ECDIS

ECDIS
What you need to know
What is the IMO resolution?

What is an ECDIS?
How do you know if you have an official ECDIS?
ECDIS manufacturer overview
What charts does IMO require onboard?

What is an ENC?
What is the data format of an ENC?
What is on the screen of an ENC display?
What is an SENC?
SENC delivery
ENC scale ranges
How are ENCs named?
How are ENCs updated?
Will I be able to sail without paper charts?
69
Who offers ECDIS training, and where?
79
What other navigational sensors can be connected to an ECDIS?

What other information and databases can be used with an ECDIS?
91
93
105 References and abbreviations
97 Jeppesen Marine
What does it mean to use ECDIS fully?

What other sources and technology can be integrated to an ECDIS?
85
89
81 ECDIS, much more than a chart machine
What are the training requirements for ECDIS?

What is recommended training for ECDIS
75
77
71 Training
Port state control and flag state requirements

What can I expect from port state control authorities?
What will my flag state demand of me?
What is an adequate back-up system?
49
51
55
67
47 How will mandatory ECDIS be enforced?
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27
29
31
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37
39
43
45
21 Electronic charts and carriage requirements
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13
15
17
9 Mandatory ECDIS
7 Foreword
Foreword
A Jeppesen Marine publication. 2009.
Editorial responsibility: Jeppesen Marine (Tor Svanes & Willy Zeiler) and Say PR
& Communications (Daniel Barradas, Jennifer Varino Thiis-Evensen and Ryan Skinner).
Print: Colormaster.no
This publication has been compiled as an aid to the maritime community.
The publishers are not responsible for errors or omissions in the text.
For more information, please contact [email protected]
Foreword
A Welcome Challenge
We in the shipping industry pride ourselves on our dedication to safety and
responsible operations. To all of us, the seas are precious. For that reason, we should be
excited about the arrival of digital navigation.
For as long as electronic charts have been under development, the focus has been on
increased safety by bringing improved situational awareness to bridge teams. In a series
of studies, DNV has asserted that putting an ECDIS onboard every SOLAS ship is likely
to avert one in three groundings.
These kinds of studies, empirical evidence and experience over several decades using
ECDIS all combined to convince the International Maritime Organisation to act, and
in 2008 it set out dates by which all SOLAS ships need to carry and navigate with an
ECDIS.
For the creation of this booklet, we have relied heavily on the work of leaders in the
field and reference materials that they have produced. First and foremost, I would like
to mention the Guide to charts and carriage regulations developed by Primar and
the International Centre for ENCs. Secondly, the textbook The Electronic Chart by
German and American experts provided additional valuable information.
We are involved in a journey towards improved navigation and maritime safety.
Hopefully, this booklet pushes us further along. Feel free to help push it along by giving
us feedback, so we can update and improve future editions.
Even if the benefits of ECDIS have made a compelling case, many warn that new
technology can lead to new, and unforeseen, problems too. What happens when
companies and officers who are unfamiliar with ECDIS begin to use them? Are the rules
clear enough? Will users be trained sufficiently?
We believe that the remedy to challenges and confusion is information and
communication. As a leading provider of the chart and met-ocean data used on ECDIS
throughout the worlds SOLAS fleet, we hope to contribute to this enlightenment. This
manual aims to bring to persons throughout the industry an easy-to-use oversight of
ECDIS-related concepts, rules and technologies.
Tor Svanes
Managing Director, Jeppesen Norway
Summer 2009
Mandatory ECDIS
The amendment to SOLAS Chapter V regulation 19.2 will require ships engaged on
international voyages to be fitted with ECDIS according to the following timetable:
What is
the IMO
resolution?
III TIMETABLE FOR ECDIS CARRIAGE REQUIREMENTS

Ship type
Size
New
ship
Existing ship
Passenger ships
500 gross tons
1 July 2012
No later than 1st survey after 1 July 2014
Tankers
3,000 gross tons
1 July 2012
Dry cargo
ships
50,000 gross tons
1 July 2013
20,000 gross tons (new ships)

20-50,000 gross tons (existing ships)
1 July 2013
10,000 gross tons (new ships)

10-20,000 gross tons (existing ships)
1 July 2013
3-10,000 gross tons
1 July 2014
No retrofit requirements to existing ships

<10,000 gross tons
Mandatory ECDIS /// What is the IMO resolution?
At its 86th session from May 26 to June 5, 2009, the IMOs Maritime Safety Committee approved new regulations for the mandatory carriage requirement of ECDIS.
NOTE: Ships may be exempt from the requirements if they will be taken permanently out of service
within two years after the implementation date specified.
An amendment to the existing Chapter V regulation 19.2.1.4 was also made to reflect
that ECDIS is an acceptable alternative to nautical charts and nautical publications.
However, it stipulates that it is appropriate to use only nautical charts and publications in
a number of cases for example ships not on international voyages, ships exempt from
the carriage requirements because they were to be permanently taken out of service and
cargo ships on international voyages but below the agreed tonnage limit.
11
an
ECDIS?
An ECDIS includes electronic navigational charts (ENC) and integrates position

information from the Global Positioning System (GPS) and other navigational sensors,
such as radar, fathometer and automatic identification systems (AIS). It may also display
additional navigation-related information, such as sailing directions.
ECDIS is defined in the IMO ECDIS Performance Standards (IMO Resolution A.817
(19)) as follows:
Mandatory ECDIS /// What is an ECDIS?
What is
An Electronic Chart Display and Information System (ECDIS) is a computer-based

navigation system that complies with IMO regulations and can be used as an alternative
to paper navigation charts. Integrating a variety of real-time information, it is an automated decision aid capable of continuously determining a vessels position in relation to
land, charted objects, navigation aids and unseen hazards.
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, 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 by displaying additional navigationrelated information if required.
13
if you have
an official
ECDIS?
The test procedures were developed by the International Electrotechnical Commission

(IEC) and are based on IMO ECDIS Performance Standards, applying the IHO requirements S-52 and S-57. The performance standards specify many details, such as:
ECDIS should present the Standard Display at any time by a single operator action.
It should be possible for the mariner to select a safety depth. ECDIS should emphasize soundings equal to or less than the safety depth whenever spot soundings are selected for display.
The ENC and all updates to it should be displayed without any degradation of
their information content.
It should not be possible to alter the contents of the ENC.
ECDIS should also be capable of accepting updates to the ENC data entered
manually with simple means for verification prior to the final acceptance of the
data. They would be distinguishable on the display from ENC information and its
official updates and not affect display legibility.
Mandatory ECDIS /// How do you know if you have an official ECDIS?
How do you know
To legally comply with IMO regulations, an ECDIS must receive type approval,
which is typically conducted by recognized organizations or marine classification societies nominated by flag states.
It should always be possible to display the SENC in a north-up orientation.

Other orientations are permitted.
15
The effective size of the chart presentation for route monitoring should be at
least 270 mm by 270 mm.
It should be possible to plan an alternate route in addition to the selected route.
The selected route should be clearly distinguishable from the alternate route.
For the complete list, please see:
http://www.nauticalcharts.noaa.gov/staff/docs/nRNC_EDISperformstandards.pdf
As with other navigation equipment, compliance with IMO standards is based on the
manufacturers self declaration. European governments are in agreement about recognition of their ECDIS type approval certificates indicated by the wheel mark sign
showing conformity with the Maritime Equipment Directive of the European Union.
There are no such facilities, organizations or any particular request by a flag state in
North America.
Some maritime nations also have type-approval programs within their maritime safety
administration or Department of Marine Transportation.
ECDIS manufacturer
overview
As this information can change, please refer to

www.c-map.no/ecdisecs for the most up-to-date information
19
Ear
e-Navigator
FEA 2107/2807
ECD-600 / ECD-700
Headway ECDIS
ECDIS 3500
JAN-701
JAN-901M
Nucleus 3 5000 / 6000
Manta 1700 / 2000 / 2300
K-Bridge ECDIS
NaviNet 3000 ECDIS
Maris ECDIS 9000
CS68
ECPINS 4000
ECPINS 5000
ECPINS M
Navmaster ECDIS
NSC ECDIS
ChartPilot 1100
Naru 2000
Microplot 7
GECDIS
VMS
VisionMaster FT
Vision 2100
TECDIS
ECDIS EC-8500/EC-8000
ECDIS EC-7500/EC-7000
Totem ECDIS
NaviChart ECDIS
DMU China
e-MLX
Furuno
GEM
Headway Marine
Technologies
Imtech
JRC
JRC
Kelvin Hughes
Kelvin Hughes
Kongsberg Maritime
L-3 Navigation
Maris
Navico
OSI Nav systems

OSI Nav systems
OSI Nav systems
PC-Maritime
Raytheon Anschtz
SAM Electronics
Samsung
Sea Information Systems
Sodena
Sperry Marine
Sperry Marine
Sperry Marine
Telko AS
Tokyo Keiki
Tokyo Keiki
Totem Plus
Tresco Engineering
Mandatory ECDIS /// Manufacturer overview
ECDIS DM-800E
Product
Danelec Marine
Dalian LandSea
Manufacturer
Electronic charts and

carriage requirements
require onboard?
The carriage requirement for charts and publications can be fulfilled by:
- Carriage of official and up-to-date paper charts, or
- Carriage of a type-approved ECDIS (using up-to-date Electronic Navigational
Charts (ENC) supplemented by a suitable back-up arrangement).
The requirements for carriage of nautical charts are outlined in SOLAS Chapter V. The
relevant regulations appear on the following pages. They are:
- Regulation 2, defines the nautical chart or publication (commonly called official
charts and publications)
- Regulation 19, specifies the equipment to be carried on different types of ships
- Regulation 27, specifies the requirement to keep charts and publications up to
date.
EC and carriage requirements /// What charts does IMO require onboard?
What charts
does IMO
To support a safe nautical environment for all, IMO requires nautical charts to be
carried onboard. Amendments to SOLAS regulations that came into force in July 2002
allow these requirements to be met solely by electronic means provided there is an appropriate back-up.
23
Regulation 19
Regulation 27
(IMO SOLAS V/2)
(IMO SOLAS V/19)
(IMO SOLAS V/27)
2.2 Nautical chart or nautical publication

is a special-purpose map or book, or a
specially compiled database from which
such a map or book is derived, that is
issued officially by or on the authority of
a government, authorized Hydrographic
Office or other relevant government
institution and is designed to meet the
requirements of marine navigation.
2.1 All ships irrespective of size shall

have:
Nautical charts and nautical publications,

such as sailing directions, lists of lights,
notices to mariners, tide tables and all
other nautical publications necessary for
the intended voyage, shall be adequate
and up to date.
2.1.4 nautical charts and nautical publications to plan and display the ships route
for the intended voyage and to plot and
monitor positions throughout the voyage;
an Electronic Chart Display and Information System (ECDIS) may be accepted as
meeting the chart carriage requirements
of this subparagraph;
2.1.5 back-up arrangements to meet the
functional requirements of subparagraph
2.1.4, if this function is partly or fully
fulfilled by electronic means; 1
EC and carriage requirements /// What charts does IMO require onboard?
Regulation 2
25
What is
an ENC ?
Produced and authorized by national hydrographic authorities such as Hydrographic

Offices, ENCs are vector charts that conform to IHO specifications. When used in an
ECDIS, the data can be reassembled to display either an entire chart image or a userselected combination of chart data. ENCs are intelligent in that systems using them
can be programmed to warn of impending danger in relation to charted information
and the vessels position and movement.
ENCs are vector charts compiled from a database of individual geo-referenced objects
from Hydrographic Offices archives including existing paper charts. When used in an
ECDIS, the ENCs content can be displayed as a seamless pattern in user selected scales
presenting user selected chart items. Due to the limited physical size and the limited
resolution of computer monitors the chart image generated from ENCs does not fully
imitate the known appearance of the paper chart. This apparent disadvantage is compensated by the ENC being a data file: special ECDIS operational functions continuously
retrieve the ENC content to give warning of impending danger in relation to the vessels
position and its movement.
EC and carriage requirements /// What is an ENC?
The Electronic Navigational Chart (ENC) is a file containing the official chart data
that an ECDIS utilizes. It stores the chart information in the form of geographic objects
represented by point, line and area shapes, carrying individual attributes, which make
any of these objects unique.
IMOs definition for the Electronic Navigational Chart ENC:

ENC means the database, standardized as to content, structure and format, issued for use with ECDIS
on the authority of government-authorized Hydrographic Offices. The ENC contains all the chart
information useful for safe navigation, and may contain supplementary information in addition to that
contained in the paper, which may be considered necessary for safe navigation.
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the data format
of an ENC ?
The IHO Special Publication S-57 IHO Transfer Standard for Digital Hydrographic
Data provides the basis for ensuring the worldwide uniformity of ENCs issued by different organizations. It describes the standards for the exchange of digital hydrographic
data between national hydrographic offices and for the distribution of digital data and
products to manufacturers, mariners and other data users. The World Geodetic System
1984 (WGS 84) is the horizontal datum reference used to measure positions on the
surface of the earth for all ENCs.
Further, the IHO has established a standard for encrypting and securing electronic navigational chart (ENC) data. This standard is called S-63, and it is a scheme available to
hydrographic offices, third-party suppliers and end-users. The IHO administers S-63, and
S-63 encryption is available as a service from the RENCs (IC-ENC and Primar-Stavanger).
EC and carriage requirements /// What is the data format of an ENC?
What is
29
on the screen
of an ENC display?
The definition of the Presentation Library for ENCs is contained in Annex A of the IHO
Special Publication S-52, Appendix 2 Colours & Symbols Specifications for ECDIS
(current edition 3.3/2004) its use is mandatory in all ECDIS.
The ECDIS Presentation Library follows that of the paper chart as much as possible. However, studies and early experience indicate that good visual communication
between the ECDIS display and the user requires more flexibility of display than paper
charts provide. As a result, alternative display methods are being introduced as options
in the Presentation Library.
/// What is on the screen of an ENC display?
What is
The ENCs geo-referenced objects and the appropriate symbolization contained in

the Presentation Library are linked to each other in the ECDIS only when called up for
display. The resulting image varies depending on the selected sea area, the intended
display scale and the mariners pre-settings, such as ambient light and other operational
conditions.
EC and carriage requirements
An ENC contains an abstract description of geographic entities but does not contain
any presentation rules. All rules for the display of ENC content are in a separate ECDIS
software component the Presentation Library.
31
/// What is on the screen of an ENC display?
The color and symbol specifications of S-52 have been designed to meet these
difficult requirements rather than less demanding normal day conditions. Because the
ECDIS display uses emitted light, compared with reflected light for the paper chart,
ECDIS must switch to a negative image of the chart at night, using a dark background
in place of the white background of the paper chart, in order not to impair night vision.
Day
Three pre-defined color schemes are therefore provided:

- Day (white background)
- Dusk (black background)
- Night (black background)
Night
The lighting on the bridge ranges from bright sunlight, which washes out information
on the display, to night, when the light emitted by the display has to be low enough
that it does not affect the mariners night vision.
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However, the SENC format may differ between the ECDIS of different manufacturers.
In contrast to the common uniform ENC format, the SENC format is dependent upon
the choice of each ECDIS manufacturer.
The characteristics of SENC are defined in paragraph 2.3 of the ECDIS Performance
Standard. Chart updates, either received electronically or applied manually will be incorporated into the SENC directly.
/// What is an SENC?

What is
an SENC?
An ECDIS does not process the ENC content directly to the screen. In order to display
ENC data quickly enough, ECDIS converts each ENC from S-57 ENC format into an
internal format called the System Electronic Navigational Chart (SENC), which is optimized for chart image creation.
The IMO definition in the IMO Performance Standards for ECDIS:

2.3 The System Electronic Navigational Chart (SENC) means a database resulting from the
transformation of the ENC by ECDIS for appropriate use, updates to the ENC by appropriate
means and other data added by the Mariner. It is this database that is actually accessed by
ECDIS for the display generation and other navigational functions and is the equivalent to an
up-to-date paper chart.
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SENC
delivery
and deliver the resulting SENC to the end user.

However, it is up to the individual Hydrographic Offices to decide whether they allow
the ENCs for their waters to be distributed in SENC format.
It is possible for the ECDIS to determine if the SENC data being displayed is from
either an ENC or a private source by use of the Agency Code (a two character combination which is unique for any data producer) embedded in the data. Using this code, the
ECDIS is able to inform the mariners that they must navigate with an official up to date
paper chart if SENC data from a private source is in use. The ECDIS will show a warning
on the ECDIS screen:
/// SENC delivery

SENC delivery is an alternative method to the standard distribution and use of official
ENC data. Developed by IHOs Worldwide Electronic Navigational Chart Database
(WEND) system, this method allows an authorized chart data distributor to perform the
ENC-to-SENC conversion that otherwise would have to happen inside the ECDIS
No Official Data -Refer to paper chart

At the 16th International Hydrographic Conference, (Monaco 14 -19 April 2002), the
IHO Member States agreed a SENC Delivery Option (decision 17.e of the conference
refers) for ECDIS, thus allowing that ENC data could be distributed in proprietary SENC
formats as well as in the fundamental IHO S-57 format. This resulted in an amended
paragraph 3.3 of S-52 and a new IHO Technical Resolution A3.11
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ENC
scale ranges
The table below, provides an overview of the common scale ranges for each Usage
Band:
III SUGGESTED ASSIGNMENT OF NAvIGATIONAL

pURpOSES TO SCALE RANGES
Navigational purpose
Scale Range
Overview
<1:1 499 999
General
1:350 000 1:1 499 999
Coastal
1:90 000 1:349 999
Approach
1:22 000 1:89 999
Harbor
1:4 000 1:21 999
Berthing
1:4 000
/// ENC scale ranges

ENCs are created and designed for different scale ranges (Usage Bands), and the
definition of which scale has to be used for which Usage Band is not yet internationally
agreed.
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Navigational purpose
Scale Range
200 NM
1:3 000 000
96 NM
1:1 500 000
48 NM
1:700 000
24NM
1:350 000
12 NM
1:180 000
6 NM
1:90 000
3 NM
1:45 000
1.5 NM
1:22 000
0.75NM
1:12 000
0.5 NM
1:8 000
0.25 NM
1:4 000
/// ENC scale ranges
III RADAR RANGE / STANDARD SCALE
To facilitate the display of the radar overlay on ENCs, Hydrographic Offices are encouraged to set the compilation scales of their ENCs to be consistent with the standard
radar range scales as shown in the following table:
Although ENCs with the same Usage Band may overlap, the displayed information must
not. ENCs with a different Usage Band could overlap both area and displayed information.
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/// How are ENCs named?

How are
ENCs named?
Each ENC is identified by an eight-symbol name. The first two characters refer to the
producer FR for France or GB for Great Britain, for example. A complete list of producer codes is included in the IHO standard S-62. The third character (a number from 1
to 6) represents the navigational purpose band. The last five are alphanumeric and are
unique for each ENC.
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ENCs updated?
Updates may reach the ship in a variety of ways, depending on the capabilities of the
service provider and the onboard communication facilities:
On data distribution media, such as CD
As an e-mail attachment via SATCOM
/// How are ENCs updated?

How are
The generation and distribution of regular ENC updates should happen in the same
way the ENCs are initially produced and distributed. Normally, this is coordinated with
the chart corrections circulated with national Notice to Mariners for the affected sea
areas.
As a broadcast message via SATCOM plus additional communication hardware

As an Internet download via GSM, 3G, wifi or any other Internet channel
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How will mandatory

ECDIS be enforced?
and flag state

requirements
The requirements to ships flying a nations flag (flag state requirements) and the
requirements to ships visiting that same nations ports (port state control requirements) are usually the same; the requirements from nation to nation, or government
to government, however, often differ, even if they are derived from the very same IMO
Convention.
Shipowners will, of course, be familiar with the rules and regulations of their ships
flag state authorities. Regional affiliations of port state authorities (such as the Paris
Memorandum of Understanding, a coalition of 27 European and North Atlantic maritime administrations) provide guidelines to owners of ships that will call at ports in their
region.
ECDIS enforcement /// Port state control and flag state requirements
Port state control
Though the IMO crafted the resolution that will make ECDIS mandatory on steadily
more commercial ships over the next five years, the IMO has no power to enforce
compliance to it. The role of enforcement falls upon national governments and/or
international or regional governing bodies. Once a government has become a signatory
to an IMO convention, the rules in that convention are adopted as national laws and
regulations, which impact any ship carrying that nations flag or any ship visiting that
governments ports. These are then enforced during flag state and port state inspections, usually carried out under the auspices of a national maritime administration (such
as the United States Coast Guard).
49
from port state

control officers?
The Tokyo MoU (Memorandum of Understanding) region, which aligns the port state
control functions in Far East Asia, carried out in late 2008 a concentrated inspection
campaign on safety of navigation. The most notable deficiency found during this campaign was related to lack of adequate charts and publications (57.39 per cent).
Despite the fact that these inspections all follow the requirements laid out in the
IMOs SOLAS Convention, different interpretations of this convention has resulted in
different guidelines from country to country, and regime to regime. A port state control
officer will refer to the statement from the flag state authority, which is onboard every
vessel, and will control the ship according to these requirements.
Port state control officers differ in their expertise, but many have a background from
navigation and steadily more will have experience with ECDIS systems. As a result, one
should expect the proficiency and rigor of these systems control to increase over time.
ECDIS enforcement /// What can I expect from port state control officers?
What can I expect
Port state control inspections will seek to ascertain whether any and every commercial vessel visiting a countrys ports is being operated in accordance with national
laws and international regulations. In the instance of mandatory ECDIS, the relevant
international regulation is IMOs SOLAS Convention.
51
53
ECDIS enforcement /// What can I expect from port state control officers?
Port state will determine whether the appropriate paper charts are onboard,
whether they are marked with a course line and whether positions have been
noted at regular intervals.
9) The ship is equipped with an updated collection of paper charts, if the

ECDIS system is being used in RCDS mode (Raster Chart Display System)
Port state will investigate whether the ships back-up navigation arrangements
are in accordance with flag state requirements, and whether these arrangements are up to specification and ready to use. If a ship is using dual ECDIS, it
does not need two separate power sources, but the port state control officer
may examine how the sensors are divided, to ensure the back-up ECDIS is a
valid back-up.
8) The ship is equipped with an approved back-up arrangements to ensure

safe navigation of the entire voyage, in the event of an ECDIS failure
Port state will look at the representation on the ECDIS to make sure that the
ship appears where it should, that it is pointed in the right direction, that the
ship is in the correct position on the ECDIS and that the ships vector is aligned.
7) There is agreement between sensor data and its presentation on the

ECDIS system
This requirement is one that is familiar to all navigators, with or without ECDIS,
and is determined by flag state requirements.
6) The ship is equipped with additional nautical publications, as defined by

the national carriage requirements
The port state control officer may check the voyage planning by seeing if the
whole route is available, at the appropriate scales.
5) The ship is equipped with correct usage bands for the entire upcoming
voyage
The port state control officer may investigate the data presented on the ECDIS
screen to determine if it is an official ENC, if it is updated recently and if it
includes the most recent Notices to Mariners.
4) The ship is equipped with the latest updates and new editions of ENCs
Port state will seek certification that the bridge team has been trained in its use.
This training should generally include a general course including the IMO model
course syllabus (a five-day programme), and a course specific to the ECDIS make
a buttons and knobs familiarisation course. Port state may also request
watch-keepers to demonstrate proficiency (find an ENC, enter a position, enter
a bearing line, etc.
3) The master and watch-keeping officers are able to produce appropriate

documentation that generic and type-specific ECDIS familiarisation has
been undertaken
Port state considers the ECDIS system as critical bridge equipment, and will thus
seek readily available instructions for bridge personnel. These procedures should
cover incidents such as equipment failure or power failure, and give watchkeepers a quick and clear reference.
2) Written procedures onboard the vessel for using the ECDIS system
Port state will either ask for written documentation that attests to the ECDIS
systems compliance, or look on the ECDIS system itself for markings that attest
to the same. It is the flag states responsibility to ensure that the ship possesses
this documentation.
1) Documentation indicating that the ships navigation system complies

with IMO Performance Standards for ECDIS
A list of items subject to inspection by the Paris MoU (the European region)
is indicative of what port state control authorities will check. These include:
whether an ECDIS using ENCs can qualify as the shipss primary system for navigation, and
what constitutes an acceptable back-up arrangement.
A very useful compendium of flag state ECDIS requirements was developed by the
RENCs, the International Center of ENCs and Primar, in 2007, and is reprinted on the
following pages.
This information was compiled as a reference frame to help resolve uncertainties. It
does not replace or amend national or international rules and regulations. Ship owners should always refer to their national administration and flag state for the latest
information.
ECDIS enforcement /// What will my flag state demand of me?
What will
my flag state
demand of me?
In the context of mandatory ECDIS, requirements from flag state authorities are
unfortunately not uniform from government to government. Governments differ on
two key points:
55
N
USA*
ECDIS enforcement /// Flag state ECDIS requirements
N
N
Y*
United Kingdom*
N/A
Y*
Y
Ukraine*
1, 2*, 3
N
Switzerland
1, 3
Y
Sweden*
N/A
Y*
1, 3
Spain*
1, 3
N
Portugal
N/A
N
Poland
N/A
N
Y
N
Y
Norway*
N/A
N
New Zealand*
1, 3*
N
N
N/A
N
Mauritius
3
Y*
Marshall Islands
Netherlands*
Y
Malta
N
Lithuania
1, 3*
Y*
Liberia*
N/A
Y
Korea
1, 3
Y*
Japan*
1, 3
N*
1, 3
Greece
1, 3
Y
1, 3*
3*
Germany*
N
1, 3
Y
Y*
France*
Y
Estonia*
Finland*
N
Y*
Y
Denmark*
1, 3
Y
Cyprus*
1, 3*
N
Colombia
1, 3
Y
Chile
N/A
1, 3
Canada
1, 3
Y
Bulgaria
N/A
N
Brazil
1, 2, 3
N
N/K
Y
Barbados
1, 3
N
Y
Y
1, 3
Y
Bahamas
1, 2, 3
Y
Australia
Acceptance of
use of private
chart data in
ECDIS to meet
SOLAS carriage
requirement
Acceptance of
the use of RNCs
ECDIS in RCDS
Acceptable
back-up
arrangements
mode
Acceptance
of ENCs
and ECDIS
for primary
navigation
Flag state (document
reference)
Explanation of Columns within the Summary Table:

An asterisk (*) indicates that there is further significant
or useful information in Part 2 that should be consulted.
A plus (+) indicates that details have been obtained from
the Flag State website.
Y = yes N = no N/A = not applicable N/K = not known
Column 1:
Flag State: Name of Country. Where the nation has issued
documentation either directly, or via IMO, the reference
to this is included in brackets.
Column 2:
Acceptance of ENCs and ECDIS for primary navigation
Yes signifies the Flag State accepts the use of ENCs in
ECDIS for primary navigation on all its registered vessels
when used in accordance with the provisions set out in
A817(19); ie with adequate back up arrangements and
using ENCs. An * may indicate that approval is given on a
vessel by vessel basis see part 2 for details.
Column 3:
Back-up arrangements considered acceptable by the
authority
1 - a second ECDIS device using ENCs, maintained by an
independent power supply
2 - a second ECDIS device using official Raster
Navigational Charts (official RNCs), maintained by an
independent power supply
3 - sufficient paper charts covering the operational area
4 - other as specified in part 2
Column 4:
Acceptance of the use of RNCs in ECDIS (RCDS mode)
Yes signifies the flag state accepts the use of RNCs
in ECDIS (in RCDS Mode) for primary navigation in
areas where there is no ENC coverage at an appropriate
scale for navigation and when RCDS operation is
supplemented by an appropriate portfolio of up-to-date
paper charts.
Column 5:
Acceptance of the use of private chart data (in ECDIS).
No signifies that the use of private chart data is not
accepted as meeting carriage requirements and that if
used in ECDIS a full set of official paper charts must be
carried and used as the primary means of navigation.
57
Canada
Acceptance of ECDIS
See Australian Maritime Safety Authority (AMSA) Marine Notice 10-2005 and associated Background
Paper.
Backup Arrangements for ECDIS
1. A second fully compliant ECDIS, or
2. A full folio of paper charts, corrected for the latest Notices to Mariners, for the intended voyage.
Acceptance of RCDS
Official RNCs may be used where ENCs are not available noting the requirement for vessels to carry the
appropriate folio of paper charts when operating in the RCDS mode.
AMSA has provided the IHO with a list of charts which will be the minimum requirement for the
appropriate folio in Australian waters.
Australian registered ships may dispense with the requirement for the appropriate folio in certain
circumstances. Reference should be made to AMSA Marine Notice 10 2005.
IMO or Flag State Notifications
Marine Notice 10/2005
www.amsa.gov.au/shipping_safety/marine_notices/2005/MN10-2005.asp
Background paper
www.amsa.gov.au/shipping%5Fsafety/marine%5Fnotices/2005/documents/1005%20att.pdf
Website
www.amsa.gov.au
Cyprus
Bahamas
BMA Information Bulletin 51 July 2003
Website
www.bahamasmaritime.com
Barbados
Information Bulletin 64 Electronic Charts and Nautical Publications
SLS14/Circ200
www.imo.org/includes/blastDataOnly.asp/data_id%3D7855/200.pdf
Website
www.barbadosmaritime.com/index3.html
Acceptance of ECDIS
Full details of the national regulatory requirements for ECDIS including acceptance, training, use of
RCDS mode etc are to be found in Canadas Charts and Nautical Publications Regulations, 1995 and
section 40 of the Crewing Regulations, made pursuant to the Canada Shipping Act.
Canada Shipping Act:
www.tc.gc.ca/acts-regulations/GENERAL/C/CSA/menu.htm
or
www.tc.gc.ca/lois-reglements/generale/l/lmmc/menu.htm
www.shipping.gov.cy/circulars/c2006/circular_2006_26.pdf
Website
www.shipping.gov.cy
Denmark
Danish authorities also accept an electronic back-up arrangement for ECDIS mode of operation (using
ENC) type-approved in accordance with relevant international standards, instead of a second
ECDIS. (Ref. resolution MSC.64(67), Annex 5).
SLS14/Circ180
Website
www.dma.dk/
Australia
Estonia
Acceptance of RCDS
RNCs in ECDIS are accepted outside the waters of Estonian jurisdiction. Inside the waters under Estonian
jurisdiction only ENCs are accepted. All Estonian waters are covered with ENCs and there is no need to
use RNCs.
Website
www.vta.ee/atp/?lang=en
59

Regulation 1414/30/2004 - Shipboard Navigational Systems and Equipment (given in Bulletin No8
23.6.2004)
www.fma.fi/e/services/informationservices/publications/bulletin/avaa.php?id=246
Other Comments
Training: When a seafarer changes ship from a vessel not fitted with an ECDIS to another which is fitted
with an ECDIS, and the seafarer does not have any training on ECDIS, the owner shall require that the
seafarer shall take part to an IMO model course on ECDIS before signing on.
Website
www.fma.fi
France
Acceptance of ECDIS
Applies to all vessels; Maritime Authority provides certification
At present the French Administration only authorises paper charts to be used as a backup to ECDIS. The
content of paper chart backup folio will be defined in the near future.
Acceptance of RCDS
Applies to all vessels; Maritime Authority provides certification
Rglement annex larrt du 23/11/1987, division 221
Website
www.mer.gouv.fr/
Germany
BSH accepts Chart Radar as meeting the requirements for back up.
Full details regarding the acceptance of ECDIS and RCDS and the status of private charts is included in
the Week 1 issue of BSH Notice to Mariners each year.
SLS14/Circ190
Website
www.bsh.de
Japan
Acceptance of ECDIS
ECDIS is approved on a ship by ship basis
Acceptance of RCDS
RNCs of Japanese sea areas are not provided. Therefore navigation in these areas by means ECDIS in
RCDS mode is impossible
Website
www1.kaiho.mlit.go.jp
Liberia
Acceptance of ECDIS
Permission is given on a vessel by vessel basis; a certificate is issued to the vessel
Guidance is provided to ship operators through Liberian Marine Operations Note 1-2005.
Website
www.liberianregistry.com/
Malta
A type approved electronic backup arrangement for ECDIS mode of operation (using ENC) is also
accepted
IMO circular SLS.14/Circ.254
Finland
Marshall Islands
Acceptance of ECDIS
Even though a ship may be routinely operating in the ECDIS mode with available ENC data, prudence
would dictate that an appropriate portfolio of paper charts still be maintained as a back-up in the event
that, for whatever reason, the ship loses the use of its ECDIS. Certain ports still require the use of up-todate charts for the approaches to their harbours. It is strongly recommended that Shipowners consider
the practical and legal risks involved and continue to maintain corrected paper charts on board every
ship.
Acceptance of RCDS
Because of a number of technical limitations in the RCDS, the mode does not have the full functionality
of ECDIS, and therefore should only be used in conjunction with an appropriate portfolio of up-to-date
paper charts.
61
Training: An amendment to Norwegian Maritime Directorate (NMD) regulation 2003-05-09 no 687

came into effect on 1 January 2005. Navigators on vessels equipped with ARPA, ECDIS, AIS or similar
equipment are now required to complete training in the use of this equipment and its limitations.
Website
www.sjofartsdir.no
Netherlands
Spain
Acceptance of ECDIS
Upon receiving a documented request a confirmation of the permission to sail without paper charts is
provided to the vessel by letter or fax. A note is added to the Safety Certificate indicating the vessel
is equipped with an ECDIS compliant with SLS.14/Circ.191, which will also be attached to this Safety
Certificate
Use of official RNCs for backup is only acceptable where official ENCs are not available
Acceptance of RCDS
All vessels are permitted to use RCDS mode where no ENCs are available. Guidance on the appropriate
paper chart folio is that no paper charts are required. Upon receiving a documented request a
confirmation of the permission to sail without paper charts is provided by letter or fax. A note is added
to the Safety Certificate indicating the vessel is equipped with an ECDIS compliant with SLS.14/Circ.191,
which will also be attached to this Safety Certificate.
SLS.14/Circ.191
Letter DS-20665/01/SKA, dated 4 October 2001 to the Netherlands shipowners associations.
Website
www.ivw.nl/en/

SLS14/circ283
FOM/2472/2006
Website
www.fomento.es/MFOM/LANG_EN/DIRECCIONES_GENERALES/MARINA_MERCANTE/
Sweden
Acceptance of RCDS
Use of RCDS mode is allowed in conjunction with appropriate paper charts for areas where no ENCs
exist.
IMO circular SLS.14/Circ.198
Website
www.sjofartsverket.se/default____603.aspx
Ukraine

Marine Guidance note 7-41-1
www.register-iri.com/marineguidelines/mg-7-41-1.doc
Website
www.register-iri.com/content.cfm?catid=98
Acceptance of ECDIS
Permission is granted to all vessels see - Regulations on the Sea Vessels Equipping; Ukrainian Register
of Shipping, Kyiv, 2003.
New Zealand
MNZ Maritime Rule 25 does contain reference to use of ECDIS.
Website
www.msa.govt.nz/rules/maritime_rules.asp
Norway
Norwegian Maritime Directorate also accept a Chart Radar as meeting back up arrangements
Other Comments
63
Acceptance of ECDIS
Permission is given on a vessel by vessel basis; a letter of equivalency is issued.
Option 2 is accepted only for areas not covered by ENCs and where supported by an appropriate
portfolio of paper charts ascertained following a risk assessment.
Acceptance of RCDS
Acceptance on a ship by ship basis following a risk assessment in accordance with Marine Guidance Note
285
MCA special publication Safety of Navigation Implementing SOLAS Chapter V, 2002. Annex 14
Electronic Charts
Marine Guidance Note (MGN) 285 Electronic Charts The use of Risk Assessment when Operating
ECDIS in the Raster Chart Display System (RCDS) Mode. February 2005.
Other Comments
Training: As part of the UK process for issuing a Letter of Equivalency, MCA need to be satisfied
regarding arrangements for training (generic and type-specific) and familiarisation of electronic charts
users.
Website
www.mcga.gov.uk
United States of America
United Kingdom
Acceptance of ECDIS
ECDIS has not yet been recognized in US national regulations, however U.S. Coast Guard Navigation
and Vessel Inspection Circular (NAVIC) 02 03 outlines the interim acceptance for meeting SOLAS carriage
requirements regarding the use of ECDIS for primary means of navigation on board foreign vessels in U.S.
waters. NAVIC 02-03 is considered temporary guidance until U.S. navigation regulations are formally
amended to also include U.S registered vessels.
Draft regulations are expected to be published for consultation later in 2007
NAVIC 02-03 finds the back up options referenced in SOLAS Chapter V acceptable when foreign vessel
utilize a second ECDIS, ECDIS in RCDS mode with an appropriate folio of paper charts with respect to
transit areas, and paper charts as the sole means for providing backup.
Website
www.uscg.mil/
65
What is
an adequate
back-up system?
Some countries regard only a fully-updated folio of approved paper charts as

adequate back-up. Others permit ships to employ a second ENC-fuelled ECDIS to be
used as a back-up, as long as it has an independent power supply. Still others allow a
second ECDIS, with an independent power supply, which uses RNCs, or raster nautical
charts. Some flag states may allow a non-ECDIS electronic chart system (called an ECS)
that uses ENC data as back-up, provided it meets IMO back-up rules. Finally, some flag
states may permit the use of a chart radar as back-up.
As practically every country takes a unique stance in respect to this question, the only
definitive answer is to refer to the chart above (for general guidance) and speak to your
flag state authority (for specific guidance). The expansion of ENC coverage, increased
usage of ECDIS and commercial aspects of navigation technology will all play a role in
determining how these guidelines change.
ECDIS enforcement /// What is an adequate back-up system?
This question sums up most of the different interpretations of SOLAS from nation to
nation. Since failure of the primary ECDIS navigation system is a very real and appropriate concern, authorities responsible for safe commercial navigation have put extra care
and attention into their answers of the question what then?
In instances where several back-up arrangements are possible, each operator must
weigh the relative advantages of different systems based on their existing systems, lifetime costing of new arrangements, training and safety and operational considerations.
67
A ships master must ensure that his ship is equipped with a portfolio of updated
paper charts that cover his intended voyage, unless:
Will I be able
to sail without
updated paper charts?
He uses a type-approved ECDIS as his primary navigation system, AND

His flag state permits use of ECDIS as a primary navigation system, AND
He possesses a full complement of updated ENCs for the intended voyage, AND
He uses a type-approved ECDIS with an independent power source as his back-up
navigation arrangement, AND
His flag state permits use of ECDIS with an independent power source as a backup navigation arrangement, AND
He has installed the appropriate ENCs on both his primary and back-up ECDIS
systems, AND
He has ensured that he meets all other requirements, including possession of the
correct documentation of ECDIS training, and so forth.
If the master has done all of these things, he should be able to sail without updated
paper charts. Nonetheless, he should be aware of the risk of entering ports of nations
that do not permit the use of ECDIS as either a primary or back-up navigation system,
as this may lead to penalties or detention. Further, he must exercise the usual due care
and caution demanded to ensure safe navigation.
ECDIS enforcement /// Will I be able to sail without updated paper charts?
Given the amount of time and energy navigation officers spend acquiring and updating paper charts, many shipping companies are keen to see the day when they can
answer yes to this question.
69
Training
Training ///
Much of the fear stemming from the introduction of mandatory ECDIS has actually
been the fear of watchkeepers and masters navigating via an ECDIS without the proper
training. Most bridge officers would readily agree that ECDIS seems like a beneficial and
helpful tool that increases safety. They would also agree that the prospect of navigating
in close quarters with other ships led by officers using an ECDIS that they are not sufficiently trained on, is unsettling.
In 2008, the United Kingdoms Marine Accident Investigation Branch revealed that an
accident earlier that year (CFL Performer) resulted from inadequate ECDIS training. In
this instance, one bridge team had received general ECDIS training, and ECDIS training
specific to the make on board; sadly, another bridge team was navigating that day.
The master had no previous experience or training on ECDIS or any other form of
electronic navigation system. None of the officers were aware of the significance of the
safety contour, the safety depth, and the shallow and deep contours, and did not know
how to establish a watch vector ahead of the vessel, or its significance.
All of these fundamentals are part of any ECDIS training course. Though the idea of
an ECDIS-assisted grounding has led to some worries, the ECDIS in many cases is not
at fault. In fact, it is an ECDIS Training-assisted grounding.
Maritime authorities have been addressing the issue of ECDIS training for as long as
they have been addressing ECDIS. Training requirements, both in the use of ECDIS, in
general, and the specific makes and models onboard, are increasing. Basically every
school training bridge officers will offer ECDIS training, with simulators. Further, almost
every producer of ECDIS offers training in the use of its equipment, or a list of schools
that offer ECDIS training with this equipment.
73
What are the
training
requirements
for ECDIS?
The IMOs STCW 95 (Standards of Training, Certification & Watchkeeping) Convention requires ECDIS training, by equating electronic and paper charts, per definition.
STCW 95 Table A-I I-1 stipulates that ECDIS systems are considered to be included
under the term charts. Thus, the RENC guide to ECDIS concludes that:
1. If ECDIS is used as chart, the user must demonstrate the same degree of
knowledge and competency concerning the use of ECDIS as a user of a conventional chart must demonstrate chart work competency.
2. ECDIS training is as mandatory as chart training.
The ISM Code has stricter wording on ECDIS training, as the ship owner or operator
must ensure that personnel are given proper familiarisation with their duties. This applies to proficiency in ECDIS, if this is the main means of navigation onboard. Thus, in
the event of an accident, ECDIS training may affect liability and insurance.
Training /// What are the training requirements for ECDIS?
When it is the primary means of navigation onboard, ECDIS training is required by

two specific sets of shipping regulations. For as long as the primary means of navigation onboard is paper charts, however, training in the use of ECDIS is purely optional
(as is obviously the case on ships not yet equipped with ECDIS).
Further, national authorities may require ECDIS training for vessels in their flag
registries, or visiting their ports. Port state controllers in the Paris MoU region are
admonished to discover: Are officers able to produce appropriate documentation that
generic and type-specific ECDIS familiarisation has been undertaken?
It is up to each flag state to define who on board the vessel must have ECDIS training.
In general, however, the master, watchkeeping officer, the route planner and any other
bridge personnel who use the ECDIS should have completed a training course.
75
What is
recommended training
for ECDIS?
The IMO Committee on Standards for Training and Watch-Keeping (STW) has approved a standardised IMO Model Training Course on the Operational Use of ECDIS
(Model Course 1.27). This course consists of a set number of topics and skills that
provide minimum requirements for a candidate to receive an ECDIS certificate. ECDIS
training courses are generally developed according to flag state requirements, which
give the ECDIS certificates their authority. Government approved courses generally need
to meet the IMO Model Course demands.
Even with these rules, ECDIS training courses differ considerably. For example, some
ECDIS training courses take five days, while others (nominally covering the same
ground) take only two. Most government-approved ECDIS training programmes will fill
five full days, though. Type-specific ECDIS courses will usually add anywhere from one
to three days of training.
Training /// What is recommended training for ECDIS?
All bridge officers who will keep watch on a vessel equipped with an ECDIS should
have general ECDIS training, as well as specific familiarisation with the ECDIS model on
board. Even when the ships primary form of navigation is paper charts, the officers will
often rely on the ECDIS anyway; for this reason, they should be well trained in its use.
The Master, first officer and any watchkeeping bridge personnel should minimum
take a general and type-specific ECDIS course, as well as yearly updates. They should
renew the type-specific ECDIS course each time the ship is refitted.
A debate regarding standardisation of ECDIS would potentially put an end to typespecific ECDIS training, but as this debate shows no signs of ending soon the need
to do type-specific training persists.
77
Who offers
ECDIS training,
and where?
Location
Contact details
Australia
Australian Maritime College

Pivot Marine
Royal Australian Navy
Denmark
Furuno Integrated Navigation System Training

Center (INSTC), Copenhagen
Complete list of relevant institutions can

be found at www.fuldskruefrem.dk/
adresseliste.html
Finland
Satakunta University of Applied Sciences

Kymenlaakso University of Applied Sciences
Yrkeshgskolan Sydvst
Hgskolan land
www.samk.fi/english
www.kyamk.fi
www.sydvast.fi
www.ha.aland.fi
France
cole Navale
coles Nationales de la Marine Marchande
(Marseille, Nantes and Le Havre)
www.ecole-navale.fr
www.hydro-marseille.com
www.hydro-lehavre.fr
www.hydro-nantes.org
Germany
Hochschule Wismar
Hochschule Bremen
Fachhochschule Oldenburg Ostfriesland/
Wilhelmshaven
Fortbildungszentrum Hafen
www.sf.hs-wismar.de
www.hs-bremen.de
www.fh-wilhelmshaven.de
www.fzh.de
Norway
lesund University College
www.hials.no
Portugal
Escola Nutica Infante D. Henrique
www.enautica.pt
South Africa
South African Maritime Training Academy
www.samtra.co.za
Sweden
Kalmar and Gothenburg Maritime Agencies
www.hik.se
United Kingdom
Warsash Maritime Centre

South Tyneside
Blackpool and Fylde
Glasgow Nautical College
Lairdside Maritime Centre
www.warsashcentre.co.uk
www.stc.ac.uk/marine
www.blackpool.ac.uk
www.glasgow-nautical.ac.uk
www.ljmu.ac.uk
USA
MITAGS
www.mitags.org
Training /// Who offers ECDIS training and where?
Flag state
available ECDIS training based on IMO model course 1.27 as reported by flag states. Note
that this list is not exhaustive. From Facts about electronic charts and carriage requirements,
published by the IC-ENC and Primar in 2007.
79
ECDIS, much more than

a chart machine
ECDIS is a total change from paper charts, and the transition from paper to electronic
charts will pose a challenge for the industry, particularly for those who have no current
experience of electronic charts. Mariners should be aware that ECDIS is more than just
a digital version of a paper chart. Important bridge procedures are significantly affected,
and these require careful analysis and consideration if ECDIS-assisted groundings are to
be avoided. It is important that traditional navigation skills are not lost and that navigators become confident, but not overconfident, in the use of ECDIS. There is a danger
that bridge watchkeepers will increasingly trust what is displayed without question.
On the other hand, the increased functionality of ECDIS, vis--vis conventional paper
chart navigation, means that commercial shipping will see greater safety, and improved
bridge oversight. The authors of The Electronic Chart sum up the new scenario thus:
The electronic chart represents a revolutionary advance in maritime navigation and
safety. Since an electronic chart system is capable of continuously displaying own ships
position on the electronic chart, there is increased benefit of having other real-time information available that can be used to increase the safety and efficiency of the voyage.
gation is defined thus: The collection, integration and display of maritime information
onboard and ashore by electronic means to enhance berth-to-berth navigation and
related services, safety and security at sea and protection of the marine environment.
An orientation paper from the UK Department for Transport described in greater
detail how eNavigation will look to users:
Using satellite positioning signals, underpinned by fail-safe supplementary positioning
signals (e.g. Loran C) or onboard devices (e.g. inertial navigation computers), displayed
in an intelligible and comprehensively integrated format (ECDIS), onboard ship and
replicated on shore, with shore-based monitoring and intervention capability.
More than a chart machine ///
Commentators and experts familiar with ECDIS navigation urge shipowners and
mariners alike to understand the full impact of mandatory ECDIS. Some, like a technical
manager with the Nautical Institute, urge caution and preparedness, as the transition
from paper chart-based navigation to ECDIS navigation may lead to danger:
Further, the paper described the key structural components of such a system:
Accurate, comprehensive and up-to-date electronic navigational charts (ENCs) to
a common format, covering the entire geographical span of a vessels operation;
Accurate and reliable electronic positioning signals, with fail-safe performance
(provided through multiple redundancy, e.g. GPS, Galileo, differential transmitters,
Loran C and defaulting receivers onboard inertial navigation devices);
Information on vessel route, bearing, manoeuvring parameters and other status
items (hydrological data, ship identification data, passenger details, cargo type,
security status, etc.) in electronic format;
These two expert opinions agree that ECDIS will, by necessity, forever change the task
of navigating, though the core skills and abilities that form the foundation of traditional
maritime navigation should not be lost or diminished.
Transmission of positional and navigational information ship to shore, shore to

ship and ship to ship;
ECDIS potential to transform navigation is so great that the IMO has adopted a new
concept called eNavigation, which is meant to describe and direct the changes. eNavi-
Information prioritisation and alert capability in risk situations (collision, grounding, etc.) on ship and ashore.
Clear integrated display of the above information on board ship and ashore;
83
What does it
mean to use
ECDIS fully?
1. Automatic chart correction: ECDIS allows mariners to update electronic charts

automatically. Specific functions make the updating task rapid and error-free,
which will reduce the occurrence of out-of-date chart information.
2. Combined navigational operations: Before ECDIS, the mariner had to consult
and combine input from countless sources. The only place one could find a relatively complete picture of the situation was in the navigating officers head. ECDIS
helps improve this visualisation process.
3. Display of ships position in real time: Automatic, continuous display of the ships
position, heading, course and speed of the vessel can be included in the ECDIS
presentation.
4. Central role at the steering station: An ECDIS puts many technologies and
sources of information in one central position, so navigators no longer need to
shuttle around the bridge to learn what they need to know.
5. Situation-dependent display: Information filters put just what officers need to
know in front of them, and spare them unnecessary detail. Monitors and information suit lighting conditions, sea conditions and the specific scenario.
More than a chart machine /// What does it mean to use ECDIS fully?
Perhaps the best way to describe full use of ECDIS would be to list some anticipated
benefits of mandatory ECDIS. These include:
6. Radar overlay: Combining the electronic chart and radar in an ECDIS combines
grounding-avoidance and collision-avoidance into one instrument.
7. Automatic route monitoring: The planned route can be examined for potential
danger, in terms of water depth, objects and deviation.
85
9. Reduction of human error: Alarms can alert officers if the ship is about to breach
pre-set parameters, or if a sensor gives ambiguous signals.
10. Help in special manoeuvres: Man-overboard, anchoring, docking and other
specific operations can employ specific pre-programmed operating guidelines in
the ECDIS, when the master requests it.
Shipping companies want to realise this level of use, as a 2005 report into barriers to
the adoption of ECDIS revealed:
There is clearly a desire by shipping companies to increase efficiency of the seafarer
by the introduction of ECDIS. This increased efficiency can be achieved on watch by
having all the navigational information in a central source. Off watch it is increased
by reducing the time taken to complete chart updating and passage planning. The
MAIB report identifies fatigue of the watchkeeper as one of the main causes of marine
incidents. If ECDIS reduces fatigue by improving efficiency both on watch and off
watch, the system will directly contribute to safety.
The same report also stated that the hydrographic community should band together
to promote ECDIS as a factor to improve both safety and efficiency. In fact, new,
ECDIS-enabled procedures may allow many shipping companies to better manage their
core operations, from better weather routing to increased voyage optimization and
increased integration to other shipboard systems that affect operational efficiency.
More than a chart machine /// What does it mean to use ECDIS fully?
8. Automatic track control: In effect, the ship can transit a pre-planned route, following course changes using a planned turning radius.
87
sources and
technology
can be integrated
to an ECDIS?
The technologies that can be integrated into the ECDIS system fall into two indistinct
groups, ranging from those that are fundamental to the operation of the ECDIS to
those that are more voluntary and complementary, bringing value-added functionality. ECDIS manufacturers are constantly seeking to create a competitive advantage
by incorporating new functionality into their core product offering, and to varying
degrees enabling third-party suppliers to offer technologies that are compatible with
the ECDIS. There is no clear division between the two classes of technologies that can
be integrated into an ECDIS, only a spectrum of utility, complexity and value.
Some of the core sensors and instruments that are usually integrated into the ECDIS
include ship position (GPS), course (gyro or magnetic compass), speed over ground
(speed log), water depth (echo sounder) and wind speed and direction. In addition,
the ECDIS is often set up to receive digital and video radar input and AIS (Automatic
Identification System) signals. An ECDIS may often connect to the ships automatic track
control (autopilot).
More than a chart machine /// What other technology can be integrated?
What other
89
navigational
sensors
can be connected
to an ECDIS?
Integration of the ECDIS and AIS can have the following benefit: It may be possible
to detect, monitor and manage the movement of vessels without having them in visual
sight or on radar. As a result, decisions on collision avoidance measures could be made
from a remote location.
In fact, the introduction of an ECDIS onboard a commercial vessel often becomes
synonymous with the introduction of an integrated bridge system, in which the ECDIS
becomes the focal point for a battery of navigational and operational activities. The
report cited earlier in the section on full use of ECDIS (The Hailwood Report Barriers
to the adoption of ECDS) found that as many as one in five shipping companies considered the real investment decision to concern an integrated bridge system, not ECDIS.
The latter was seen as a natural and automatic element of the former.
Additional hardware often connected to a ships ECDIS include the NAVTEX (and
potentially other elements in the GMDSS system), and the voyage data recorder (VDR).
More than a chart machine /// What other navigational sensors can be connected?
What other
The purpose of integrating an ECDIS with radar input is to improve the navigators
situational oversight. The specific benefits of an ECDIS/radar overlay include collision avoidance, position monitoring, target identficiation, radar performance, shifted
objects, false faraway detection, error detection, mutual check, reduced errors, reduced
workload and system redundancy.
91
information
and databases
can be used
with an ECDIS?
Met-ocean (Meteorological and Oceanographic) data is one of the most natural addons to an ECDIS. Wave heights, wind speed forecasts, tidal and current information are
all mathematically modeled to create realistic prognoses of conditions in the path of
a ship. And this realistic forecast can be represented on an ECDIS on the bridge, and
perhaps even more usefully at the navigators planning station. Another kind of data
under development for use on ECDIS is ice coverage, which will hopefully allow safer
transit of polar regions.
Traffic information can also be integrated into an ECDIS presentation, allowing bridge
officers and even fleet managers to plan movements so that they avoid bottlenecks in
heavily trafficked channels and ports. Port information, both commercial (supply) and
official (inspection), could also become valuable additions to the navigational picture on
an ECDIS. Even security may be improved, as updates on pirate activity show officers
where to go and where not to (and when) to minimize the likelihood of attack.
More than a chart machine /// What other information and databases can be used?
What other
With ECDIS, the potential to add and edit new value-added information for bridge officers that can contribute to increased safety and efficiency is practically endless. Countless companies are currently working to develop and market information products
for use on an ECDIS. These products may range from weather information to piracy
information to hull acceleration information and any other source that may be deemed
practical for shipowners and operators.
93
Also inland navigation creates opportunities to use information on an ECDIS. Obviously, rapid updates of changing bottom conditions in major waterways, and databases
concerning barge and tow-boat traffic can assist freshwater navigators consulting an
ECDIS.
More than a chart machine /// What other information and databases can be used?
In addition to these basic information channels, some companies are working to

combine sources of weather and sea-state information with data coming from the ship
to provide intelligent feedback about the ships handling, the ships optimal routing
from origin to destination and the ships ability to withstand conditions en route. These
systems fall under the general rubric of optimization, as they incorporate new technology to help navigators find the best possible way to make a sea transit.
95
Jeppesen Marine
From electronic chart standard
to e-navigation solution
Decades after ECDIS was first introduced and ENCs
began to be produced, a consistent set of standards are
in place. From this foundation, producers and suppliers
can develop and launch a vast array of new products
and solutions. Digital navigation has, one might say,
reached its Windows-moment on the common
platform of the ECDIS much new value can be built.
C-MAP Norway was founded in 1993 to provide the chart data that would fuel an
ECDIS. From this modest beginning, the company has evolved into the markets leading
supplier of services and data for e-navigation. Today the company offers market-leading
solutions for distribution and updating of private vector chart data and ENCs, accurate
weather data, voyage optimisation services and dynamic licensing. After Jeppesen
Marine (a Boeing company, based in Colorado, USA) acquired C-MAP Norway in 2006,
the companys ambitions to support the maritime industry were brought up to the same
level as the mother companys relationship with the aviation industry. Today Jeppesen
Marine has as its goal to be the most attractive partner and supplier of e-navigation
services and data, in order to make shipping operations more efficient and safe.
Co-operation with Hydrographic Offices
Jeppesen Marine
Jeppesen Marine:
Making e-navigation a reality
Jeppesen Marine works with dozens of hydrographic offices worldwide in two crucial
ways. Jeppesen Marine provides software that helps hydrographic offices to convert
navigational data into official ENC databases. Secondly, Jeppesen Marine acquires
licenses from hydrographic offices to incorporate their ENC data into value-added
products.
Jeppesen Marine markets two types of chart data. One is its own private, vectorbased electronic charts, known as C-MAP Professional+. The other is the official ENCs
produced by hydrographic offices all over the world. Only the latter satisfies the IMOs
requirements to mandatory ECDIS. The private C-MAP Professional+ data has, however,
played a critical role as a source of high-quality navigational data where ENCs do not
yet exist.
Jeppesen Marine maintains a close relationship with the hydrographic community. As
a leading private-sector supplier of data from hydrographic offices to the global commercial shipping industry, Jeppesen Marine plays a crucial role in the market.
99
ENC Service
seakeeping expert advisory system.
Jeppesen Marine is an authorised distributor of official ENCs available directly from

various national Hydrographic Offices, as well as ENC data distributed by Regional ENC
Coordinating Centres in Norway and the UK.
VVOS software is custom tailored to each vessel class in order to provide accurate
predictions of the ship seakeeping and speedkeeping capabilities in any seastate. The
VVOS seakeeping advisory module shows the effect of changing heading and speed
on vessel roll, pitch, accelerations, slamming, boarding waves, bending moment/shear
forces on critical frames -- thus helping officers avoid heavy weather damage. An optimization algorithm can also minimize fuel costs.
Weather
Jeppesen Marine is continuously working on refining the Weather Service offered to
its professional users.
This work has resulted in a combination of the electronic charts with important
weather information. The new functionalities are collectively part of a solution called
WeatherNav.
When planning a transit or offshore operations, navigators can use the WeatherNav
functionality to assess both the detailed navigational information in the chart and the
worlds best meteorological data.
WeatherNav functionalities mentioned here are being incorporated into steadily more
ECDIS systems.
Weather routing
Jeppesen Marine offers a range of services under the name Vessel and Voyage
Optimization Solutions (VVOS). The system is an onboard passage planning tool and a
Jeppesen Marine
Products and Services
Optimization Solutions
Using sophisticated hydrodynamic modeling, computations, and highest resolution
ocean forecasts the VVOS guidance system recommends speed and heading changes to
manage ship motions to minimize heavy weather damage.
Unlike traditional weather routing services and programs on the market, VVOS
includes a detailed model of ships motion, engine and propeller characteristics. This
virtual ship accurately estimates speed made good under forecast wind, wave and
ocean current conditions for a given engine power and propeller RPM, as well as ship
motion limitations defined in the Safe Operating Envelope.
VVOS includes a real-time monitoring, recording and warning system for excessive
motions and accelerations, particularly for Parametric Roll. Once underway the system
also monitors ship motion response and engine condition, and provides alarms if safe
operating limits are exceeded.
101
C-MAP Update Service CD/DVD
Dynamic Licensing is a user-friendly and cost effective method of licensing, using and
updating charts in C-MAP SENC format onboard vessels globally.
Updates can be distributed via CD-ROM (CM-93/2 and Professional) or DVD (Professional+ and ENC) every month or three times a year. This option includes all updates
issued in NtM booklets, new charts and new editions of charts.
Dynamic Licensing eases the ordering process for the mariner and makes ENC licenses
available in seconds automatically. Usage is reported automatically on the C-MAP
Online Updating Service. Hence all the charts, updates and licenses will be onboard
and ready for use without a pre-ordering process through a chart supplier. Costs are
controlled via pre-set budgets and spending limits, making pay-as-you-go a reality.
Updating Services
The C-MAP Update Service makes the latest updated weather and navigational data
available wherever you are. For subscribers with access to adequate communications
channels, new chart updates are made available on the C-MAP update server every
working day. Weather forecast updates are available several times a day. In addition
to NtMs, chart updates can now also include new charts and new editions of existing
charts.
Jeppesen Marine
Dynamic Licensing
C-MAP Update Service Online

NtM updates can be distributed via the Internet. This service does not include new
charts and new edition of charts. Thus, to get access to new charts, it is recommended
to receive complete updates on CD-ROM or DVD on a regular basis. This service does
not support the CM-93/2 product.
C-MAP Update Service Online+

This is the premium option. The service includes NtMs as well as new charts and provides for complete updating. The service requires bandwidth of high quality and size.
This service supports C-MAP Professional, C-MAP Professional+ and C-MAP ENC.
Depending on the customers needs, technical outfit and communication capacity,

the chart service subscriber can choose between three different options to keep the
onboard database updated.
103
References and
abbreviations
DSCC: Data Supply Chain Certification. A system of handling data intended to ensure
that the transmission of data from its source to the point at which it is displayed on the
end-user screen does not degrade the data.
ARPA: Automatic Radar Plotting Aid. A function that creates tracks on the radar display using radar contacts. Such systems can calculate the tracked objects course, speed
and closest point of approach.
EBL: Electronic Bearing Line. A feature in a radar that is used to determine the relative
bearing of an object from the observing ships bearing.
COG: Course Over Ground. The GPS systems calculation of the ships heading in relation to the installed chart system
DCDB: Data Center for Digital Bathymetry. Operated by the National Geophysical
Data Center in Boulder, Colorado, USA, DCDB is a focal point for digital hydrographic
data services for IHO Member Countries.
DGPS: Differential Global Positioning System. An enhancement to GPS that uses a
network of fixed, ground-based reference stations to broadcast the difference between
the positions indicated by the satellite system and the known fixed positions.
DNC: Digital Nautical Charts. A vector-based digital product designed to give navigators an up-to-date seamless database of the world. DNCs are published by the National
Geospatial-Intelligence Agency part of the United States Department of Defense.
EC: Electronic Chart. A term used to describe the data, the software and hardware
system capable of displaying electronic chart information.
References and abbreviations
AIS: Automatic Identification System. A short range coastal tracking system used on
ships and by vessel traffic services (VTS) for identifying and locating vessels by electronically exchanging data with other nearby ships and VTS stations.
ENC: Electronic Navigational Chart. An electronic chart designed to be used in the

ECDIS and issued on the authority of government-authorized hydrographic offices
FIG: International Federation of Surveyors. An international, non-governmental
organisation whose purpose is to support international collaboration for the progress of
suveying in all fields and applications.
GAGAN: GPS and GEO Augmented Navigation System
GEBCO: General Bathymetric Chart of the Oceans. An international group of experts
who work on the development of a range of bathymetric data sets and data products.
GLL: Geographic position. Used to send position from the GPS, LORAN C or other
satellite receiver to other devices, such as radar or ECDIS
107
GNSS: Global Navigation Satellite System. A world-wide position, time and velocity
radio-determination system comprising space, ground and user-segments of which GPS,
GLONASS, EGNOS, COMPASS and IRNSS are components.
GPS: Global Positioning System. A US-based global navigation satellite system that provides positioning, navigation and timing services to worldwide users on a continuous basis.
HDT: Heading-True. Used to send heading information from the gyro-compass to other
devices including radar and ECDIS
IALA: International Association of Marine Aids to Navigation and Lighthouse
Authorities. A non-profit, non-governmental international technical association that
gathers marine aids to navigation authorities, manufacturers and consultants from all
parts of the world, and facilitates knowledge sharing.
IAPH: International Association of Ports and Harbors. A global alliance of ports
representing 230 ports in 90 countries. IAPH is non-profit and non-governmental. Headquartered in Tokyo, Japan.
IBS: Integrated Bridge System. Ship systems that take input from sensors throughout a ship in order to display position and control information electronically for bridge
officers. Navigators manage this system, choosing how to set the system, interpreting
output and monitoring interactions between controls and the ship.
ICA: International Cartographic Association. The worlds authoritative body for
cartography, the discipline dealing with the conception, production, dissemination and
study of maps.
GLONASS: Global Navigation Satellite System. A space-based, radio-positioning, navigation and time-transfer system operated by the Government of the Russian Federation.
IFHS: International Federation of Hydrographic Societies. A partnership of national

and regional hydrographic societies that promotes the development of hydrography and
knowledge exchange in the hydrographic community.
IHO: International Hydrographic Organisation. An intergovernmental organization
representing over 80 national hydrographic organizations. Coordinates hydrographic
activity between states.
IMSO: International Mobile Satellite Organization. An intergovernmental organization that oversees certain public satellite safety and security communication services
provided by the Inmarsat satellites.
IOC: Intergovernmental Oceanographic Commission. A UNESCO commission that
coordinates marine research, services, observation systems, hazard mitigation and capacity development in order to better manage the ocean and coastal areas.
109
RENC: Regional ENC Coordination Centre. Entities set up by the IHO, a RENC validates and distributes ENCs from producing nations to end-users. Each major geographical area of the world is meant to be represented by a RENC, but only two currently exist,
in Norway (PRIMAR) and the UK (IC-ENC).
RNC: Raster Nautical Chart. Raster charts that conform to IHO specifications and are
produced by digitally scanning and geo-referencing the image of a paper chart.
S-52: An IHO publication developed in conjunction with the IMOs performance standards for ECDIS that provides specifications and guidance regarding the issuing and
updating of ENCs, and their display in ECDIS.
S-57: IHO Special Publication 57. Contains the IHO Transfer Standard for Digital
Hydrographic Data. The major components of S-57 Edition 3.1 are: Theoretical Data
Model , Data Structure, Object Catalogue, ENC product Specification, Use of the Object
Catalogue for ENC.
S-63: The IHO recommended standard for the protection of ENC information. It defines
security constructs and operating procedures that must be followed to ensure that the
IHO Data Protection Scheme is operated correctly.
S-100: A project under IHO to develop the new geospatial standards for hydrographic
data. It is purported to be a wider standard catering to other users apart from ECDIS and
based on the ISO TC211 standards for contemporary GIS. The ENC product specifications
based on S-100 will be drawn (termed S-101) which will in due course of time replace
the S-57.
SBAS: Satellite Based Augmentation System
SENC: A database in the manufacturers internal ECDIS format produced as a result of
transforming the ENC. The conversion from ENC contained in the ASCII form to SENC
in a binary form may be carried outside the ECDIS in a lab. This is a preferable way to
provide efficient and error-free electronic charts to the end-user.
QZSS: Quasi-Zenith Satellite System. Is the Japanese regional satellite system that will
enhance the GPS in Japan.
SOG: Speed Over Ground. The GPS systems approximation of the ships speed in relation to the installed chart
TCS: Track Control System. Via a connection with the autopilot, TCS in an ECDIS controls that the ships GPS position follows a pre-planned track.
TTM: Tracked Target Status
Used to send tracked target information from ARPA to ECDIS.
111
VDR: Voyage Data Recorder. A data recording system designed for all ships, and
required to comply with the IMOs SOLAS Convention, in order to collect data from
various sensors on board the vessel. The information is stored in an externally mounted
protective storage unit.
VRM: Variable Range Marker. A feature of radar used to determine relative distance to
any target seen on the screen.
VTS: Vessel Traffic Services. A marine traffic monitoring system established by harbor
or port authorities, similar to air traffic control for aircraft. These use radar, CCTV, VHF
radiotelephony and AIS to track vessels.
WAAS: Wide Area Augmentation System. An SBAS system operational in the US
region.
WEND: Worldwide Electronic Navigational Chart Data Base. An IHO concept,
based on the set of WEND Principles, designed specifically to ensure a world-wide consistent level of high-quality, updated official ENCs through integrated services that support
chart carriage requirements of SOLAS and the requirements of IMO PS for ECDIS.

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ECDIS

What you need to know

What is the IMO resolution?

What charts does IMO require onboard?

Will I be able to sail without paper charts?

Who offers ECDIS training, and where?

What other navigational sensors can be connected to an ECDIS?

105 References and abbreviations

What does it mean to use ECDIS fully?

81 ECDIS, much more than a chart machine

What are the training requirements for ECDIS?

Port state control and flag state requirements

47 How will mandatory ECDIS be enforced?

21 Electronic charts and carriage requirements

III TIMETABLE FOR ECDIS CARRIAGE REQUIREMENTS

500 gross tons

No later than 1st survey after 1 July 2014

3,000 gross tons

No later than 1st survey after 1 July 2015

50,000 gross tons

No later than 1st survey after 1 July 2016

20,000 gross tons (new ships)

No later than 1st survey after 1 July 2017

10,000 gross tons (new ships)

No later than 1st survey after 1 July 2018

3-10,000 gross tons

No retrofit requirements to existing ships

Mandatory ECDIS /// What is the IMO resolution?

An ECDIS includes electronic navigational charts (ENC) and integrates position

Mandatory ECDIS /// What is an ECDIS?

An Electronic Chart Display and Information System (ECDIS) is a computer-based

The test procedures were developed by the International Electrotechnical Commission

How do you know

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

As this information can change, please refer to

OSI Nav systems

Mandatory ECDIS /// Manufacturer overview

Electronic charts and

(IMO SOLAS V/2)

(IMO SOLAS V/19)

(IMO SOLAS V/27)

2.2 Nautical chart or nautical publication

2.1 All ships irrespective of size shall

Nautical charts and nautical publications,

Produced and authorized by national hydrographic authorities such as Hydrographic

EC and carriage requirements /// What is an ENC?

IMOs definition for the Electronic Navigational Chart ENC:

the data format

EC and carriage requirements /// What is the data format of an ENC?

/// What is on the screen of an ENC display?

The ENCs geo-referenced objects and the appropriate symbolization contained in

EC and carriage requirements

/// What is on the screen of an ENC display?

Three pre-defined color schemes are therefore provided:

EC and carriage requirements

/// What is an SENC?

The IMO definition in the IMO Performance Standards for ECDIS:

and deliver the resulting SENC to the end user.

/// SENC delivery