Electronic Chart Display and Information System (ECDIS)

Part One
ECDIS Introduction
Capt. Tamim Al Imam
Simulator Trainer and Assessor
Maritime Trainer and Assessor
AMERC / IMLA-INSLC / HELMEPA / MNI
Arab Trainers Union Member
Overview
■ The International Maritime Organization (IMO) is the United Nations organization
that is concerned with maritime transportation, chapter V of SOLAS specifies the
requirements for the navigational equipment to be used on board ships entitled to
fly the flag of a party to the SOLAS Convention.
■ The International Hydrographic Organization (IHO) is the inter-governmental
organization representing hydrography, the aim of the IHO is to ensure that the
world’s seas, oceans and navigable waters are properly surveyed and charted.
■ The International Electrotechnical Commission (IEC) is an international standards
organization that prepares and publishes International Standards for all electrical,
electronic and related technologies, collectively known as "electrotechnology".
■ The International Convention on the Safety of Life at Sea (SOLAS)
includes a requirement for all ships to carry to up-to-date nautical charts
and publications for the intended voyage.
■ Progressively from 2012, the chart carriage requirement for certain
classes of vessels is to be satisfied by electronic means using an
Electronic Chart Display and Information System (ECDIS).
■ Navigating safely requires that bridge watchkeeping officers are properly
trained in ECDIS operation and understand how to manage the specific
ECDIS equipment they are using as the features and capabilities can vary
considerably.
■ They must have generic training in the technology of ECDIS and
familiarisation acceptable to the ship’s flag State on the specific model
on the bridge.
■ It is important for watchkeeping officers to know where the ECDIS is/are
connected, where the manuals are kept, and the procedure for electronic
updating of permits, charts and ECDIS software.
■ They must be able to find what they need in the equipment menus and be
confident of making adjustments to the settings when appropriate, the
primary function of the ECDIS is to contribute to safe navigation.
Scope
■ The primary function of the ECDIS is to contribute to safe navigation,
and the scope of ECDIS according to MSC. 232 (82) are the following:
1. ECDIS with adequate back-up arrangements may be accepted as
complying with the up-to-date charts required by regulations V/19
and V/27 of the SOLAS.
2. ECDIS should be capable of displaying all chart information
necessary for safe and efficient navigation.
3. ECDIS should facilitate simple and reliable updating of the
electronic navigational chart.
4. ECDIS should reduce the navigational workload compared to using
the paper chart.
■ The primary function of the ECDIS is to contribute to safe navigation, and the scope of
ECDIS according to MSC. 232 (82) are the following:
5. It should enable the mariner to all route planning, route monitoring and
positioning currently performed on paper charts. It should be capable of
continuously plotting the ship’s position.
6. The ECDIS display may also be used for the display of radar, radar tracked target
information, AIS and other appropriate data layers to assist in route monitoring.
7. ECDIS should have at least the same reliability and availability of presentation as
the paper chart published by government authorized hydrographic offices.
8. ECDIS should provide appropriate alarms or indications with respect to the
information displayed or malfunction of the equipment
ECDIS IMO Standards
■ IMO Res. A 817 (19) ECDIS Performance Standards for
Pre 2009 Systems.
■ IMO Resolution MSC.232(82) ECDIS Performance
Standards for 2009 and later systems.
IHO Standards
■ Special Publication (S-32) Hydrographic Dictionary
■ Special Publication (S-32 App-1) Hydrographic Dictionary - Glossary of
ECDIS Related Terms
■ Special Publication (S-52) Specifications for Chart Content and Display
Aspects of ECDIS (Edition 6.1(.1), October 2014 - with Clarifications up to
June 2015), Related Documents:
– Annex A, Symbol Library for Use on ECDIS (with clarifications up to July
2017)
– Appendix 1 - Guidance on Updating the Electronic Navigational Chart
■ Special Publication (S-57) IHO Transfer Standard for Digital Hydrographic
Data (Edition 3.1.0, November 2000)
■ Special Publication (S-58) ENC Validation
Checks (Edition 6.1.0, September 2018)
■ Special Publication (S-61) Product Specification for Raster Navigational
Charts (RNC)
■ Special Publication (S-62) List of IHO Data Producer Codes
■ Special Publication (S-63) IHO Data Protection Scheme (Edition 1.2.1,
March 2020)
■ Special Publication (S-64) IHO Test Data Sets for ECDIS
■ Special Publication (S-65) ENCs: Production, Maintenance and
Distribution Guidance
IEC Standards
■ The International Electric Committee (IEC) is identify and describe the
necessary performance, tests and checks for ECDIS equipment,
associated with the specifications and standards for ECDIS established
by IMO and IHO.
■ IEC Publication 61174: "(ECDIS) - Operational and Performance
Requirements, Method of Testing and Required Test Results “.
■ IEC Publication 60945: Maritime navigation and radio communication
equipment and systems- General requirements - Methods of Testing and
required test results.
■ IEC Publication 61162: Navigation Interfaces – Methods of Testing and
required test.
S-57, S-63 and S-52: The latest IHO Standards and what they mean
S-57, S-63 and S-52 are some of the important ECDIS and ENC Standards
that have been developed by the International Hydrographic Organization
(IHO).
These standards have been put into place to ensure that all Electronic
Navigational Charts (ENCs) are accurate, secure and can be interpreted
correctly by type-approved Electronic Chart Display and Information Systems
(ECDIS).
S-57 is the data format used for the transfer of digital hydrographic data
between national hydrographic offices and for its distribution to
manufacturers, mariners and other data users.
Within this standard, the S-57 ENC product specification defines how
hydrographic offices will construct an Electronic Navigational Chart.
By meeting these specifications hydrographic offices will ensure that
all electronic charts contain all the chart information that is necessary
for safe navigation.
S-58 sets out validation checks that must be performed on ENCs by
hydrographic offices before they are released to the mariner at sea.
These checks include tests to ensure that there are no irregularities in
an ENC that could cause an ECDIS to malfunction. Irregularities
could include incorrectly intersecting geometry, depths plotted on land
or railway tracks appearing in open water.
S-63 is a standard covers three important areas:
■ Piracy Protection - to prevent unauthorized use of data by encrypting the
ENC information
■ Selective Access - to restrict access to ENC information to only those
cells that a customer has been licensed for.
■ Authentication - to provide assurance that the ENC data has come from
approved sources
For the mariner, this means that data which meets these standards is
authenticated and comes from an official source, reducing the risk of using
inaccurate data that is posed by unofficial ENCs and the risk of malware
being introduced to a ship's IT systems.
S-52 is a standard used by ECDIS manufacturers that determines
how ENC data is displayed on an ECDIS screen through symbols,
line styles, colours and other visual cues.
This means that what the mariner sees on the screen is displayed
in the same way across all approved makes and models of ECDIS.
The presentation library is an important part of this standard and
ship owners are now expected to update to the latest library.
ECDIS and legislation
■ In July 2002 SOLAS Chapter 5 included a provision for the use of an
electronic means of navigation to meet SOLAS chart carriage
requirements.
■ IMO has amended the International Convention for the Safety of Life at
Sea (SOLAS) to include the mandatory carriage of ECDIS for ships on
international voyages.
■ Mandatory carriage of ECDIS for High Speed Craft came into effect
from 2008, then extended to a wide range of vessels type and sizes,
under defined implementation plan from July 2012 to July 2018.
■ The following diagram can be used to determine the implementation date
for vessels of a particular type and size:
■ The Standards of Training, Certification and Watchkeeping
(STCW) Code to include mandatory ECDIS training, training is
also required under the International Safety Management (ISM)
Code, section 6:
“The Company should establish procedures to ensure that new
personnel and personnel transferred to new assignments related to
safety and protection of the environment are given proper
familiarisation with their duties. Instructions which are essential
to be provided prior to sailing should be identified, documented
and given.”
Electronic Chart Display System (E.C.D.S.)
An electronic chart display system is a general term for all electronic
equipment that can display a vessel’s position superimposed on a chart
image displayed on a computer screen.
There are two classes of electronic chart display system:
■ ECDIS (Electronic Chart Display and Information System), which can
meet IMO/SOLAS chart carriage requirements and IMO resolution
MSC. 232 (82).
■ ECS (Electronic Chart System), which can be used to assist navigation,
but does not meet IMO/SOLAS chart carriage requirements and IMO
resolution MSC. 232 (82).
ECDIS: (Electronic Chart Display and Information System)
A special purpose computer which is loaded with software to aid navigation and
displays the ship’s position on electronic charts and is specified in the IMO ECDIS
Performance Standard (see Resolution MSC.232(82)) as follows:
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 as amended ………".
Where the term ECDIS is used, it means those navigational electronic chart systems,
that have been tested, approved and certified as compliant with the IMO ECDIS
Performance Standard and other relevant IMO Performance Standards and thus are
compliant with the ECDIS chart carriage requirements contained in SOLAS Chapter V.
ECS (Electronic Chart System)
ECS is specified in ISO 19379 as follows:
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.
ECS equipment ranges from simple handheld GPS enabled devices to
sophisticated stand-alone computer equipment interfaced to ship systems.
ECDIS Components
ECDIS consists of:
■ Hardware
■ Software
■ data
The hardware of the ECDIS is generally a computer with graphics
capability, a high-performance PC
The software that makes the computer an ECDIS consists of the user
interface (UI) and a software that makes it possible to read the data and
display a chart, this software is also called 'function library'
Data consists of Electronic Charts.
Back-up Requirements
The IMO Performance Standard for ECDIS therefore requires that
the “overall system” includes both a primary ECDIS and an
adequate, independent back up arrangement that provides:
■ Independent facilities enabling a safe takeover 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.
There are two commonly accepted options:
■ A second ECDIS, connected to an independent power supply and a
separate GPS position input.
■ Up to date paper nautical charts sufficient for the intended voyage
Some Flag States may, however, permit other options, Ship owners should
consult their national maritime administration for specific guidance.
Each ECDIS unit will also be capable of independent operation and is
provided with an uninterruptible power supply (UPS) to ensure continued
operation in the event of short power failures (minimum of 30 minutes).
Sensors Inputs
There are three mandatory sensor inputs to ECDIS, as stated in IMO MSC 232(82):
■ ECDIS should be connected to systems providing continuous position fixing (EPFS)
■ ECDIS should be connected to the ship's gyro compass.
■ ECDIS should be connected to the speed and distance measuring device (Speed log).
Apart from the three mandatory inputs prescribed by the IMO, there are many other
sensors that may be interfaced.
However, ECDIS should not degrade the performance of any equipment providing
sensor inputs, nor should the connection of optional equipment degrade the performance
of ECDIS to below the IMO MSC 232 (82) standard.
To provide redundancy of sensors, a typical ECDIS configuration may be as follows:
■ GPS 1 & GPS 2
■ GYRO 1 & GYRO 2
■ Speed Log
■ AIS
■ Echo sounder
■ Anemometer
■ NAVTEX
■ ARPA 1 & ARPA 2
ECDIS Issues and risks
When utilized properly, ECDIS is an excellent aid to navigation.
However, ECDIS is only as accurate and reliable as its sensor,
human and chart inputs. It cannot be completely relied upon so
bridge watchkeeping officers must continue to cross-check and
verify the data displayed (e.g. by radar and visual observations).
Good quality crew training is vital, as are correct safety settings,
especially alarms and safety contours.
Route planning is a common weak area, and in particular the
checking of a plan after it has been prepared.
Reports into groundings have shown the following issues:
1. Lack of operator training in the use of ECDIS
2. Positioning of the ECDIS display
3. Inappropriate safety contour setting
4. Inappropriate scale in use
5. The Officer of the Watch made an adjustment to the planned
route in ECDIS without checking the adjusted course
Reports into groundings have shown the following issues:
6. The ECDIS had never been adjusted from the manufacturer’s default
settings
7. The route plan was entered into ECDIS, but the depth and safety setting
were not optimized for the pilotage
8. The ECDIS was not utilized to its full capability by the bridge team as
the rapid approach to a reef was not identified
9. The ship did not have a passage plan in ECDIS, so the bridge team were
unable to monitor the ship’s movement effectively
10.The ECDIS alarms had been disabled
ECDIS Training and inspection
■ Generic ECDIS Training
All ECDIS operators responsible for a bridge watch at sea are to have
undertaken a 40 hours flag State approved generic ECDIS course, in
accordance with the IMO 1.27 Model ECDIS course, in order to be in line
with current STCW legislation.
■ Type Specific and Familiarisation Training
All ECDIS operators, having completed generic training, are required to
undertake type specific ECDIS training in order to be familiar with the
equipment in use on their vessel. This is in line with ISM and flag State
legislation (flag State dependent).
Situational Awareness
■ In coastal waters, a combination of information from ECDIS, radar and
the bridge windows provide a good check on own vessel’s position, as
part of the essential task of maintaining good situational awareness.
■ Charted objects that should be visible by radar and/or sight provide the
means to check whether the indicated position of own vessel on the
ECDIS is exact
■ Watchkeeping officers should always look to see whether there is a
reasonable correlation, taking into account the expected accuracies of the
radar and visual measurements and the time delay in being able to look at
the comparison.
Many effects could cause a discrepancy, such as:
■ Mistakenly taking the bearing on the wrong object
■ Making an error in the measurement
■ The object having moved from its charted position – or having even been
not charted
■ The ECDIS using an inaccurate GNSS position
If there is a poor correlation, repeat the check to see if it gives consistent
results and then try taking measurements on other charted objects at
different bearings, the results should be carefully examined to see if they
are consistent with a potential GNSS error
Radar can be used to do a similar check more easily. With both range and
bearing available, a positional offset becomes rapidly apparent.
If a similar offset is indicated for all or most checked targets, a GNSS
positional error is likely.
In general, both visual and radar checks on position will only indicate quite
large errors in GNSS, generally measured in many tens or even hundreds of
metres.
But for many reasons it is important not to rely on GNSS and ECDIS alone
to navigate to this degree of accuracy.
Look-out
The International Regulations for the Prevention of
Collisions at Sea (COLREGS) Rule 5 requires that "every
vessel shall at all times maintain a proper look-out by sight
and hearing as well as by all available means appropriate
in the prevailing circumstances and conditions so as to
make a full appraisal of the situation and of the risk of
collision”.
ECDIS Compliance
To achieve compliance with international regulations and for safe navigation using ECDIS,
the following must be achieved:
■ The installed ECDIS is type approved
■ A second type approved ECDIS is installed as a backup
■ All ECDIS operators must have completed generic and type specific ECDIS training
■ Official up to date data adequate for the intended passage is installed (ENC and RNC)
■ The use of all available sensors.
■ The use of all techniques and equipment to cross-check GNSS positions
■ Using of manual plotting when GNSS fail
■ Understanding of all safety settings.
What will inspectors check?
Port State Control inspectors will check several ECDIS related issues:
1. Is an ECDIS type approval certificate kept on board?
2. Is the ship’s SEQ Form E (cargo ship safely equipment certificate) completed
appropriately to reflect the fitting of ECDIS?
3. Are the back-up arrangements (as stated on Form E) adequate, if the ECDIS should
fail?
4. Is the ECDIS unit being maintained to the latest International Hydrographic
Organization (IHO) standards.
5. Are the operational, maintenance and training procedures for ECDIS covered in the
ship’s Safety Management System (SMS)?
6. Are the ENCs and RNCs that are being used up to date and official editions for the
voyage?
Port State Control inspectors will check several ECDIS related issues:
7. Is there documentation to show that the Master and watchkeeping officers have
completed generic ECDIS training and familiarisation training on the ship’s ECDIS
equipment?
8. Are there records to show that watchkeeping officers have been correctly following
the ship’s procedures in relation to ECDIS?
9. Are there records to show that the ECDIS software and charts have been regularly
updated?
10. Are there records to show that the ECDIS equipment has been regularly tested and
checked in line with the ship’s SMS?
11. Can the watchkeeping officers demonstrate their operational competency (for
example by performing a safety check of a voyage plan)?
Thank you
List of References:
1. Broster, M., 2018. ECDIS Procedures Guide. 2nd ed. Scotland:
Witherby Publishing GroupLtd.
2. International Hydrographic Organization, 2010. Facts about Electronic
Charts and Carriage Requirements. 1st ed. Monaco: International
Hydrographic Bureau .
3. Videotel, 2017, Electronic Charts Display and Information System,
London, UK.
4. Communicatie, F., 2020. Home | IHO. [online] Iho.int. Available at:
<https://iho.int/> [Accessed 24 April 2020].