’. The correct public key must be installed on the ECDIS before the data can be imported successfully in the system. Most of the latest models of ECDIS equipment have a public key under the file called IHO.CRT or IHO.PUB pre-installed. In some older models this key may be under a file called PRIMAR.CRT which will need to be changed to IHO.CRT, in order to make it compatible with the latest version of S-63.1.1. 5.3.2.3. After the correct public key is installed the next step is to install the permits. These permits are provided in two separate files called PERMIT.TXT and ENC.PMT. These permit files are generally sent to the vessel in a zipped folder through e-mail. The license agreement of the vessel will define how many ECDIS systems are covered under that license. Generally a maximum of up to five ECDIS are covered under a single license and a separate set of cell permits will be provided for each ECDIS on board. It is therefore advisable to take care that the correct file is installed in the right ECDIS system. Each pair of permits are given different names and stored in

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separate folders to allow easy identification (For example ‘Master’, ‘Backup’, Reserve 1, etc). 5.3.2.4. Permits are like a key that unlocks the required data cells and install it on ECDIS from the DVDs. After installing the permits, the steps given in the ship specific ‘Procedure D-116’shall be followed. It is recommended that prior to installing latest permits, existing permits should be purged out. However, instruction from the chart service provider should be sought before taking this step.

5.4.

Procedure for updating charts on ECDIS

5.4.1. Procedure for updating charts on ECDIS system has also been provided under D-116 - Procedure for Updating/ ing Charts on ECDIS System. This procedure has to be made ship specific by the vessel in consultation with the chart service provider of the vessel and sent to the ship’s superintendent for approval. The approved procedure should be followed in the correct sequence for updating of charts on ECDIS. 5.4.2. Some general instructions guidelines for updating charts on ECDIS are as follows: 5.4.2.1. Under the S-63.1.1 automatic weekly updating of ENCs is done by weekly DVD received on board. Alternatively, an automatic updating service may be provided to the vessel. The weekly DVD (contains all ENCs, the latest updates and permit file for the ENCs ordered or in subscription on board). 5.4.2.2. The weekly DVDs are cumulative, so only the most recent update one should be applied. 5.4.2.3. Before inserting the weekly DVD the latest permit should be loaded. Separate Permits are issued for ENCs and RNCs. 5.4.2.4. Weekly ENCs updates for only the permit charts on board are also sent by the chart service providers on e-mail. These updates are sequential and have to be loaded in logical sequence or else the system may fail to integrate it. 5.4.2.5. Updating of RNCs is done by weekly CD format only. These updates include T&P notices for RNCs only and are cumulative. 5.4.2.6. As the updating process can be lengthy it is recommended that it be conducted while the ship is alongside. However, if updating is carried out while the vessel is underway, it is recommended that the data is updated on one ECDIS at a time, so that another system is always available in operational condition. Once the updating a AESM


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system is completed, before updating the other ECDIS or synchronizing the data between the two ECDIS systems, the should ensure that the updated system is working correctly with the new data. 5.4.2.7. After updating the ENCs and RNCs on ECDIS, status check should be carried out. The should check the ‘log’ in the ECDIS to confirm that all the ENCs and RNCs currently held in the system, have been updated, new editions have been installed and no error message are showing up in the system. 5.4.2.8. The latest update CDs for RNCs and latest weekly DVD for ENCs should be maintained in safe custody. The obsolete ones should be removed from the bridge and destroyed. 5.4.2.9. Where ENCs are subject to new edition or new cells are issued to replace cancelled ones. ENC service provider will automatically issue new permits to customers whose ENC outfit is affected. 5.4.3. iralty Information Overlay(AIO) 5.4.3.1. The Temporary and Preliminary (T&P) NMs as provided for the paper charts are not fully addressed in the digital charts. To assist the mariner in this respect UKHO has produced the ‘iralty Information Overlay’ (AIO). All iralty T&P NMs that are currently in force are displayed on this layer. Additionally, the information of navigational importance (e.g. navigational hazards) that is incorporated on equivalent paper chart, but is not yet available on ENCs, is made available by UKHO on AIO. These are referred to as ENC Preliminary Notices (EPNMs). 5.4.3.2. Although not mandatory, the AIO gives seafarers an easy way to view the information they need, in addition to the standard chart, in order to navigate safely in compliance. The overlay makes age planning simpler and safer, by clearly showing where important Temporary or Preliminary changes may impact a voyage. It also gives seafarers the same consistent picture of the maritime environment on their ECDIS as they have always had with the iralty paper chart. 5.4.3.3. The AIO can be displayed on compatible ECDIS equipment and also in iralty e-Navigator Planning Station. It shall be checked with the ECDIS manufacturer/supplier whether the ECDIS equipment and the software version loaded in it, is compatible for installing AIO software. Most ECDIS equipment installed prior to 2011 will require an upgrade before it will be able to display the AIO. 5.4.3.4. The AIO carries information only where appropriate iralty paper chart coverage is available. Where there is no corresponding paper chart coverage a ‘No Overlay’ feature will be displayed. In these areas, will have to obtain information from the local source. AESM


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5.4.3.5. It is recommended the relevant information for the voyage is transferred from the AIO and applied as manual updates to the ECDIS. 5.4.4. Manual Corrections The manual correction feature is used for transient, preliminary updates such as radio navigational warnings affecting chart information or local notices issued by port authorities by MSI and Navtex (if automatic feature is not available). Corrections can be applied manually to both ENCs and RNCs. These manual corrections can be interrogated, edited and moved. In most of the ECDIS systems, manual corrections do not get removed when an update is applied, and will need to be deleted manually. Record of manual corrections should be maintained onboard.

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6.

age Planning on ECDIS

6.1. The section discusses the four stages of age planning -Appraisal, Planning, Execution and Monitoring, with reference to planning age using ECDIS. The content shall be read and used in conjunction with the SMS – Shipboard Procedures Manual 201A – Section 03-02 – ‘age Planning and Voyage Execution’ and checklist D-01 – ‘Checklist for making age plan’. 6.2.

Appraisal

In continuation to ‘Shipboard Procedures – 03-02 - age Planning and Voyage Execution - Section 3.2.2 and 3.2.3.11’, the following factors should, but not limited to, be considered during Appraisal stage when planning age using ECDIS. 6.2.1. Chart coverage for the area - Whether appropriate scale ENCs are available for the entire voyage or, RNCs also will be required. Appropriate folio of Paper charts will be required when using RNCs. 6.2.2. Availability of all the relevant charts and nautical publications required for the voyage, validity of their licenses, and the charts/ publications needed to be ordered 6.2.3. Update status of the charts (ENCs, RNCs, Paper charts) and other nautical publications 6.2.4. ECDIS back up arrangement and contingency procedures in case of ECDIS failure 6.2.5. Navigation and Meteorological Warnings, T&P Notices, NAV Area and Local port warnings, availability of iralty Information Overlay (AIO) 6.2.6. Required Safety Settings of ECDIS such as Safety Depth and Safety Contour, on the basis of ship’s parameters such as vessel’s draft, UKC, tidal constraints, maneuvering characteristics etc. as mentioned in Section 3.2.2 of shipboard procedures as mentioned above, and 6.2.7. Reporting requirements and other factors like ETA, ETD, notices etc. Caution: Currently available ENCs data may not contain all the necessary navigational information in order to meet the SOLAS carriage requirements. Alike paper charts, various standard nautical publications should be consulted for additional navigational information when using ENCs, during appraisal and planning stage.

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6.3. Planning In conjunction to ‘Shipboard Procedures – 03-02 - age Planning and Voyage Execution - Section 3.2.13’, following procedures are recommended to be followed while planning age on ECDIS and subsequent route checking. 6.3.1. All old routes for this area shall be unloaded to avoid confusion. 6.3.2. ‘Auto-load’ and ‘Auto-scale’ function shall be kept ‘On’. 6.3.3. ‘Overview’ or ‘General’ scale chart shall be first used on the screen, in order to view start and end location on the screen if possible. 6.3.4. ‘SCAMIN’ setting shall be kept ‘Off’. SCAMIN is the acronym for ‘SCAleMINimum’. The value determines at what chart scale, the ECDIS will show all the information required from the chart when in use for navigation. 6.3.5. AIO layer shall be kept ‘On’ and any information that may affect the planned route should be examined. 6.3.6. Route planning function is then opened and ‘New Route’ option is selected. The route planning shall then be commenced beginning with waypoint plotting using the graphical method to place the waypoints from start to end location. 6.3.7. Having marked the waypoints broadly, the planning officer shall then zoom in to larger scale charts, keeping them on 1:1 scale and all/other mode. The route legs shall be checked carefully and waypoints modified as required, giving due consideration to the proximity of navigational hazards and minimum UKC requirements during the various stages of the voyage. The route on each leg shall be changed to ‘Rhumb line’ or ‘Great Circle’ as required. 6.3.8. ‘Category Zone of Confidence’ (CATZOC) shall be checked and the route amended and/or alerts marked as required. CATZOC relates to the reliability of the chart data and route will need to be amended/ marked wherever the chart data is considered unreliable. An essential requirement for mariners is the ability to interpret the quality indicator (CATZOC) in ENCs. CATZOC has six categories (ZOC A1, A2, B, C, D, U), where the sixth category (U) represents data which has not been assessed. As specified in IHO publication S-57, the categorisation of hydro graphic data is based on three factors (position accuracy, depth accuracy and seafloor coverage).

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Symbol 6 Stars 5 Stars 4 Stars

CATZOC A1 A2 B

3 Stars

C

2 Stars U

D U

Description Very high accuracy survey, all significant features detected High accuracy survey, all significant features detected Medium accuracy survey, Uncharted features dangerous to navigation are not expected but may exist Low accuracy surveys or age soundings, depth anomalies may be expected Large depth anomalies may be expected, poor quality data Quality of bathymetry yet to be assessed

6.3.9. Having finalized the route legs, the Cross Track Limits (XTL) shall be set for various legs of the voyage. ‘Automatic Route Check’ shall then be conducted by defining safe navigable water. Safe water settings include Safety Depth, Safety Contour, Shallow and Deep Contour settings. These settings are based on minimum UKC clearance for the entire age and controlling depth settings for a given area. It shall be ed that Automatic route check feature checks the route within the XTL only .During automatic route check function, the charts should be on 1:1 scale and all/other mode. The alarms/cautions generated shall be noted and the route amended accordingly as required. 6.3.10. The route check feature will only detect certain dangers to within XTL and only on ENCs. Therefore, visual route check should be planned legs of the voyage. If the auto route check feature does not alarms or cautions, it is likely that the ‘XTL’ and safety settings may set inappropriately.

navigation done of all detect any have been

6.3.11. Route check should be routinely done whenever planned route is modified and/or when charts are updated. 6.3.12. Vessel’s ‘Turn Radius’ setting should be set as per the available sea room, as it would impact the wheel over position. The ECDIS system will generate a warning if turning radius is set incorrect as per the preset ship’s parameters. 6.3.13. The wheel over position is calculated automatically by the ECDIS and marked on the chart based on the turn radius selected and the preset turning circle data and other ships parameters. 6.3.14. The planned safe speed for each leg as per Master’s discretion should be entered in the age plan. ETA/ ETD and tidal constraints shall be checked, if any. The schedule shall be setup.

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6.3.15. The route shall then be saved with easily identifiable name and ed into all ECDIS systems on board. 6.3.16. Use of ECDIS in RCDS Mode – Limitations and Precautions When ECDIS in RCDS mode is used for age planning, the inherent limitations of RNCs should be given due consideration. Following points should be taken into prior to using ECDIS in RCDS mode 6.3.16.1. It is not possible to customize the display in RCDS mode. RNCs data is based on the fixed scale of the equivalent paper chart and the picture will get distorted when under or over zoomed. Chart features cannot be simplified or removed to reduce clutter. Display information may be difficult to read in any other than North up display. 6.3.16.2. Objects on RNCs cannot be interrogated to display any additional information. 6.3.16.3. The safety settings cannot be activated and RNC data would not automatically trigger anti-grounding and other pre-warnings alarms. Some manual settings are possible in this mode. Operator’s manual shall be referred to for this purpose. 6.3.16.4. Many RNCs are based on local datum and not on WGS 84 or PE 90 datum. The datum shift information is available on the header of the RNC. This offset is to be applied to the positions obtained from the GPS/GNSS system which operates on WGS 84 or PE 90 datum, to get the correct position of the vessel on the display. The ECDIS system will give an audible datum alarm whenever datum shift is applicable. 6.3.16.5. CATZOC facility is not be available on RNCs, source data diagram on the chart will have to be checked for same like done for paper charts. 6.4.

Execution and Monitoring

The planned route shall be activated on ECDIS. The age shall be executed and progress monitored in accordance with ‘Shipboard Procedures – 03-02 - age Planning and Voyage Execution- Section 3.2.14’,giving due regard to following settings, alarms, and limitations of ECDIS. 6.4.1. The officer in-charge of the navigational watch should have a thorough understanding of the following safety settings available on ECDIS and the corresponding alarms and warnings.

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6.4.1.1. Safety Depth a.

Safety depth, also known as Minimum Depth Required (MDR), is calculated as

Safety Depth = Maximum Draft (Static) + UKC (as per company UKC policy) + Squat (Maximum) – Height of Tide (minimum and may include negative surge). b. If any extra allowance of depth is required due to local port or berth requirements, same should be included in the calculation of the safety depth. The purpose of the safety depth is to highlight spot sounding equal to, or below the selected value in bold. This alerts the to know the depths that are insufficient for the vessel to safely over. Safety Depth is not required to trigger and any alarm or indication as per ECDIS performance standards. c. Safety Depth can be set as a different value than Safety Contour. However, to simplify the safety settings some ECDIS may allow only one unique setting for Safety Depth, which also defines Safety Contour. It is strongly recommended to set: Safety Depth Value = Safety Contour 6.4.1.2. Safety contour a. The safety contour value distinguishes between the navigable and the nonnavigable water. Value for safety contour is calculated same as safety depth. ECDIS selects and highlights default safety contour, which is equal to or deeper than the safety contour value selected by the . b. This is the only safe water setting that gives alarm/ advance warning to the as per ECDIS performance standards. c. In two colour mode, water inside safety contour would show deep blue colour with bold black contour line. In four colour mode water inside the safety contour would appear in light blue colour with bold black contour line. d. It is important to note that Safety Depth and Safety Contour settings are dynamic and not fixed for the entire planned route. It will have to be monitored and changed by the as required for each leg/section of the voyage depending on factors like UKC requirements, speed and available depth of water. e. Though the Safety Contour Setting will be equal to MDR as discussed above, the Safety Contour on ENC display will default to the next deeper contour if the depth contour of the set value is not available in the displayed ENC source data. E.g. if Safety Contour setting = MDR = 12m, the Safety contour selected on

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most ENCs where the original data is metric will be 15m or if 15m contour is not available, then 20m or 25m whichever is the next available. f. It shall be noted that on ENCs where the original source data was imperial units (feet/fathom) the Depth contours on ENC may be in figures such as 9.1m, 18.2m. 6.4.1.3. Shallow Contour Shallow contour setting is generally selected equal to the maximum static draft of the vessel. This indicates the depth below which vessel will run aground. 6.4.1.4. Deep Contour Deep contour should be set at twice or four times the draft of the vessel (depending on the depth of water available). This is meant to make the aware that below this value shallow water effects shall get pronounced. The area between the deep contour and safety contour is generally shaded in light grey colour. Alarm and/or Indication are not associated with Shallow & Deep contours. 6.4.1.5. Safety Frame/ Watch Vector Setting a. Safety Frame/ Watch Vector is also known as ‘Anti Grounding Cone’ or ‘Look Ahead Setting’. The setting is based on stopping distance and turning circle criteria of the vessel. Without proper setting of this feature, early warning of most of the navigational hazards in and around the vessel’s route shall not be available. This feature does not provide alarms for ARPA and AIS targets. b. Recommended values for Safety Frame/ Watch Vector/ Look Ahead Settings are as follows:  Open Sea: Ahead: 15 min, width: 1.0 NM either side.  Coastal Waters: Ahead: 10 min, width: At least equal to the tactical diameter of the vessel in NM either side.  Harbour/Confined Water: 5 min, at least 0.25NM or as much as possible 6.4.1.6. Cross Track Limits (XTL/ XTD) Setting a. The cross track limits (XTL) setting made for each leg during the planning stage shall be reviewed taking into available sea room. b.   

Recommended settings for XTL values are as follows: Open Sea: Minimum XTL: 1.0 NM either side of the course Coastal water: Minimum XTL: 0.5NM either side of the course Harbour/ Confined Waters Minimum XTL: 0.25NM on either side or as much as possible. AESM


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6.4.1.7. Charts/ Maps All other information, marking notices, alerts etc., that the wants to put on the chart to complete the age plan, can be put by using the facility of ‘ Maps’, Charts/Notes. As on paper charts, following can be marked using Charts/ Maps. a. Parallel Indexing(not from floating objects unless they have been first checked for position). b. Chart changes c. Methods and frequency of position fixing d. Prominent navigation and radar marks e. No-go areas (excessive marking should be avoided) f. Clearing lines and bearings g. Transits, heading marks and leading lines h. Significant tides or current i. Safe speed and necessary speed alterations j. Changes in machinery status k. Minimum under keel clearance l. Positions where the echo sounder should be activated m. Crossing and high density traffic areas n. Safe distance off o. Anchor clearance p. Contingency plans 6.4.2. The officer in-charge of the navigational watch should have a thorough understanding of the following procedures with regards to use of ECDIS for navigation. In addition to procedures mentioned in ‘Shipboard Procedures – 03-02 - age Planning and Voyage Execution - Section 3.2.14’, the following shall be given due consideration for effective execution and monitoring of age plan when ECDIS is in use. 6.4.2.1. An ECDIS shall interrogate his system, to find the CATZOC classification of the area he is navigating at that moment. 6.4.2.2. To show the ship on the chart, the ECDIS needs the ship’s information. As a minimum requirement, ECDIS needs to be connected to the following mandatory sensors. Same shall be checked frequently in order to ensure effective monitoring. a. GPS, b. Speed log c. Gyro com 6.4.2.3. The effectiveness of ECDIS is valid only as long as all the connected sensors are delivering accurate information to the equipment. On starting a watch officers must the integrity of the system. They must check that the position fixing system, the gyro com and the speed logs are all working properly. During AESM


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their watch they must, whenever possible, the ship’s position visually and by radar. Any ECDIS alarm must be taken seriously. 6.4.2.4. Primary Position Source displayed on ECDIS is the first source for position. Normally it is Differential GPS receiver. If for any reason this position source fails or becomes unreliable, ECDIS changes over to use Secondary Position Source. The secondary source is generally another DGPS receiver. Or, it may be other GNSS system or LORAN etc. For the system to changeover from Primary Position Source to Secondary, the has to edit the settings. The changeover can be selected to change over manually or automatically. Whenever the position source activated loses signal, an alarm sounds automatically. 6.4.2.5. For the system to indicate change over from one position source to another, the needs to edit settings to activate the alarm. This will result in warning the every time the system changes over from one position source to another. The secondary position source should never be set as ‘Dead Reckoning (DR) Mode’. Else the system is likely to change over to DR mode without warning the OOW and this may turn out to be dangerous. 6.4.2.6. Assuming that vessel’s GPS position is the true position of the vessel, and is continuously displayed on ECDIS, is dangerous. The shall understand the limitations and accuracy of the GPS/DGPS. The position shall be crosschecked by all available means. Also, the source of position input shall be carefully monitored. 6.4.2.7. ECDIS operates in WGS 84 Datum, and automatically shifts charts with known non-WGS 84 Datums so that they are displayed to the in WGS 84. However, in case of raster charts which are on some local datum, offset can be applied in ECDIS to correct this discrepancy. 6.4.2.8. ECDIS systems have the capability to overlay both radar video and/ or ARPA targets onto the ECDIS display. However, the full radar image when overlaid on ECDIS may obscure the charted information. The superimposition of ARPA targets on the ECDIS display allows the rapid assessment of the possible actions of targets with respect to shoals, traffic separation schemes etc. Availability of AIS data on display serves easy identification of target further enhancing the situational awareness of the watch keeper. Despite being used in conjunction with ECDIS, the Radar shall remain the primary aid for assessing traffic situations and collision avoidance. ECDIS shall be used only as an aid to estimate possible target intentions. 6.4.2.9. Radar shall be used for keeping a check on vessel position. A charted radar conspicuous feature can be selected as ARPA target and its position shall be checked against its marked position on the ECDIS. The target remaining located over the charted position of the feature, is a good indication that systems are functioning as required. AESM


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6.4.2.10. On ECDIS, charts change over from one to the next chart along the route when due. Due to this feature, any difference in scale of chart may go unnoticed for a substantial time and lead to loss of situational awareness. It shall be noted that the same pixel size of the ECDIS display may represent different amount of sea areas. To facilitate loading the best scale chart, Chart ‘Auto-load’ and Chart ‘Auto-scale’ should be kept ‘On’. 6.4.2.11. Everything on ECDIS chart display is indicated by pixels. When a symbol is used on chart same pixel will represent different size of geographic area for different scales. Any symbol, figures, letters used on chart and such information should be of the specified size suiting the scale of the ENC. This shall ensure that any important information is not obscured. It shall be understood that size of objects shown by symbols may not be drawn to scale. OOW may also choose the own ship to be displayed in true scale or as a symbol. 6.4.2.12. On certain vessels there is a class requirement to provide an ‘ECDIS route-planning device’ in addition to the principal ECDIS required by SOLAS. It shall be noted that, using the same equipment for planning another age while the system is in use can be extremely disastrous. For example, planning a age may require the setting of safety depth or safety contour values that are not the same as those set to the active route being used. Changing these settings when connected to the active route will clearly affect monitoring and it is therefore unsafe to do so. 6.4.3. Navigational Watch-keeping – ECDIS Checks 6.4.3.1. In order to effectively execute and monitor the age as planned, good navigational practice demands that the officer of the watch: a. b.

c. d. e.

Understands the capabilities and limitations of the navigational aids and systems being used and continually monitors their performance; Cross-checks position-fixes using independent sources of information; this is particularly important when electronic position-fixing systems, such as GPS are used as the primary means of fixing the position of the ship; Uses visual navigation aids to electronic position-fixing methods, i.e. landmarks in coastal areas and celestial navigation in open waters; Does not become over reliant on electronic chart systems, thereby failing to make proper navigational use of visual information; Uses the echo sounder to monitor changes in water depth;

6.4.3.2. While on watch, the OOW is responsible for the operation and management of ECDIS. Therefore, a comprehensive handover of the system is essential before taking over the watch. If the handing over/ taking over officer is in any doubt about the state of AESM


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the ECDIS configuration, the navigating officer and Master should be informed immediately. 6.4.3.3. The OOW shall annotate on the ECDIS console the configuration in force, whether it is set up for Confined Waters, Coastal or Open Ocean. The taking over officer shall check the system setup to view any changes or errors in setup. 6.4.3.4. When taking over the watch, the OOW shall confirm the position of the ship. This fix should be by means, independent of the Primary Position Source(GPS/DGPS), such as, but not limited to, visual or radar. The RIO feature shall be used if available. 6.4.3.5. As a minimum, the following checks and actions are to be conducted upon taking over the navigational watch with ECDIS in use. a. Ensure that the correct display setting is shown b. Ensure that the correct route is loaded in route monitoring c. Ensure that the secondary route is loaded in route editor (if required) d. If in True Motion, check that the look ahead is configured correctly e. that the safety depth and safety contour settings are configured correctly f. Ensure that the anti-grounding cone is set for the prevailing conditions g. Ensure that XTD is applied and displayed correctly h. Ensure that vectors are configured correctly i. Ensure that the chart in use is on the best scale j. Ensure that the chart is the most recently corrected ENC available from installed charts k. Interrogate the quality of data and review all chart notes l. Repeat the above steps at the secondary ECDIS terminal m. If in RCDS mode, confirm the geodetic datum in use n. If in RCDS mode, view the source data diagram and review all chart notes o. If in RCDS mode, ensure that paper backup is correct.

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7.

ECDIS Alarm Management

7.1. ECDIS provides a large number alarms and indications. An alarm in this context means an alarm or alarm system which announces by audible means, or audible and visual means, a condition requiring attention. An indicator is a visual indication giving information about the condition of a system or equipment. 7.2. When ECDIS is in use for navigation, the navigating officer must ensure that the following alarms and/ or indications (as mentioned) are available and active on ECDIS. Failure to do so may lead to missing out significant navigational information and; may lead to rendering the type approval certificate of the system invalid. 7.2.1. Crossing safety contour - Alarm ECDIS should give an alarm if, within a specified time set by the mariner, own ship is likely to cross the safety contour. 7.2.2. Area with special conditions – Alarm or Indication ECDIS should give an alarm or indication, as selected by the mariner, if, within a specified time set by the mariner, own ship will cross the boundary of a prohibited area or of a geographical area for which special conditions exist. These areas include Traffic separation zone, In-shore traffic zone, restricted area, Caution area, offshore production area, Areas to be avoided, defined areas to be avoided, Military practice area, Seaplane landing area, Submarine transit lane, Anchorage area, Marine farm/aquaculture and PSSA (Particularly Sensitive Sea Area). 7.2.3. Deviation from route - Alarm An alarm should be given by the ECDIS when the specified cross track limit for deviation from the planned route is exceeded. 7.2.4. Positioning system failure - Alarm ECDIS should provide an alarm when the input from position, heading or speed sources is lost. ECDIS should also repeat, but only as an indication, any alarm or indication ed to it from position, heading or speed sources. 7.2.5. Approach to critical point - Alarm An alarm should be given by ECDIS when the ship reaches a specified time or distance, set by the mariner, in advance of a critical point on the planned route. 7.2.6. Different geodetic datum - Alarm ECDIS should give an alarm in case the positioning system and the SENC are NOT on the same geodetic datum.

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7.2.7. Malfunction of ECDIS - Alarm or Indication ECDIS should provide a suitable alarm or indication of system malfunction. 7.2.8. Default safety contour - Indication ECDIS should provide an indication for the following:  If the mariner does not specify a safety contour and the system defaults to 30m  If the safety contour specified by the mariner or the default 30 m contour is not in the displayed SENC, and the safety contour shown defaults to the next deeper contour  If the safety contour in use becomes unavailable due to a change in source data, and the safety contour defaults to the next deeper contour 7.2.9. Information over-scale - Indication ECDIS should provide an indication if the information is displayed at a larger scale than that contained in the ENC. 7.2.10. Larger scale ENC available - Indication ECDIS should provide an indication if the own ship’s position is covered by an ENC at a larger scale than that provided by the display. 7.2.11. Different reference system - Indication ECDIS and added navigational information should use a common reference system. If this is not the case, an indication should be provided. 7.2.12. No ENC available - Indication If the area covered by the ECDIS display includes waters for which no ENC at a scale appropriate for navigation is available, the areas representing those waters should carry an indication to the mariner to refer to the paper chart or to the RCDS mode of operation. 7.2.13. Customized display - Indication If information categories included in the Standard Display are removed to customize the display, this should be permanently indicated. Identification of categories which are removed from the Standard Display should be shown on demand. 7.2.14. Route planning across safety contour - Indication An indication should be provided by the system if the mariner plans a route across an own ship's safety contour. 7.2.15. Route planning across specified area - Indication An indication should be given if the mariner plans a route closer than a -specified distance from a point object, such as a fixed or floating aid to navigation or isolated danger, or, if the mariner plans a route closer than a -specified distance from the AESM


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boundary of a prohibited area or a geographic area for which special conditions exist. These areas include Traffic separation zone, In-shore traffic zone, Restricted area, Caution area, Offshore production area, Areas to be avoided, defined areas to be avoided, Military practice area, Seaplane landing area, Submarine transit lane, Anchorage area, Marine farm/aquaculture and PSSA (Particularly Sensitive Sea Area). 7.2.16. Crossing a danger in route monitoring mode - Indication An indication should be given to the mariner if, continuing on its present course and speed, over a specified time or distance set by the mariner, own ship will closer than a -specified distance from a danger (e.g. obstruction, wreck, rock) that is shallower than the mariner's safety contour or an aid to navigation. 7.2.17. System test failure – Indication ECDIS should be provided with means for either automatically or manually carrying out on-board tests of major functions. In case of a failure, the test should display information to indicate which module is at fault. 7.3. When ECDIS is in use for navigation using Raster Charts, to comply with the required performance standards, the navigating officer should ensure that the following alarms and/or indications (as mentioned) are available and active. Failure to do so may lead to missing out significant navigational information and; may lead to rendering the type approval certificate of the system invalid. 7.3.1. Deviation from route - Alarm An alarm should be given by the ECDIS when the specified cross track limit for deviation from the planned route is exceeded. 7.3.2. Approach to mariner entered feature, e.g. area, line - Alarm It should be possible to activate an automatic alarm when the ship crosses a point, line, or is within the boundary of a mariner entered feature within a specified time or distance. 7.3.3. Position system failure - Alarm ECDIS should provide an alarm when the input from position, heading or speed sources is lost. ECDIS should also repeat, but only as an indication, any alarm or indication ed to it from position, heading or speed sources. 7.3.4. Approach to critical point - Alarm An alarm should be given by ECDIS when the ship reaches a specified time or distance, set by the mariner, in advance of a critical point on the planned route. 7.3.5. Different geodetic datum - Alarm or Indication The RCDS should only accept positional data referenced to the WGS 84 or PE90geodetic datum. RCDS should give an alarm if the positional data is notreferenced to AESM


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one of these datums. If the displayed RNC cannot be referenced to the WGS 84 or PE90 datum then a continuous indication should be provided. 7.3.6. Malfunction of RCDS mode - Alarm or Indication ECDIS should provide a suitable alarm or indication of system malfunction. 7.3.7. ECDIS operating in the raster mode - Indication There should always be an indication if the ECDIS equipment is operating in RCDS mode. 7.3.8. Larger scale information available, or over-scale - Indication ECDIS should provide an indication if the information is displayed at a larger scale than that contained in the RNC. 7.3.9. Larger scale RNC available for the area of the vessel – Indication ECDIS should provide an indication if the own ship’s position is covered by an RNC at a larger scale than that provided by the display. 7.4. The above mentioned alarms in sections 6.2 and 6.3 are mandatory as per IMO ECDIS Performance standards and should be maintained as it is. 7.5.

Other than the mandatory alarms, the ECDIS may have the following alarms:

7.5.1. Anchor watch alarm/ indication to indicate when the vessel drift out from the set limits of swinging circle at anchorage 7.5.2. Wheel over positions alarm/ indication to indicate when reaching those points 7.5.3. A/ TA alarm/ indication for targets input provided by ARPA 7.6. Too many alarms can lead to an ‘Alarm Overload’ situation and on the other hand too less can lead to false sense of security. Effectively stepping up and stepping down the number of alarms/ indications at the various stages of the voyage is important for efficient ECDIS assisted navigation.

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8.

Voyage Data Records on ECDIS

8.1. ECDIS is required to store and be able to reproduce certain minimum elements required to reconstruct the navigation and the official database used during the previous twelve hours. The following data should be recorded at one minute intervals:  to ensure a record of own ship’s past track: time, position, heading, and speed; and  to ensure a record of official data used: ENC source, edition, date, cell and update history 8.2. ECDIS is required to have a capability to preserve the record of the previous 12 hours and of the voyage track. 8.3. In addition to above the ECDIS must automatically record complete track of entire voyage, with time mark interval, not exceeding 4 hrs. This is generally in form of a log file with vessel’s position, date and time. By default the time interval is 4 hours, however same can be reduced if required. 8.4.

It is not possible to manipulate or change the recorded information.

8.5. Playback option is provided on most modern ECDIS equipment, however, on some approved ECDIS (e.g. Furuno) other ways of reconstructing this data are provided. This reconstruct/ playback option provides a very comprehensive picture of the past track of the vessel. It’s a handy tool in the hands of the Master/ Management to check on the watch-keeping procedures and in the event of any navigational incident. It is recommended that in the event of a navigational incident the relevant playback files should be immediately backed up, also ECDIS screen shot should be taken, if possible. 8.6. The playback mode should not be operated on ECDIS whilst the vessel is underway, as it may effect or stop the monitoring function. If absolutely essential to playback to check on some alleged mishap, it should be done on the backup ECDIS. 8.7. ECDIS Logbook function is provided over and above the voyage data recording option mentioned above. Certain data gets automatically recorded in the log book and some other inputs can be manually put by the . ECDIS Operator’s manual from the maker should be consulted to effectively utilize this feature.

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9. ECDIS Failure – Contingency Procedure 9.1 Refer to the ship specific procedure D/117 - CONTINGENCY PROCEDURE IN CASE OF ECDIS FAILURE

9.2 The must ensure that he is familiar with the ship specific contingency procedure in case of ECDIS failure.

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10. Planned Maintenance of ECDIS 10.1. ECDIS in operation comprises hardware, software and data. It is important for the safety of navigation that the application software within the ECDIS works fully in accordance with the Performance Standards and is capable of displaying all the relevant digital information contained within the Electronic Navigational Chart (ENC). 10.2. ECDIS that is not updated for the latest version of IHO standards may not meet the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4. 10.3. Planned maintenance of ECDIS and related equipment (including back up power source) shall be carried out in accordance with manufacturer’s instructions and appropriate record of such maintenance shall be maintained. 10.4. ECDIS is the first navigation system on board which complex software system and input from other sensors operation. To ensure most efficient use of ECDIS, the configured to ECDIS should be periodically checked in instruction manual.

is largely dependent on a for its correct and safe configuration of systems accordance with maker’s

10.5. Operating System Issues and Maintenance: The operating system on ECDIS requires upgrade from time to time. The equipment manufacturers provide the operating system upgrade in form of new ‘Version No.’ or Maintenance No.(in JRC). These upgrades should be applied in consultation with the manufacturer. 10.6. Software application Issues and Maintenance: IHO Standards (S-52 – ECDIS display, S-57 - ENC data transfer and S-63 - Encryption) mention the basis for type approved ECDIS. These standards also go through changes/upgrades over a period of time. If ECDIS is not maintained in accordance with the most recent standards, it may fail to display the ENC data correctly, and hence complying with the SOLAS chart carriage requirements. The ECDIS manufacturer is responsible to facilitate such upgrades to the software to match with these changes. The end should be aware of how to check in the ECDIS system that the software version is up to date. 10.7. Display Anomalies: An ECDIS anomaly is an unexpected or unintended behaviour of an ECDIS unit which may affect the use of the equipment or navigational decisions made by the . A number of ECDIS operating anomalies have been identified. Due to the complex nature of ECDIS, and in particular because it involves a mix of hardware, software and data, it is possible that further anomalies may exist. Examples include, but are not limited to, failure to display a navigational feature correctly, such as AESM


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

navigation areas recently recognized by IMO such as PSSA (Particularly Sensitive Sea Area) and ASL (Archipelagic Sea Lanes);  lights with complex characteristics;  underwater features and isolated dangers;  failure to detect objects by "route checking" in voyage planning mode;  failure to alarm correctly;  failure to manage a number of alarms correctly The existence of such anomalies highlights the importance of maintaining ECDIS software to ensure that operational capability and reliability are maintained. It is recommended that appropriate checks are made with the equipment manufacturer. This is of particular importance where ECDIS is the only available source of chart information onboard. 10.8. Performance test of ECDIS 10.8.1. The performance test is intended to make mariners aware of any short comings with their ECDIS. The test should be conducted when the vessel is in port, because, some of the ECDIS settings such as ship’s safety depth or safety contour etc. may need to be changed to carry out the test and this might affect the safety of navigation. The test shall be carried out by the designated officer after obtaining permission from the Master. 10.8.2. The IHO has identified several key anomalies in the way that ECDIS displays data. It believes that there is a real need for live validation of data used in ship’s primary navigation systems. IHO has produced an ECDIS Data Presentation and Performance Check (DPPC) dataset that allows mariners to check some important aspects of the operation of their ECDIS. The weekly DVDs have these datasets comprising of two fictitious ENC cells (AA2TDS02.000 & AA5TDS05.000) which navigating officers can load into their ECDIS units to assess whether software is up to date and to determine whether there are any display anomalies that either need to be remedied or otherwise managed in the way that the ECDIS is operated. 10.8.3. If the check highlights a problem, the accompanying guidance notes with the check dataset offer suggested courses of action. The check dataset and accompanying instructions can be obtained from ENC service providers, or can be ed from the IHO website. The old ENCs with same numbers should be deleted and the new set of ENCs should be installed in the ECDIS prior carrying out the checks. These ENCs do not need permit to load in the system. The instructions as provided in the

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document “ECDIS Check Instructions for mariners” shall be followed. This document is available in weekly Base/update DVDs. 10.9. System integrity checks of ECDIS: 10.9.1. Self-diagnostic tests for monitoring correct operation of hardware, operating system kernel during booting and normal operation 10.9.2. Manual diagnostic tests of hardware, man machine interface (MMI), sensor data as well as visual tests of chart data 10.9.3. Self-test and daily checks for checking system integrity as part of routine checking as per company procedures and PMS 10.10. ECDIS and ENC interaction Issues: At times may face problems whilst loading or updating ENCs, resulting in error messages, data not loading and in worst case scenario of a system crash. The should be familiar with the ship specific loading and updating procedure as mentioned in D-116 (Procedure for updating ing charts on ECDIS system). Also, the should consult the ECDIS manufacturer Technical and ‘Chart Service Provider’ of the vessel. 10.11. Additionally following issues should be looked into and addressed. 10.11.1. Periodic purging of the system to remove cancelled ENCs and permits to maintain maximize disk space, this has an added advantage that cancelled charts are not used accidentally. 10.11.2. Periodic check of all sensors inputs to ECDIS. (eg. GPS antenna offset from ‘Common Consistent Reference Point’(CCRP) should be checked). 10.11.3. Periodic check of UPS or power pack back up in case main power supply failure for both Master and back-up ECDIS. 10.11.4. Recovery procedure in case system freeze or crash and familiarity with ‘Procedure in case ECDIS failure’ (D-117) 10.11.5. Any common maintenance procedures as listed in the maker’s instruction manual

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10.12. It is a good practice to occasionally switch the ECDIS off and switch it on again. This should only be done when the vessel is in port and the other ECDIS is still operational and on. 10.13. ECDIS should not be treated as a ‘fit and forget’ piece of equipment. Like any other computer system the hardware and software components on ECDIS needs to be maintained and upgraded as required. Unless maintained efficiently, it is likely to crash unexpectedly as any other computer, therefore requiring complete redundancy and back up procedures. 10.14. The navigator should ensure that a backup of system data is conducted at regular intervals. System maintenance such as virus checking and defragmenting should be considered following consultation with the manufacturer so as not to invalidate the warranty.

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11. ECDIS Glossary and ENC Symbols 11.1. Glossary 11.1.1. Alarm in ECDIS means a device or system which alerts by audible means, or audible and visual means, a condition requiring attention. 11.1.2. Back-up Arrangement in ECDIS means facilities enabling safe take-over of ECDIS functions and measures facilitating means for safe navigation of the remaining part of the voyage in case of ECDIS failure. 11.1.3. Base Data means the S-57 conforming data at the data producer’s site that does not contain any ‘update records’. Once this data is exchanged, it becomes ‘target data’ at the ‘applier’s site’. 11.1.4. CATZOC relates to the reliability of the chart data and route will need to be amended/ marked wherever the chart data is considered unreliable. An essential requirement for mariners is the ability to interpret the quality indicator (CATZOC) in ENCs. CATZOC has six categories (ZOC A1, A2, B, C, D, U), where the sixth category (U) represents data which has not been assessed. 11.1.5. Cell means the basic unit of ENC data covering a defined geographical area bounded by two meridians and two parallels. 11.1.6. Compilation Scale means the scale at which the data was compiled. 11.1.7. Compilation Update means the correction information which has been issued since the last new edition of the ENC or since the last official update applied to the SENC, compiled into a single, comprehensive ENC update. 11.1.8. Course Up Display means the information shown on the display with the direction of the vessel’s course upward. 11.1.9. Cumulative Update means the collection of all sequential correction information which has been issued since the last new edition of the ENC or since the last official update applied to the SENC 11.1.10. Data Dictionary is provided in ECDIS to convey the meaning of entities and attributes, the relationship between entities and attributes and the relationship between attribute and value domains.

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11.1.11. Deep Contour is a safety setting meant to make the aware that below this value shallow water effects shall get pronounced. It should be set at twice or four times the draft of the vessel (depending on the available depth of water). 11.1.12. Display Base means the chart content which cannot be removed from the display. It is not sufficient for safe navigation. 11.1.13. Electronic Chart System (ECS) means a Navigation information system that electronically displays vessel position and relevant nautical chart data and information from the ECS database on a display screen, but does not meet all IMO requirements for ECDIS, and does not satisfy SOLAS Chapter V requirement to carry a navigational chart. 11.1.14. Electronic Chart Display and Information System (ECDIS) means a navigation information system which with adequate back-up arrangements can be accepted as complying with the up-to-date chart required by regulations V/19 and V/27 of the 1974 SOLAS Convention, as amended, by displaying selected information from a system electronic navigational chart (SENC) with positional information from navigation sensors to assist the mariner in route planning and route monitoring, and if required display additional navigationrelated information. 11.1.15. Electronic Navigational Chart (ENC) means the database, standardized as to content, structure and format, issued for use with ECDIS by or on the authority of a Government, authorized Hydrographic Office or other relevant government institution, and conform to IHO standards. The ENC contains all the chart information necessary for safe navigation and may contain supplementary information in addition to that contained in the paper chart (e.g. sailing directions) which may be considered necessary for safe navigation. 11.1.16. ENC Test Data Set in ECDIS means a standardized data set supplied on behalf of the International Hydrographic Organization (IHO) that is necessary to accomplish all IEC testing requirements for ECDIS. 11.1.17. Indicator is a visual indication giving information about the condition of a system or equipment. 11.1.18. Layer means a group of related information displayed as a whole. 11.1.19. Log File means a record of nautical information, including time of application and identification parameters. AESM


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11.1.20. Manual Update means the manual application of corrections to ENC data in the SENC by human operator, usually based on unformatted update information (such as NTMs, voice radio, verbal communications, etc.) 11.1.21. North-up Display means information shown on the display (radar or ECDIS) with the north direction upward. The north-up display corresponds with the usual orientation of the nautical chart. 11.1.22. NMEA - National Marine Electronics Association (data exchange standards) 11.1.23. Official Updates are updates provided in digital format by the issuing authority of the ENC being corrected, for integration with the ENC DATA in the SENC. These are updates provided by the issuing authority for application to a chart. 11.1.24. Orientation in ECDIS means the mode in which information on the ECDIS is being presented. Typical modes include: North-up - on a nautical chart, North is at the top of the display; Ship’s head-up - based on the actual heading of the ship, (e.g. Ship’s gyrocom); Course-up display - based on the course or route being taken. 11.1.25. Over-scale in ECDIS means to display the chart information at a display scale larger than the compilation scale. Over-scaling may arise from a deliberate over-scaling by the mariner, or from automatic over-scaling by ECDIS in compiling a display when the data included is of various navigational purposes. 11.1.26. Own Ship’s Safety Contour is the contour related to the own ship selected by the mariner from the contours provided for in the SENC, to be used by ECDIS to distinguish on the display between the safe and the unsafe water, and for generating anti-grounding alarms. 11.1.27. Own Ship’s Symbol is a non-chart symbol used to show the ship’s position on the chart display. 11.1.28. Performance Standards for ECDIS refer to Minimum performance requirements for ECDIS, adopted by IMO as Assembly resolution and published as an Annex to IMO resolution MSC.232(82) and as amended further. If ECDIS was installed on or after 1 January 1996 but before 1 January 2009, it should conform to performance standards not inferior to those specified in the Annex to resolution A.817(19), as amended by resolutions MSC.64(67) and MSC.86(70). AESM


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11.1.29. Primary Position Source displayed on ECDIS is the first source for position. Normally it is Differential GPS receiver. If for any reason this position source fails or becomes unreliable, ECDIS changes over to use Secondary Position Source. 11.1.30. Raster Chart Display System (RCDS) means a navigation information system displaying RNCs with positional information from navigation sensors to assist the mariner in route planning and route monitoring, and if required, display additional navigation-related information. 11.1.31. Raster Navigational Chart (RNC) means a facsimile of a paper chart originated by, or distributed on the authority of, a government-authorized hydrographic office. RNC is used in these standards to mean either a single chart or a collection of charts. 11.1.32. Regional ENC Co-coordinating Centres (RENCs) are the organizations through which IHO ensures compliance of S-57 and S-63 encoding standards, to provide a world-wide consistent level of high quality database. 11.1.33. Safety Contour value distinguishes between the navigable and the nonnavigable water. Value for safety contour is calculated same as safety depth. ECDIS selects and highlights default safety contour, which is equal to or deeper than the safety contour value selected by the . 11.1.34. Safety Frame/ Watch Vector is also known as ‘Anti Grounding Cone’ or ‘Look Ahead Setting’. The setting is based on stopping distance and turning circle criteria of the vessel. Without proper setting of this feature, early warning of most of the navigational hazards in and around the vessel’s route shall not be available. 11.1.35. SCAMIN is the acronym for ‘SCAleMINimum’. The value determines at what chart scale, the ECDIS will show all the information required from the chart when in use for navigation. 11.1.36. Shallow contour setting indicates the depth below which vessel will run aground and is generally selected equal to the maximum static draft of the vessel. 11.1.37. Standard Display is the display mode intended to be used as a minimum during route planning and route monitoring. AESM


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11.1.38. Supplementary Information in ECDIS refers to non-chart hydrographic office information, such as Sailing Directions, Tide Tables, List of Lights. 11.1.39. System Electronic Navigational Chart (SENC) means a database, in the manufacturer is internal ECDIS format, resulting from the lossless transformation of the entire ENC contents and its updates. It is this database that is accessed by ECDIS for the display generation and other navigational functions, and is equivalent to an up-to-date paper chart. The SENC may also contain information added by the mariner and information from other sources. 11.1.40. System Raster Navigational Chart Database (SRNC) means a database resulting from the transformation of the RNC by the RCDS to include updates to the RNC by appropriate means. 11.1.41. Under-Scale in ECDIS is the condition where data displayed are not the largest scale navigational purpose data available for that area. 11.1.42. Charts/ Maps - All information, marking notices, alerts etc., that the wants to put on the chart to complete the age plan, can be put by using the facility of ‘ Maps’, Charts/ Notes. 11.1.43. Value Added Resellers (VARs) are specialized distributors, who also manage the packaging of ENC database into a service concept, which often includes other associated products and services. The service also includes the licensing and technical delivery of these services to the end . 11.1.44. Waypoint in ECDIS in conjunction with route planning refers to a geographical location (e.g. latitude and longitude) indicating a significant event on a vessel’s planned route (e.g. course alteration point, calling in point, etc.). 11.1.45. Worldwide Electronic Navigational Chart Data Base (WEND) in ECDIS refers to a common, worldwide network of ENC data sets, based on IHO standards, designed specifically to meet the needs of international maritime traffic using ECDIS which conform to the IMO performance standards. 11.1.46. Zoom in ECDIS is a method of enlarging (zoom in) or reducing (zoom out) graphics displayed on a screen.

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11.2. Colours and Symbols 11.2.1. Regulations require that IHO recommended colours and symbols should be used to represent SENC information. Colours and symbols other than these, should comply with the applicable requirements contained in the IMO standards for navigational symbols. SENC information displayed at the scale specified in the ENC should use the specified size of symbols, figures and letters. Further, ECDIS should allow the mariner to select whether own ship is displayed in true scale or as a symbol. 11.2.2. Publication NP5012 iralty Guide to ENC Symbols used in ECDIS should be referred to for various symbols used on ENCs.

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