RALPH BECKER-HEINS, ECDIS BASICS A Guide to the Operational Use of Electronic Chart Display and Information Systems First Edition OreTABLE OF CONTENTS Preface Backoround ‘The “ECDIS Basics” Book ‘Acknowledgement Disclaimer 1. ntroduetion 11 ECOIS -a Complex Navigation Too! 12 History and Development 13 ECOIS Display 54 What isan ECS? 18 The Potential Benefits of ECOIS 118 The Potential Disadvantages of ECDIS 17 The ECDIS Mindset 2 Functionality Requirements 2.1 "ECDIS" ~ General Term versus Operation Mode 2.2 ECDIS Performance Standards 2.2.1. Appendix 6 to Resolution MSC.232 (82): Back-up Requirements 22.2 Appendix 7 to Resolution MSC.232 {82): REDS Mode of Operation 223° Power Supply 23 Upgrading of ECDIS Software 24 Official Vector Chart Data 25 Tyee Approval 26 Summary Table for “Real” ECOIS Criteria 3. Requirements 3.1 SOLAS Chapter V Regulation 19 32. ECD'S Fitted on Board ~ More than the Equipment 33. SOLAS Chapter V Regulation 27 34 Flog Stato Requirements for ECDIS Carriage 4. ECDIS Training 4.1 Necessity of ECDIS Training 42 LegalTiaining Requirements 4.2.1 The STCW Manila Amendments 42.2 Cetitcation in Accordance with the Maile Amendments 2010 4.23 Internationa Safety Managoment~ Code {ISM-Code} 43 Adeitiona Taig Requirements 44 Types of ECDIS Tening 44.1 The IMO Model Course 1.27 (Generie Taining) " 2 4 5 5 7 a 8 2 a 2 2 25 26 26 2 30 20 31 2 M4 FY 38 33 a 2 6 46 4 8 9 50 51 82 524a2 48 46 54 52 52.1 522 53 $31 532 533 5a Bat 542 543 Baa 545. 548 55 551 552 86 61 62 621 622 623 624 63 ea ar 42 643 ead 65 oe 67 en 12 68 “ype Spectic raning/ Famuansstion with Shipoome ECDIS. ECDIS Training and Port State Control ECDIS Taining Providers chart Date ‘Oficial and Unofficial Chart Data Raster Cherts Characteristics of a Rastor Chart Faster Naigaional Chart - ANC Vector Charis Vector Chert Objects Cheracterities of a Vector Chart ‘Chart Praduction and Fidelity Electronie Navigational Chart -ENC S87 Standard: ENC Data Format 52 Standard: Presentation Library $100 and $-101 Standard ENC Navigational Purpose ENC Coverage ENC Ident fication Aetive Vecor Chart Functions Information Query or Pick Report Continuous Safaty Watch or Safety Frame Mode of Cperation ‘Automatic Chart Loading ‘Mode of Presentation Chart Orientation (vin Ship Mevoment “Tue or Relative Vector Overscatng and Underscaling Chart Symbols Display Fier Base Display Standard Display Al Display ‘Custom Display SCAMIN Prienay /Scoondsry Displsy Depth Shades Safety Contour andTwo Depths Shades: Four Depth Shades Safety Depth 33 ey 59 0 et et cy 0 n n n n a 18 78 8 ” at SESessseaaes a2 Seeese69 610 eat ean en ona ena 612 6.24 e122 6.123, 6124 6.125 6126 e127 a 2 73 73. 732 74 BA 82 an 92 93 93.1 932 933 934 935 9a 95 952 952 953 96 961 ‘Summary on Safety Sattings Colours and Brightness Presentation of Radar and AIS Information ARPA Targets Radar Overlay AIS Targets Target Data Overview Presentation of Other Navigational Information Weather Charts Tidal Height Current Flow ‘ce Charts ‘Temporary and Preliminary Notows to Mariners (T&PNMs} Bathyratic Inlays Picacy Maps (Own Chart Entries Electronic Bearing Line & Variable Renge Marker Line of Position /Positon Fix User Charts Adkins Objects Associated with Chart ‘Objects Nor-Associated with Chart vont Marker / MOB Marker ‘Chart Engines/ System ENC {SENC) Chart Engines / Kerne! ‘Systom Electronic Navigational Chart (SENC) Chart Logistics, Licensing and Maintenance WEND / RENC ENC Distroution Process |HO Data Protectan Scheme Parties Involved inthe Protection Scheme Data compression Data Encryption Data Licensing Data Authentication /ntegity Check ENC Distribution in SENC Format Chart Licensing Options Direct Licensing Pay as you Sai Licence-free ENC Chart Updsting| ‘Temporary and Preliminary Notices / Naviex Wasings 103 108 106 108 109 10 m m 12 113 115 18 "7 ne 2 12 12 124 125 1268 128 129 130 132 aw 138, 138 0 Mo ui ui nat 16, 149) 149 a9 181 152 12 183962 a7 10, wor wo2 1021 1022 1023 1024 103 103.1 1032 10.4 14a waz 143. wae 1045 was n mt mia wz 413 ue nat 122 1123 2a 1128 13 na nat maa maa 8 18 w 3 131 132 (Cumulative Versus Sequential Update Strategy ENC and Update instalation - Summing Up ‘Sensor Configuration and Management Critical Role of Sensors in COIS Sensors Connectod ‘Sensor Selection Sensor Alarms ECDIS-Sensor Network Functional Principle, Data Output, and Accuracy of Important Sensors Sensor References: CCAP and Units Consistent Coron Reterwnce Pot Sensor Units | (Own-Ship Presentation Ovn-Ship Symbol Heading and Stern Line (Own Ship Vector Prodicted Vector / Curved Vector “Tack History / Past Track Past Position Dots Voyage Plan Handling Voyage Plan Princioles| Guidelines for Voyage Planning Voyage Plan Appearance on ECDIS ‘Waypoint Parameters \oyage Pian Creation and Modification Constructing a Draft Route Visual Route Check ‘Automated Route Check Geometric Err ‘Saving the Voyage Plan ETA Calculations Voyage Plan States Stored State Loaded Stare Pativated State ‘Voyage Flan Menitaring Data Exchange for Tack and Speed control Recorder Playback Alerts and Warnings Types of Alerts and their Indication IMO Required Alarms and indiations 184 155 159 160 160 161 162 163 164 165 105 166 168, 167 167 167 168 169 169 m mm m 3 ™ ” m8 me 180 12 183 183 185 185 185, 186 1e7 189 191 195 196 19713.2.1. Chart Alarms end Indications 197 13.2.2 Route Pioning nations 198 13.2.3. Route Monitoring Alorms and indications 138 18.2.4 Equioment Alarm and indication 189 14. Effective Navigation with ECDIS. 201 14.1. Potential Eos in Dispiayed Deta 202 | 14.12 Errors Due to Quality of Hydrographic Data / Zone of Confidence 2 | 14.12 Errors in Indication of Own-ship Position 204 | 14.2. Potential Errors of Interpretation 206 | 14.3. Potential Errors ofthe Systern 207 14.2.1 Overview of Potental System tors zr 14.32 Anomals of Using ECDIS 208 18. Case Studios an 15,1. Stranding of MV LT Cortesia 212 15.11 Proposition 212 15.12 Occurence Summary 21 15.13. Anabsigof the Use ofthe Avaliable Elactronic Navigational Equipment 214 152 Other Caso Studies 218 16.2.1. Grounging of MV CFL PERFORMER 28 152.2 Grounding of CSL THAMES in the Sound of Mull 218 16. Annexes 20 Aboreviaions 218 B. Short Reference List of Modules According tothe IMO Model Course 1.27 ‘and Sections of this Book 2 C.—_Listof Fputes and ables 2 1D. Qvarview of Fag State Reguations 236 D1 Australia: Australian Maritime Safety Authority (AMSA) 236 D2 Antigua & Barbuda: Department of Marine Services & Merchant Shipping 237 D3 Bahamas: The Bshamas Maritime Authorty 238 D4 Bermuds: Government of Bermuda, Department of maritime Administration 239 D5 Caymanlslands: Cayman Registry @ Dnision of Cayman Maritime 240 D6 Cyprus: Ministry of Communications and Works, Department of Meck Shing zat 127 Germany: BSH ~ Bundesam for Seeschffshrt und Hydrographic 2a D8 Inds: Diectorate General of Shipping 202 109 Iteland: Department of Transport, Tauris and Sport 22 1.10 Isle of Man: Deparment of Economie Development 23 D1 MatshalIslands: Office ofthe Maritime Administrator 263 1.12 New Zesand: Mantime New Zealana 2a 1.13 Panama: Paname Maritime Authority 2a | 10:14 Singapore: Martime and Port Authority of Singapore (MPA 285 | 1.15 United Kingdorn: Maritime and Coastguard Agency {MCAD 2054 INTRODUCTION4.4 ECDIS ~ @ Complex Navigation Tool LECDIS stands for “Electronic Chart Display and Information System” and includes not ‘only the visualisation of all >3per chart information on a computer screen, but aso pro- ‘ides 8 wide range of ether data required for navigational purposes. ECDIS is a highly ‘complex and sophisticated system, which besides the navigational functions includes ‘components of a cornputerbased inférmation system delivering a rea-time display of ‘the navigato's own vessel loceted with reference tothe surrounding Sea ares. In the Performance Standards for ECDIS (MSC 292182) the folowing d ‘gven: ition is In total, the system includes hardware, application ECDIS sot 2, ras for presentation and dspley, status and parameters ‘of alarms and indications, ee. ECDIS provides a realtime display of crucial information “with supporting information that may be easily accessed and interpreted ina logical ‘manner. All these lems are accessible through an appropriate man-machine interface Lntimetely, the Key to the comprehensive ECDIS benefits lies in the electronic object ‘orientated chart date‘base and the Integration of relevant sensor date [Although stit under develooment, ECDIS has the capabity to include o:decty tink information from sources such as Tide Tables, List of Lights, Sailing Directions, Radio Infoxration or others in electron format. Additional optimising applications are op- tionally available eg, Weather Routing Systems, Fuel Management, and others, 4.2 History and Development Electronic navigation has been evolving for more than 25 years. n 1986, the North ‘Sea Hydrographic Commission complated a study, where the fist requirements and specifications for ECDIS were announced, During this ination period, ECDIS was developed as a Hydrographic dete exchange tool between the national HydrographicOffices for common chart seduction and updating. The maritime industry, however, ‘recognised the substantial potential ofthe system and the development of ECDIS was ‘ven on by scientists in Germany, the Netherlands, Norway and Canada under IMO ‘epordination and guidance. Non SOLAS vessels {yachts in particular) began using electronic navigation features in the early 80s. The comnmercisl shipping industry started to demand safer navigation ‘08 after a number of severe ship accidents, such as the grounding f the EXXON “VALDEZ in tines Willar Sound, Alaska, requiring more safety for navigation in ‘shallow and confined waters. interestingly. if Exxon Valdez had had ECDIS on board, _at least FIVE warning alarms would have incicated thatthe vessel was in danger cf ‘grounding, Finally, n 1996, ECOIS was offically introduced as a possible alternative to traditional paper charts forthe fist time. Nowadays, the dovolopment of more _and more accurate elactroxic positioning systems has merged with the capability for ‘Gsplaying an electronic chart and has led tothe fully operational and approved option ‘of paperless navigation. Looking back, the last decide has more or less been characterised by the develop- ‘ment oftachnicl and trsiring requirements for ECDIS. The most important regulations. _ae isted in te table below. veer solution oo November IMO Resolution AS17119) | CD'S “canbe accepted s com 1905 | ing withthe wo-todote chart requred | ty regulation v0 of he 15% SO.AS Consent, by ly 2005 | Amendmants to SOLAS Y | Specie reference to ECOIS state- mont that it"may be used to ful ‘he chart caniage requirements of tegsnion December | MOResouien MSC.20282 | Adoption he eve partrmance soe Soncnds or DS june 2009 | Arendt to SOLAS chapter__| Mandatory ECDIS cage equi ons | ete Jone 2010 | Mane Avennens 0 STC EOI competes mary tovgeond Ofers and Mas 68 | fom 12021.2 ECDIS Display ‘Most of the Electronic Chart Display and Information Systems offer the same basic functions and options. The display appearance varies nis layout depending on the rronocule bit eSB ra ERT ISTaTO SRT Bical, alaige art of the seen is covered by the chartimage. In addition, the min Jimum sensor information mus: be displayed continuously 2s text, usually in @ dedicat- ‘ed pane! and as eal time graghic data on the chem ital. The edge areas of the screen are normaly used to display and hide the menu bar and tool bars. An alert indication ‘must alzo be given by the system in case of danger to navigation, which must be both visual and audible. Although net mandtory, many ECDIS are, in addition, capable of displaying Feder, ARPA and AIS information.‘An ECS, oF “Electronic Ch st not be confused with ECDIS. In genera, ‘EES ica ar goes critters io eplay his poston ene See Page Ts ors coors snarl cnaTTan icon oaren poe ‘bean ECs ‘Tre citica consideration isthe adherence to all official cequtements for an ECDIS (lstod under chapter 2.6). If just one of the requirements is rot fuliled, the system hes the status of an ECS. An ECS doos not meet the mandatory chart carriage requir trans set by SOLAS fore tals are prowded under 311 AN ECS convo, sobre “Festa an par ol for evga on SOLAS she, eating tat Tangent Ea eee 1.5 The Potential Bi Since ECDIS was developed, the overall safety of navigation has ineveasod continu- ‘ovsly itofers many benefits to the watch keeping officer: nat ony does it replace the epee bt it increases situational awareness and works as an anti een en st up cores It constitues the main component ofthe vesse's navigational system and the operator can participate in the navigational benefits through proper krowledge and hanling ofthe ECDIS. The lst of benefts associated withthe proper Use of ECDIS is given below (without claiming to be exheustive} Ce + Reduced workload forthe navigator charts and natal publications updting, voyage panning, allinformaton in “one hand") «Neuigation in eal te increasing stators awareness in combination with proper lookout + Automatic ute montering warnings ad nceaions of hazards to the operat in tne sivas) «Automate rack contra reuces bunker cos if ECDIS is connected to the cuties, + Preicton of special manoeuvres (predicted path tial manoeuvte, docking mode) 4 Availity ofa chart durin the night without right vision ls 4 Access to aston sfoematon resources4.6 The Potential Disadvantages of ECOIS ‘The technology that produces the benetis can inevitably also lead to risks. An ECDIS. is only as good asthe operator who hanals it and does not replace the navigator: {900d navigational sis and seamanship ae stil essential o: safe navigation. The most ‘common potential risks are false isinterpretation _ ‘oversolance on i In replacing paper charts with ECDIS, mariners who are used to navigating on paper ‘charts, will need to cfticaly upgrade their cormpetence in haw to use the new tech- ology and, most importantly, Row to use iin the context al best practices for good ‘seamanship. Potential Disedvantages of COIS ‘+ Too much information on the scraon may cause ter and canbe distracting + Satmenus ean be way complex ‘+ Tho se of cart clpayed onthe scr montor i very much eduoed compared with the paper chart + Some symbols may be misinterpreted dv to unfariaty + Automate ting of positon can ead to complacency concetring the vessels poston and proxy to dangers + Contusion wth ECS, unautherced us for primary navigation| In order to minimise the r'sk of misintexpretaton, to reduce potential ECDIS errors {and to make the most efficient use ofthe ECDIS on board, ¢ professional, coordinated ‘generic and type specific ECDIS traning delivered by a certhed taining institute is, essential =4.7 The FCMIS Mindset. ECDIS is going to become the essential tool for the watch keeping oficer. One could 59) it is even the most complex systom on the bridge and although al type-approved vetsions ful the performance specifications, there are large differences botween the diferent manufacturers’ equipment. What the officer has to develop is an ECDIS ‘mindset. This means the atitude towards the ECDIS equipment. Developing an ELLIS mindset inotudes @ soune knowedge ofits ites ant puss ile, including ts strengths and weaknesses. With 8 proper ECDIS mindset. the navigator wil ecient intograte ECDIS in the ongoing nevigational process. He wil ‘2189 develop an improved situational awaronass and wil be able to more easily dently ‘any developing faults in any system he is confronted with. sound and well-grounded ECDIS mindset wil serve watch keeping oficors very well, no matter what equipment they are using Itis to this phitesophy that this book wishes to contribute in making the reader fa ‘mifar wth the most common festures and functionalities of ECDIS. Although ECDIS ‘lerents wil only be intraduced in general terms inthis book, the reader — once confronted with @ specific make and model - will ramember tat a certain operating ‘or sispay control must exist somewhere in the menu. He wil then start to explore the new ECDIS interface more confidently and allocate the new-found type specie ‘contol elements in proper way to his general picture of ECDIS operabityFUNCTIONALITY REQUIREMENTS This section discusses the legislative back- ground to ECDIS and the relevant roles of the MO, the IEC (Intemational Electronic Co sion) and the INO (International Hydrographe Office), Firstly, it covers a specification of the followed by a presentation of th significant aspects of the ECDIS Performancs Standard. Secondly, it highlights the necossity ularly upgrading the ECDIS software to the latest version. Subsequently, this section gives a rough introduction to raste charts and vector charts as far as the legal star dards for ECDIS compliance with th riage requirements are concemed. Furthermore, ment the necessity for ECDIS equ highiig to have passed a flag state type approval. Serietiiemder se:ECDIS eauipment comprises hardware, operating software, digital hydrographic data in the form af Electronic Navigatonal Charts (ENC), and a multitude of alphanumeric information. n pinepla, this chapter provides an answer tothe overall question: Under which requirements is ECDIS 9 “real ECDIS” and can therefore substitute baper chart navigation. The conditions with which the system must comply are summed upat the end ofthis chapter 2.1 "ECDIS" ~ General Term versus Operation Mode ‘Aimatis sometimes confusing isthe uadifferen cof the term he ‘peanut the wend DIS" ean tS EROS enone oer renal sorrectness in which itis used.Thus, in an expert debate it should be ciesry questioned ‘nether the discussion is about ECDIS in a general meaning, & inthe strict sense ofits peration mode, ‘On the one hand, especialy in common conversation, the expression ECDIS is used 182 general synorym for “al electronic navigation computers” on board, whether the 2ystem i in 091 ECDIS-made or not. According to this understanding, a tablet PC with ome chart image functions (such a system was introduced as an ECS in section 1.4) ‘sould be referred to incortecty as an "ECDIS" In this respect, the sults of some pals, on ECDIS, which have bean published in professional journals, were quite disilusioning ‘hen interviewees ware asked what kind of ECDIS they had on boar, they referred to quipment which was, in fat, ust an ECS. ‘nthe ather hand, an “ECDIS" is only “real ECDIS" which means operating in ECDIS- rode er ay SVG eocTioae TSeGe This lite bold ata he sot” ees aragiagh, Again, it must be stressed that any legally required ECDIS compliance fs ‘ven only when ECDIS is operating in ECDIS-mode Four criteria have to be met by the charting system to run in ECDIS operation mode, They se 1. fulfilment of the ECDIS Performance Stendards, 2. presentation software upgraded tothe latest ECDIS stondords, » leap tes acta whe a aborted as erent iaoatonal Charts ENC). 4 typo approval 2,2 ECDIS Performance Standards 'MO International Martine Organisation! Resolut 119) was passed in Naver {ar TeHbir om he Perforce Standards for Eecroic Chor Disply ond intra.tion System {ECDIS) were bid down. This resolution s valid for all systems installed solution MSC 232 (82), which to a very large extent Teles back again to the resolution A B17 (18), MSC 222 (82) deals with aspects of ECDIS use that were recognised during the implermantation and application of A 817 1) and takes into account she teenological orogress and experience gained in the ‘use of ECDIS in the 13 years since the introduction of A817 (19) in 1995. ‘One of the major amendments was the addition ofthe chapter “Scoge of ECDIS* which now includes a defintion regarding ECOIS: ‘Te Performance Standards lst all features, functions and displays an ECDIS must pro- vide as a minimum in order to receive type approval and thus meet the chart carriage. requirements. Looking at the Performance Standards, the user may get a substantial idea of wnat capabilities an ECDIS must provide, respective ofits brand. The user can rely on the fect that these respective items must e offered by any ECDIS. Butts the type sperifc issue to locate these functions on a specific ECDIS model Consisting of 26 pages, the revised Performance Standard is easy to read. After stating the purpose of the standard and defining the ECDIS-elated terminology the Performance Standard sets out how the SENC (System Electronic Navigation Chart) content should be displayed covering three diferent “fiter” modes (base display Sstendard display and cisply all other information, and makes recommendations About chart updates and the use of radar information within ECDIS. The performance standards also determine the use of colours and symbols in accordance with the IEC publication 61774; the avaiable char display modos; the instructions for route planning, monitoring and voyage recoding; the accuracy required from the system: the cnteria for connection with other equipment; a performance test capabilty with associates ‘malfunction alarms and indications; back-up arrangements and power supply. Looking at the issue of ECCIS connection with other equipenent, ECDIS musta least be wired to the shi roccompass, and tothe 5 stance ‘Chapter 10 wall deal with the sensor configuration and ‘management in deta ‘The main body of the publication MSC.232 (82) is supplemented by seven appendices cavering the folowing points:Felerence documents ‘Overview about al relevant ECDIS related publestions, 2 SENC informstion maiable fr | Dipiayed obec in he cferent spay apiay during route plenring and | modes re. coastlines, owns’ salty route monitoring ‘contour prohibited and ested eras, 3 Nevigatona laments ana Information about required navgntional fea pwameters ‘ures and cols i.e own-hiis movement ast ack wih time marks, warabie range ko, lator baring ine, danger Pgh light. waypoint, dance to go, ete) 4 ‘eas or whch spect cond | Aroas, whieh ECDIS shoud detect inthe tions exist, ENC and fer which ECDIS gies an alarm or indestion, Alseos and indications: | Specifies the reasons for ECDIS providing ‘erm and ication 6 Backup equrements | Doser the necessity of backup ar rangerents nd gives an overow about he equ functions and features which | | sr bo performed in case af an FCOIS ‘aie (ie. ste takeover of te route data foe further ute monitoring, depayng the route, presentation o formation te) 7 | COS mose a operation Provides a requirments for he usoge of NGS instead of ENCS by tha ECOIS fe splay modo, updating of chart info tion, ute panning, menitocing ana voyage 2.2.1 Appendix 6 to Resolution MSC.232 (82) jack-up Requirements ‘As lista in the above able 2.1: Appendices to resolution MSC-232 (82), the amended appendix 6 to MSC 232 (82) defines the cequitement fr backup arrangements. An “Boga baskuparangoront esol to provide conumty nthe oer of ure ‘or malunction of the main ECDIS, The idea ofthe backup arrangement is to ensure a safe tkeover incase of an ECDIS faire, Ifthe system felis during navigation, al func “Yons and information must be avaiable forthe backup arrangement immediatly“There are basicaly wo ways to reakse such a backup in practice Te otis a second EC DS, nih mst eo ft ai the Pestnrance Sander reqiements. inthis case most be ord soamise vanatrot sxaion othe others possible and that te ships postion cn be displayed cnt “Gils ranatenedly automate sypdvoriig. | the workstations ae of deren, — “Gani mig saan fo anual teehr the Toit plat and ch rete ~Tanue work his must be done advance fo the voyage riended rote changes aeinporeniod EcoIs ‘The other option isto carry @ ful flo of paper charts covering the area ofthe intend: ed voyage, Those charts must be maintained and updated menually before use. This method is time and resource consuming, ie. with a view to the additional workload. ‘The consequenceis that when paper charts are used asthe backup arrangement the actual position fixes including dead ro ‘complete voyags planning, regular SCL Ne CNT ETN TTT updating, T&P notices, ot, must be plotted on the paper chats as wel In addition to what is stated in the Performance Standard and Annex 6, there may be requirements from flag states and, depending on the vessel's tyoe, additonal require “Tons Tltng to membership of craaisavone such ae CCIM for erker operators 2.2.2 Appendix 7 to Resolution MSC.232 (82): RCDS Mode of Cperation Utimately, tne operation made of the system on board is Cwaractersod by its use of electronic navigational charts fr display on the monitor. There are two diffrent types, of digital charts: vector charts and raster charts, of digital chars: vector canes and aster chore, ‘Appendix 7 of the MSC.232 (82) Performance Standards deals with the use of official raster chats and sets the respective Performance Standards. Raster chets are ned peper chert. When official raster charts (Raster Navigational Chat, RNC) FSS Tair iv an doped o Tusa Ghat Dank Sate “FRODST modo: Append? spelfes tat n RCDS Thode an appropriate wsto- dale st “Bt papa Sars must alo be cared on board es For real ECDIS operation mode, official vector charts (Electronic Navigational Chat, ENC) are used as me “right fuel” as its sometimes called Bl MEINERSDepending on the county in which the ships rgistered, there are flag state regule tions that give individual requirements for the Those “You soe tcuromons Tot be obeyed hl hogs fhe chat crioge ‘equirements, For example and as a common cul, its-only permissible to sailin RCDS ‘made in ares for which oficial vector charts (ENC) are not avaible. Also an addtional ‘of poper charts is spaced. In mast cases a “reduced folio of small sale (over. view) paper charts s sufcient, the selection asiers responsibil [As chart typas and their characteristics are an essential topic for the mariner, chapter 5 2s specifically dedicated tothe presentation of rastercharts 2.2.3 Power Supply Similar to most other bridge equiamen, the ECDIS power supply stated inthe Perfo mance Standard has ta bein ine wth the SOLAS chapter 1 regulation 43 requirements? . Both the ECD an backup ae san man power supp, muse connectod by ndepen- sau =a Gent cabing either to oninvidal emerge ma Sesser emergency power supp the ship sifrs a main power failure once con ponents of the ECOIS are hacomnactod by vraon fr other moans from te sical erut,there 2 requioment tet even with power netuptons of up 04 seconds ding switchover {romain to omergney peor sus tho ECD Shai not raed io ekg i tme fs quatartood by an UninterrpsbieFower Supply (UPS) int the time exceeds & ‘need to restart the ECDIS an CET aa ee ae ater RST “F smal battery can maintain power for a longer period 2.3 Upgrading of ECDIS Software itis important for the safety of nevigaton that the application software within the ECDIS. ‘works fully in accordance withthe Performance Standords and is capable of displaying al the relevent digital information contained within the most recent chart data, Disturb ingly it has become apparent that not all ECDIS systems nay be fully effective, with the Intemnstonel Hydroaraphic Organisation (HO) advising that some systoms have repo cel fad to display significant underwater features. It is obvious that ECDIS software that does not employ these latest versions of the INO standards wil not operate inthe ost efficient manner and also new chart symbols will ct be shown correctlyBecause ofthat the IMO released a Safety of Navigation circular SNCite. 266 an ‘Maintenance of Electronic Chart Display end Information System {ECDIS} Software" in December 2010 which makes it mandatory to always upload the most recent updates to the ECDIS operation software. Otherwise, the system cannot be acceptec as an ECDIS in compliance with the ECDIS carriage requtements. In the circular referred to above, it is stated that evary ECDIS should provide e function ‘to display the version of the IHO standards being used by the software, though being ‘uly aware that finding this information ditfers from system to system andis net slvays easy to locate, As an alternative it may algo be possible to find this information an the rmanufacture’s website by using the mode! name and version number 2.4 Oficial Vector Char Official weetee charts are an absolute stipulation fo the operation ofthe system in EC- DIS mode, although presented in chapter 5.4 in more dotal, 8 short characterisation of oficial vecto: charts is heoful in gaining a better understanding ofthe criteria that have 10 be met for ECDIS to really operate in ECDIS mode. Vector chats ate based on a geovelerenced abject data base in which al the individual etals that go to make up 2 nautiel chart, such as depth soundings, buoys, anchorag and features etc. are sep arately encodedin a manner that they can be displayed 2s 2 chart Objectsare defined by a position refrence in at itude and longitd, to which the abet classin question (eg. cardinal bescon)is then assigned. Adana infos ‘ation is encoded by adeing abject atributes Vector charts NE 23: OFICIAL VECTOR CHANT At can be called “intligent charts" since every object of such a chart "knows" where itis and what itis. This offers @ range of function possibities suchas ant grounding alarms, look-ahead warnings, display fiter options, chert query ete. single vector chart is also called a cell. Al those calls wil be connected automaticaly by the ECDIS when in use to cispay a seamless char, even ‘when moving from one cal tothe nextConiy those vector batts which are published undor the authority of a national Hycro- ‘graphic Organisation inthe data format S-57 have the status of “oficial” vector charts and are termed Electronic Navigational Chart (ENC), For detailed information refer to chapters 6.1 and 5.4 “Taking up the question of which eviteria have tobe ret for an ECDIS to realy operate In ECDIS mode, the displaying of ENC data on the actual ECDIS monitors the most demanding. Wit just few clicks on the ECDIS menu, the chart type can be changed to FomENC data unwitingly, resulting inthe lose of the ECDIS mode and the downgrading of the system to a nomapproved status, 2.5 Type Approval In addition to the IMO resolutions that established the Performance Standards for an ECDIS, the intenational Electrotecical Commission (EC), based in Geneva, Switzer land, published its document IEC 61128 laying down the minimum specications (e. size of screen, memory capacty eto] that manufacturers must meet when producing ECDIS. Other IEC regulations that impact ECDIS are 60946*, 61162, and 62288*, In accordance with the Council ofthe European Community Directive B6/B8/EC on marine equipment (EC Marine Equipment Directive - MED), the equipment must then be chacked by an authorised body for type approval based on the tests and checks laid down intor alain the IEC regulations 61178 at seqg. The organisation to be entiied for type approval wil be named by the respective flag state asthe so-called "notified ‘body Usvally fag states assign this task ether tothe National Hydrographic Office or {3 classification society, Butather organisations can also full this task depending on na- tional regulations (e.g. navy. The scope of checks comprises SOLAS 74 rules and IMO resolutions mainly, The tests must have been performed by a laboratory wich has been accredited by the flag state. If the ECOIS fulis all the technical specifications it willbe granted type approval for sale and installation on ships ofthe respective fag state Within the European Union the label of a “wheel mark” ‘on an ECDIS certifies type approval valid forall member ‘states of the European Union. The abel comprises 2 elements:1. stylised steering witeel 2. numberof the Notified Body 3. production year ‘Whee! mark certificates have a valdty of five years, although there ste requirements for regular surveilance of manutacturing inspection or of the company’s quality man agement systorn For countries outside the European Union, mutual agreements usualy allow the transfer of type appreval results eveluated by one Notified Body tothe other. For the USA, e.g. the United States Coast Guard (USCG!, approval is menaged by Warrington CCertfcaton, In 2005, the signing af a Mutual Recognition Agreement (MRA) between tha European Commission and the USCG meant that Type Approvals and Quality Au dts conducted in either area would be recognised in the other, Certficates are issued ‘which include the USCG approval number 'As an example, the folowing administrations are responsible for tyre approval Flag State Denmark jon of Navigation se Hyckopraphy (ROANH) Geemony | Federal Hydrographic Agency (BSH) Grooce. Halanie Regie of Shipping a Ministry of Sipping Indonesian Maritime Authority “ne Merton Acriiston of aly Mariime Administration of Lata “he Litanian Martane Safety Admnivation ‘Det Norske Veritas (ONY) Marin industry thr (MARINA) Russian Martime Register of Shipping (AS) Marie and Pr: Authority of Singapore IMP ‘Sweden (Dt Norske Vertes (ON) | vein | Ubnin Maritime Adminwation‘The cetificates of the type approval issued by an approval organisation have 1 be kept on board, 2.6 Summary Table for “Real” ECDIS Criteria — Coming bak oh in austin Undo heh ctor the EDS '* Compfance with Prtormance Standards | equioment truly operates in = Minimum cenected versers (SPS, a0, og) | ECDIS made, the folowing table Adequete bsckup summarises the rebvant cond Connection to unintrupted power Supply + Uptedate ECOIS sotsnae | * Delay a fil and updated vectr chars + Type sproved sof ord hardware components tions: It just one ofthe paints is not ‘met, the ship wil oly be consid- 12 spon eens eniesun ted as being equipped with an Elgetronie Chart System (ECS) in this condition the system can only be used as an additional aid to navigation and the navigation has ta be performed on paper chars.3 CARRIAGE REQUIREMENTStion 3.1 SOLAS Chapter V Regula! This reguation species the equipment, which is to be caried on diferent types of ships, Orginal, the cariage of ECOIS was optional, but it will Become mandatory as the primary means of navigation for most SOLAS vessels accoreing to type, size and ‘age over the petiod from 1 July 2012 to 1 July 2018. As an exception under the High ‘Spoed Craft Code, high-speedcratt (HSC)" were requifad to have ECDIS fitted not later than July 2010. With regard to ECDIS, SOLAS chapter V regulations 19" states Paragraph 2.10 of SOLAS chapter V regulation 19 sets out the timetable for vessols engaged on international voyages to be obiged to carry an ECDIS in accordance with these regulations Figure 3.1 ilustates the schedule ofthe implementation phase. itis obvious from the schedule on the next page that there is no provision for cargo ships of less than 10,000 GT (other than tankers) and constructed bere July 2014 to be ited with ECDIS. 'As a concession for older hips, there is what is sometimes called @ "grandfather ‘lause” Any vessel that i 4 be taken pormanently out of service withintwe yaars of the mandatory implementation dates may be exempted trom the cariage requirements by its flag state.ew cash 10.0006T thew com Sngr2 S000 67 asingreene sp 20061 - ke hts 11000» itn ce 2820061 - —____sidanmataaaa {honest une on ate beac tea ‘eter fests spied meat the et ani suey to 3.2 ECDIS Fitted on Board - More than the Equipment ‘what does it mean in practice to fit ECDIS to a ship? To equip a vessel with ECDIS. isnot ust question of having the hardware installed onthe bridge by sor ‘engineers. In fact, the opposite is wue ~ a well-planned approacy is necessary to have 2 real” ECDIS fully operational before the deadline. Selecting ECDIS requires matching the individual ship operator's needs: whether i is a newvil or 2 retofit vosso, ECDIS may be part ofan integated Bridge System ‘ra stand-alone unit, or itegration of ECDIS ina chart radar, etc. There may also beindividual requirements dictated by the maritime authority ofthe vessel's hg state. This wil be followed by contracting a suitable chart supplier offering the best chat Keensing schemes, suficient chart coverage for the vesse’s trading aes, regular and most prac tical update services (e.g internet, email, and adeitonal information publications (such as TAP updates, tidal data, etc. ‘Adequate ECDIS taining ofthe crew early in advance is fundamental. The completion of {goneric ECDIS traning isthe obligation of those responsible for navigating the vessel, but the arrangement of type specific familirisation forthe ECDIS model onboard usu- ally les with the ship’ operator. Its the ship’ operstor who i responsible for selecting the particular ECDIS an oficer willbe confronted with on a specific ship. Depending cn the ECDIS model, raining possibilities can dite significant in terms of ime and geographical vali. Both on board as well as on shore, International Safety Management (ISMI prooesses, hock lists ete, have to be adapted. Furthermore, an shore, intensive co-ordnation be- twwaen classification societies, inaurers, and chartorers is easential to cover all aspects (of ECDIS implementation \When all he above conditions heve been met, the carriage and use of ECDIS as the primary means of navigation has tobe correctly annotated in the Record of Equipment (RoE) under the details ofthe navigational system and equipment. The Record of Equip ‘ment (RoE is attached tothe relevant shi safety certificate under SOLAS. Once listed here, itis the ECDIS and not the paper charts that isthe tool fr navigation. Asa conse- ‘quence, al navigational work has to be completed on the ECDIS ty the navigator e.g chart updating, route planningimonitoring, etc. Port state contol officers wil also align thelr bridge surveys with the primary means of navigation listed inthe RoE. When ECDIS is stated in the Ro, the back- up arrangement rust also be Se inchuded When stbstiutng + Compliance with Perfomance Standards paper charts with ECDIS as {+ Minimum connected senso (PS, gy, eg) the primary means of raviga * Acoquate backup tion, nauieal superintendents + Connection to poner supety | and mastere shout consider + Uptodate ECDIS sotware amending the curant RoE to + Daly of ofc and updtod vectr charts reflect suth changes + Type approved sot and hardware components + Regular chart supply ar updating services Feturing tothe table of the + Bidge oars propary ECO'S vained real” ECDIS criteria in seo + 18M procedures adapted tion 2.6 and compementing it * Liston vth ther parties (neues, chartrers. class) uth he above conelderatons, + ECDIS lstedin the Record of Equipment 2 ship may be fited with L_____ COIS under the conditions In Table 2.1jowing the guidelines ofthe British Admiralty, a siemonth advance period should be ‘aleulated betore ECDIS ise facto “ftted i. ship and crew are fully ready for ECDIS ‘operation. 3.3 SOLAS Chapter V Regulation 27 ‘To keep the ECDIS charts fully up to date has to be a high pty forthe bridge team. Only when charts are updated withthe latest information avalable will ECDIS mest the Performance Standards and thus be regarded as meeting the chart catiage require ments. Because ofthis, itis fundamental thatthe master and all navigation officers are fully aware of how to update and maintain the on-board ECDIS. To loave all the colevant knowledge on updeting procedures and processes solely to some kind of "designated, navigation office is surely an act of negligence. The obligation to keep ECDIS data up to date is pursuant to Regulation 27 of SOLAS chapter - nautica charts and nautical publications: Whereas the principal updating procedures should be familar tothe cavigator as an out come of goneric ECDIS training the type specific update ialementation process must be imparted by specific fariiaisation courses, as ECDIS models vary in the respective software handling, Besides the equipment related chart and update installer application, officers must be introduced to the chart and update ordering mechanism, Notnally ECD'S updates coincide with weekly paper crt corections. Updates are provided by the national Hydragraphic Offices collected by a dstribution centre and then, through the contracted chart supplier, forwarded fo the ship for updating the ECDIS (see chapter 96) Any device used to transfer ECDIS updates should be a dedicated unt fr that sole purpose only and be free of any viuses that may corupt the ECDIS software. Laige chart updates are generally received on a data CD and delivered to the ship, pariculaly where fies are too large or expensive to send via amaECDIS should store and display on demand a ecord of updates, including the time of pplication to the ECDIS database. This record should include updates for each chart, nti it is supersaded ty a new edition In the absence of an electronic update or the navigation eficr receives update messages by other means, the oficer has 10 perform manual updates on the ECDIS, In addition to the regular update, the mariner has to rake sure that the latest Notices to Mariners and those from the last two years are on board and that Temporary anc Preliminary Notces (TAP Notices) have been included in the regular weekly updating ‘procedure. In order to implement the appropriate TAP Notices, the user chart additions feature of ECDIS (see chapter 7.2) can be used to enter and store thesenotices mar- Lally, Not every Hydrographie Otfice includes T&P Notices in their weekiy update. For this reason, some ECDIS manufacturers allow T&P Notices tobe loaded via the AIO (ceriraty Information Overlay), see chapter 96.1 3.4 Flag State Requirements for ECDIS Carriage ‘The carriage recuirements for ECDIS dif from flag state to flag state, even though they are obteined trom the same IMMO convention, and are implemented through the appropriate national law. Ships sailing under 8 given fag have to folow the regulations set outin the law oftheir flag state Usually there are two kay points where fag states specity their specific interpretation: 1. the mandatory requirements forthe use of RCDS mode, and 2, the requirements for an acceptable backup arrangement. A very useful but not up-to-date compendium of flag state ECDIS requirements ‘was daveloped in 2007 by the Regional ENC Coordinating Centres (RENC)s, ‘the International Centre of ENC ()C-ENC) and Primar tt be found e.g. om -w.cosisregs conv ?authority=39). Ship ovmers and masters should aivays refer {0 their national sdeinistration and flag state for tho latoat information about the earoge requirements fo" ECOIS.51 Official and Unofficial Chart Data In the first instance, it must be determined whether a chart is oficial or non-official, The following refers to vector charts as well as raster charts. t seers IkS a very formal approach but only when published through 2 national Hycrographie Offea (HO), ‘does chart data obtain the status of being “offical” Please note the exclamation mark on “published” which aiso alow offical charts tobe “produced” by a body othe than a Hydrographic Office, 9, by a private company, To tun these charts into “official” charts they must be publshed under the authority of a Hydrographic Office. Usually, charts are labelled as being published through a particular HO. Official vector chants ate termed Electronic Navigational Chars (ENC) ~ whereas official raster charts are referred to as Raster Navigational Cherts (RNC) ‘A word of caution is necessary where unofficial vector chars are caneemed, which means they are not published thzcugh 2 national Hydrographic Office. A numer of serious private companies have developed their own digital charts data including Jeppesen, Furonay,Tansas, and Navionis. At this point, t must be made ele that, ‘when these chats oF pats of them are not issued under the authority of coastal state government and do not conform to the IHO standards, they have the stats of being unoficial, For exemple, Jeppesen and Transas have specially produced ines for yachts and other non-SOLAS ships. But at the same time they also market oficial ENCs from a wide number of fag states (see chapter 9.2. ‘The unofficial vactor charts can look lke ENCs and they can be used in an Electronic CChart System (ECS) as an aid to navigation only. The status of being unoficial does not automatically imply that nor-oficial chars are per se of inferior accuracy or quality to oficial ones. Usually, the companies producing digital carts have the same geod qual: ity control systems for both product ines — official and unofcial -and also meet SO standards for their nonoicial products. The main cause for not accepting unotfical charts for paneriess navigation is because of produ ably, an issue with all he legal consequences implied. When published under the authority of a governmental body, Fabilty issues rest with the gavorrment of the issuing nation and not wth the private producing company. At worst, a private company cauld be driven into bankruptcy, with the consequence that further updates and services tothe charts already in use ‘on boord chips would not be implomentod. Furthermore, regular update services for non-official charts may not be inline with the latest HO releases and ave usualy not published every weok but at longer intervals ‘To sum up, non-official charts are nat approved by the International Hydrographic. Organisation {IHO), so they do not satisfy the raquitements for use in primary navigation: using them in the equipment wil changeit from an ECDIS into an ECS. If such an unofficial chart has been loaded, the system wil display @ warning, ag “No official data available, Refer to paper chatt” as shown in Figure 5.1 next page.No official data available. Refer to paper chart ! No 5.2 Ra Restor charts are normally scanned paper charts or scanned material from which the chart is compiled. The elements of raster chart aro pixels. During the faster scan pro ‘255, the format ofthe paper chart is processed into rows and columns. The point of rig fr the columns and rows is usually the lower left commer of the chart The result of the scan is areadab@ matrix format dasctived by cow and column numbers, Typical file formats of raster chart data are, for example, HCRF or BSB. 5.2.1 Characteristics of a Raster Chart For the navigation process, every raster chart has to be referenced to the earth coordk nation grid. Using this ference, the ECOIS can identify which raster chart to deplay in relation to the ship's position as received by the GPS, which refers to the World Geodetic Systern 1984 (WS 84). ‘When displayed, the scanned chart wil show all cart objects 3s groupings of thou sands of diferent coloued piveis, Every single piel can be defined by its row and ‘colurnn number and the only idenafir of the pixel is its colour and the contrast: a pikeldoes not “know” to which object it belongs. In this sense, raster charts are"stupid charts” of “dead charts’ as they are rot interactive When looking tthe ight-loatsymlol ina vaste chat, the ved pixel contains no information apart tar the colour value in its geographic position It cannet there {ore provide data for interpretation by the system and the interpretation has to be done visually bythe user K b2.P0EL LnaTasioN oF The horizontal chart datum of older easter charts in nasten a particular may be diferent from WGS-84 ard is equal to that ofthe oiginal scanned paper chan. The operator has to read the ECDIS user manuel o fine out i the OFFSET cortection (horizontal ference between WWGS-84 {and the used datum) is appied automaticaly or how the deteuit settings have to be applied in order to correct the OFFSET error. The OFFSET error may shift the shio's po sition by several hundred metres depending onthe horizontal chart detur. This must always be considered by the nautical officers to ensure the correct use of ECDIS. AS soon asthe ship leaves the area ofa specific raster chart, the operator has fo recheck the valcty ofthe OFFSET value, In recent years the IHO has specified that al charts | Yren 7s ‘some older paper charts retain different horizontal 4 0 AB sss re corisscnvon py st erepecne paper cart covers exactly tho same ars asthe pager ine SA SLA" ehartit was based upon. As With paper chants, raster spices Tao charts alsa overiop at thet edges ln contrast vector - charts}. Due to the fact that the Raster Charts Display System can ond and present several accent charts simultaneous the operator's provided with an apparently seemless chart area onthe monitor Changing the display orientation from “North-Up” ~if possible a all ~ may atfect the readabily of th chart. Chart symbols in raster charts are designed to be viewed in 2 NNorth-Up orientation, ike 2 paper chart. Compilation scales of raster charts oan fe between each shart which can affect the detail and amount of navigational formation For retrieval of navigational information the navigator has to actin the same way as he does with a paper chert. For example, to read the effective magnetic variation, he has, to serol the raster chart for the suitable information note or compass rose. Further ‘more, zooming in wil give no further detail Because the qualty of @ aster chart isIimited by its pixels. Only the image resclution will got worse, Because of that raster charts are best used in thir orginal scale. “To conclude this module, her is a ist of raster chart specifications: + Heiontal chart datum canbe diferent | « Limited zoom options because cra is fromWasee asad on pies + Charts with he same navigational pur___| + Resticted interact e 9. no Fick Report. pose overapin the same way as papar | Lookaheod functon! | erons | + -Daad Chrno inherent alarm generation be dena norup erenaion | + Rete ge mama capscty | & Similar to pepe charts, al information ie | + Con bo updated wit ester patches | ceapayoa untneres | + Imegeatas eel tne GPS wih cart mage No customised presentation modo (0 Safe" aginst rong and potertaly fase Dispay, Standard Disp) angers operate sets 5.2.2 Raster Navigational Chart - RNC Only those raster charts which are official (soe chapter 5.1, Le. published through a national Hydrographic Office, ate approved for use under the SOLAS requitements ‘an offical raster chat is also termed Raster Navigational Chart ~ RNC. Inits special publication number 61, the IHO has defined the product specifications for Raster Navigational Charts (RNC), the so-called §-61 ANC standard. It gives quidance to the ANC producer as to which navigational chart data are requited for an RNC, infocmation about the digital format for the image fle and the update requirements. ‘To switch the chart system to RNC is permitted only where no oficial vector chart (soe chapter 54) exists and i endorsed by the responsible fag state, Once @ ANC is loaded onto the charting system and the system corresponds with the legal perfor mance standards as detailed under chapter 2.2.7 ot sea, the system is operating in the Raster Chart Display mode (RCDS mode) tt should be noted that in RCDS made, en appropriate folio of paper charts has to be cated, independent ofthe backup arrangements. However, the performance ste: dards give no guidance on what constitutes an “appropriate” portfolio of paper charts. ‘The defintion of which chats are appropriate may depend in detail on the flag state in terpretation. Usual, the extent and type of the paper chart folio will be determined by {risk assessment by the master. The risk assesseent will Cepend upon the vessel's physical cimensions, hydrostatic characteristics and area of operation and must ad Grass risks to own ship. other shins and the environment reuiting from ECDIS-elated ravgation hazards. The assessment should ensure all hazards have been dented and.that a system to manage the risks associated with those hazards has been suacesstul: !y established on bosrd, As an exemplary guidance, the Marine Guidance Note MGN| 235 |M+F} should be consulted. 5.3 Vertnr Charts Keeping in ind that this ECDIS book is intended to be closely related to practice, 6 sound understanding of a vector charts structure is essential in order to appraise al {We chart setting details being introduced in an appropriate manner. Oni against this background ist justifiable to take a closer look atthe cartographic background of vec: ter charts. It might help the reader to trenster his conclusions more flexiby to his daily ‘work challenges when handing vector charts Ingeneral, vector chart data is organised in cells A cell geographicaly detines a single vector chart. Ces must be rectangular .¢. defined by 2 meridians and ? parallels), In the case that cells have the seme navigational purpose, the data contained within the cells must not overlap. However, in rare cases itis permissible that their chart bound: ares may formally overlap. In the atea of overlap, therefore, only one coll may define the hydrographic data. Chart boundaries can be visualised by ECDIS on the screen. All invormation must be referenced to the horizontal datum WGS 84. With regard tothe vertical datum, the various levels which are used on paper chats for elevations and scundings will be used, for newer charts preferbly LAT (Lowest Astionomical Tide). \When used in an ECDIS, the vector chart content will be displayed as a seamless pat- tern userselected scales presenting user-selected chart ites, The chart image gen: ‘rated from the vector chats isnot a reproduction ofthe correspondina paper chart, Its difesng appearance is intended to increase visibility and situational awareness and toaliow overlays to work without adversely affecting safety, as well as to fit the limited size and resolution of computer monitors, ust to st a few af the features. However, ina strict sense, a vactor chart itself contains any an abstract description of geographic entities, but does not contain any presentation rules. All rules forthe display of vector chart content are in a separate ECDIS sohwace component ~ the resentation Library” (see chapter 54.2, aa5.2.4 Vector Chart Objects In principal, the architecture of a vector chart is very staighiforward. Every vector charts built up by just three types of objects: points, ines and areas ‘esenption single positon eterenc fined by longitude and ‘etude; edition feature informations ade Two postion references Joined by a vector wich represents the ne object ‘elton fete informa ton is ace ‘iw ebioat ‘Acipcl psion ter | fect bold pon | | elon tl Spends | ne nur ops | {ctor ene orm To avoid inftation: the blue or white coloured sea areas shawn on a chart are also ‘objects in this case, depth areas, \wen displayed on a monitor the image-presentation software {which is the Kemat-software} can reassemble the vector chart objects to either show them all ‘simultaneously or in an operatorselected combination ‘Any such chart objet is @ combination of is respective spatial object and one or mu tiple assigna feeture objects, Whether it ia a point, in, or aroa object ~ to start with, all rter to a position reference point, also krown as a spatial object. This is the mark ing ofa chart object's position in latitude and longitude by a supporting point. By thi, the system “knows” where to place an abject on the chart, That means for shifting @ chart object, € 9. buoy, only the data field containing the spatial information has 10 be: updated by 2 cartographer, To indicate what kind of object hes tobe displayod atthe respective positon, the Object Ciass must be entered. Depending on the Object Cass assigned, additional in formation can be added tothe object through the object atibutes, With the exceptionfof "soundings any tried dimension ia the marine context - depth — also has to be ‘set manually bythe cartographer vie the depth attibute from the attribute catalogue, For offical vector charts, there isan offical object catalogue isting all the defined object classes and attbuts. This catalogue is referred to as the Presentation Library ‘and has been derived fom the IHO $-82 standard, At present, 170 object classes and ‘bout 190 separate attributes ae listed (for urther information please consult chapter 9.4.2 “Presentation Liorary. To label objects with objects classes and atrbutes the '-52 standard has allocated unique 6 character code acronyms for shon reference. “The folowing exemple ilustates the combination of spatial and feature information Spatial [usr spatial |Larase14°N soe [i Object [LON ase,.0°w Feature | Object Cos Feature [BO¥SAN (Object |-attitute 1 Object |-BOvSAP; COLOUR; COLPAT; rte 2 “INFORM; PICREP; ScAMIN, | act 3 -SORDAT; SORIND: In the above example 8 point object has been used to ilustrate the principal structure of chart objects. Point feature objacts exist ata single location by nature only. Exam: ples are beacons, buoys, top mars, ights, wrecks, rocks, etc. Soundings are special point objects, a the depth value isnot assigned as an attribute as usual, but stored in the spatial object. — When ouiing ine ob- \ Jectina vector hart tho process very similar A in obec but by i ferent spatial obec but spatst |wwa lure jtarc justo ATE ah aesenegrotte same Object Group | SONA TONE LONE LOND LONE | feature object: In princ: Feature |Obeet Cass Plo, tis a vector chain Object au starting from start node, aioe 2 ‘connecting a number of connection nodes, and ‘ending at an end node. In order to identity the connectivity ofthe variousScns or cect a oe etn og fromm ons cass ewe Te : ccicaowe rte Ea A SINT SOR Se] cov tnt Sm pre ora || eons Avs caisua UNDE, CATCRL; CONDI, DATEND; DATSTA: DAVALI fine must not be split into DRVALZ NOBINN OBNAWS STATUS: ERDAT Rumeraus small segments, INFORM, NINFONE NTXTOS;SCAMAX: SCAMIM:TXTDSC amles of line objects ECOAT RECN; SORDAT;SORIND ate cosstines, depths ‘and lard contours, cables, pipolins, eteSpatial objet Cass ‘bite tbe 2 | ‘erie Feature rjc stioaw |se130N ‘sex0N [siin0.w ‘CATIMPA: OATEND; DATSTA; OBINAM SORDAT;SORIND:.. nthe chart a located at the same coordinat commen spatial objec uara |uare lure [usr [Lara Object Group | ON A| LON |toNC LOND LONA Oo758.0 (00757. O0r595'€ 09rS8,5°¢ OTB. the above 1o span an aoa in vector char, almost the same methodology is applied Here the aroup of position reference nodes, the spatial objects, form the ledges of a closed vector cycle. All space enclosed by this polygon is geo- metricalyatributed tothe ‘area object and deseribed by the feature object. ie. object class and atibutes. Hore again the feature object ID ident fies the common bond of spatial elements and the classitying feature object. Based on these principles of object architecture it is logical that 2 “reverse” ‘grouping between spatial ‘and feature objects also possible. To gain a better Understanding, a buoy with a op marke and ights can be used to ilustrate this. According to the object standard, lateral boy isa feature object as oll asa top mak. Also, Fight is a feature object, nits own. But instead refererce points on top of eact other, as they are ature objects can shareSpatia srasn (obec rou core | oer | 8orHescaran: ATL CUR OMTEND: -EOLOUR.COUPA. | CONRAD; DATEND, tive rvs; wanes; Toesupverace: | DaTSIA: MARS; MUTYEL Nos YeRDa" VERUeN; [OBINAM: PEREND: SECTAL; SECTRZ;SIGGRP;_ WTXTOS, PICREP; PERSTACSTATUS.VERACC; SGPER;stGSEa;sTATUS, Seanene seaman | VERE VeRACE: VALNWR, 1080 | ScAMAK SCAM INPXTOS SeaN | SORIND; Sonn; | ‘5.3.2 Characteristics of a Vector Chart “To-sum up, vector charts may be termed “intoligent” charts since every objec: knows” where itis (spatial information) and wat itis (feature information). Bacsuse ‘of this quai, the cherting system using them can offer a number of adcitional safety ‘and information services to the operator such as warning of impending dangarin {elation i enced information and the vessels aosition, fitering of the abject opu lation on the start, o interrogation of an object. This may include the integraticn of 2 huge number of information saurees such as the Admiralty List of Lights & Fog Signals {ALLES), Tia & Port Databases, so thet al relevant information is available at the operator's fingertips.‘Smart charts, interacive with operator | * Querying of car objects abou underying Hes diferent look and feel than paper chart | information | + Reauies tained userto dont chet | + Zoom in igh roti ait. apabiy to seting how dence data “Automate alarm generation inoutepan- | « Easy to corec, corrections by electronic ‘ing and during route mentoring upsstes + Categories of tata be ceplayed canbe + User chart ectons can be added inl fired pdatel + Presentation according to tho safety *+ Roques te memory eagacty (quick parameters of ho own ship toad) + Automatic suppression of data when in + Chart mage an be rotated, txt wil ‘smal then acartain Seale oom out romain ype + Goodete Datum shwaye WGS 64 5.3.3 Chart Production and Fidelity Toiay, the majority of vector chars ae stil produced on the basis of information ‘tsained from the existing paper charts. Bu, increasingly, where new hydrographic surveys are rendered the availabilty of precise satelite positioning and multibeam fecta sounders have been used to develop very precise digital databases in hydro- ‘taphic offices. The data can be tansterred directly tothe digital chart ies by passing the intermediate step of producing paper charts and using the data to produce both digital and paper charts When vector chats are derived from existing paper charts, the date of the last survey and the position measuring techniques of these days compared tothe extreme precise position fixing methods of today (which is commonly taken for granted) should raise a Certain sensibity fr the data accuracy possible at all under these circumstances. ‘When data are deduced from paper chars, a cartographer will use professional ‘semi-automatic software which works on the basis of object recognition to identity ‘objects on the paper chart. In this way, the spatial information and, to @ certain degree, the object class can be detected, but atributes for Turther object description have to be added manualy by the cartographer. For example, bathymetic data ofthe paper chart are processad into coastlines, depth linos or depth soundings. The atibute depth” ofthe scanned line has tobe set by the cartagrapher. “The following images are taken from the ENC designer software and with the permis 'slovof Sevens GmbH,lonetie = — Bh YSTAD A = Seats {2000‘The IHO produced its Special Publication number 57 (S-57) as the transfer standard for digital hydrographic data “his has been adopted as the ENC data format. The transfer standard was devetoped ty the IHO for the exchange of hydrographic data between hydrographic offices workdwida. It contains the object catalogue forthe official navige tional vector data and the lst of atibutes which are used to describe the objects. On the website wri S-87.com the interested reader wil find an easy-to-navigate search engine for object classes and attrbutes Every ECDIS equipment must be able to read the exchange format 5-67 ~ otherwise it cannot become an ECDIS, However, the reverse logic does not work — not every S57 chart meets the specificatons for an ENC. Some unatfcal charts are developed using the $57 standard, However - nd this wil lea tothe later introduction of "System Electronic Navigational Chart” SENC - the $-87 file format has not been optimised for decoding operation and display performance on a normal ECDIS, For SENC see chap tor 8.2, Under 57 an ENC is limited to § MB memory capacity. 5.4.2 $-52 Standard: Presentation Library ‘The S-57 standard is clos inked tothe S-52 standard for object presentation ‘Specifications for Chart Content and Disnlay Aspects of ECDIS” As described earlier, ‘an ENC contains an abstract description of geographic entities, but doos not contain any presentation rules. Allrles forthe display of ENC content are in a separate ECDIS software component - the -52 “Presentation Library” At present, the S-52 database consists of about 170 abject classes and about 190 separate attbute. Inthe case ‘that ECDIS is required to cisplay a cornplete new object cles (e 9. Archipatagic Sea Lane or Environmentally Sansitve Sea Area) not ony the S-67 but also the S-62 stan dard have to be amended, itis the purpose ofthis stendard to provide specifications and guidance regarding the issuing and updating of ENCs and their display in ECDIS. It contains requirements governing the use of symtols, colours and text. The presentation kbvary of symbols, figures and text is the wer dwide unique standard for the ECDIS developer and manu- acturer. To a certain exten, this part ofthe Prosentation Library is comparable to the INT? catalogue for the paper charts (key o symbols, abbreviations and terms used on paper charts compiled in accordance with the "Chart Specifications ofthe INO") 5.4.3 $-100 and S-101 Standard “There iso new standard S-100 (Geospatial Standard for Marine Data and Information) which came into force on 1 January 2010. In general, S-100 has related ECDIS and ENC. en)presentation more closely tothe 1SO 19100 series of geographic information standards (GIS) which are the established presentation standards in the nor-maitime word ‘Amongst other objectives, $-100 supports items such as imagery and griddad data, 30 ‘and time-varying data, the density of bathymetry, and sea flor classification. I iso, defines standards for the use of websbased services. One ofthe major advantages ‘willbe thatthe presentation rules are no longer lad down ina ile separate from the ‘vector chart objects in ECDIS (actual §-52). But instead the presentation rules will be incorporated together with chart abjects in the same code now. This means that in one Update « new object class could be integrated automatically together with its respec tive presentation rue Based on $-100, the next-generation ENC product specification, which wl be known 25 $-101, will take several years to develop and test. twill have forwards compatibility with §-57 ENCs: that i, an $101 ECDIS will accept $57 ENCs. This means thet the ‘managed introduction of $-101 wal not resut inthe withdrawal or early termination of 8.57 o¢ S87 ENCS, 5.4.4 ENC Navigational Purpose ENCs published by the HOs are classified in six categories that define their navigation purpose, also called "usage" Far this reason each category displays those objects ‘hich are needed forsale navigation in that chart area, Just ke the paper charts, an ‘approach ENC wil display much mare detailed information than 3 “general” ENC. ‘The $-57 ENC specification dees not provide guidance on the appropriate scale ranges tobe used for each ofthe six navigational purposes nor does any other international regulation, itis left to each national HO to assign their ENC cells to one of the naviga tion purposes. Howover, some ad.ice is rove ETA ced in IHO pubiiceton [| Overview 611499 998 ‘$65 and the SCAMIN® | ove Paper approved by the |_| General 1 180.0001 1 499 990 18" CHRIS mesting. §— 3 | Coastal 1585 000-1 179999 Both propose that there = shouldbe acorn |__| APproech 1:72.000- 148 999 between seale range 5 Harbour 14900-12198 ‘and navigational pur pose as shown inthe |__| Betting 21a table below, . TONAL Fu5.45 ENC Coverage published by the IHO from diferent ink re data limits wich ba ‘ording to their Navigational 1 can be visited a'5.4.6 ENC Identification NCS are named and pee idonttiec by an eighth Poe acter coc (or xara GB 600100. The first 10 9623000 z characters identify the oe a3e0t producer tor example = Great Brain, FR France, OE = Germany) To identiy a patil cade anc its producer, @ complete Ist of producer oeaaiess ccades can be found inthe ors2u0 IHO standard $-62. The esate thitd character (a number Desaisso 0 from 1 to 6} indicates eszis00 the navigational purpose band las shown in tho table under $44), Finally the last 5 cheracters are slohanureric and provide 2 unique identi. rae 5.5 Active Vectur Chart Functions As stated eater, the database structure of vector charts enables some helpful fea tion. Tho key for these adeitenal functions lies in the objectselaed data structure forming the basis of every vector chart, As any or chert is 3 combination of spatial information and feature information ‘there are ECDIS functions which tigger these vector chart objects to actively respond ‘to certain situations. Orn more simple words, there are ECDIS functions whic use ‘the fact that overy object “aware” of where itiz and what itis tures to improve the efficiency in navic 5.5.1 Information Query or Pick Report As indicated in the iroduction to chapter §3, neatly allinformation which is at ‘can be read by the operator using the “Query” or "Pick Re ;port” function. To acbvate this funetion the object either has to be clicked on drectty bby a trackball or be activated in @contiol fold in the ECDIS menu,With some ECDIS models there is the option to select the object search radius around the cursor position. Once the query task is aetivated a pop-up menu vill appear listing all chart objects which are within the query search radi. That means that even when ‘an operator clicks directly on a buoy he wil nevitabiy also retrieve information on the ich are all objects aditionally ‘epth area, the seabed area, the chat legend, etc acated at the cursors position Another functionality sometimes offered isthe possibilty to fiter the chart query dive ‘ed into object groups: points, ines, and areas, Once such a iter has been activated, are should be taken to disable the filter setting again afterwards, because otherwise he next query might suffer from this restriction he fact that important detail is not instantly visible represents the key siference between paper charts and ECDIS, Even with comprehensive type specific trang this factor constitutes the most dangerous aspect of navigating by means of ECOIS. Whereas historically the navigator has become used to all the necassary information being visible on the paper hart, the vector chert requires the navigator to be actively inquisitive and interogate cbyects and search for adeitional display features in menus he layout and usabilty of pick reports varies between manufecturers, although the ‘same basic information should always be present, As it can take some time to obtain ‘extra information from the ECDIS pick report, manufacturers sre now building in func 1s that provide kay information if the mouse fs hovered over the feature.‘5.5.2 Continuous Safety Watch or Safety Frame. One of the major crawbacks when navigating with ECDIS las inthe limite size of the display monitor, The Performance Standard sets a8 @ minimum a 19 “seroon Compared to paper chart (1.20m) the screen limitations will estict the ravigationsl overview forthe navigator when ENCs are displayed in thir natural scale. To artange for the navigational overview, ECDIS provides @ function which vitally scieens the 10a ates ahead, even beyond the visible screen, fo: hazardous objects in the databank “When the screering zone detects an object which is violating the safety ceri, it wail rigger an appropriste visible and audible alarm wellin advance. It also displays the _waining messages in the appropriate window. This function is termed "Continuous ‘Wateh” or "Look Ahead” (but algo as "Safety Guard’ “Guard Zone’ "Safety Frame’ or similar by he venous manufacturers). It must be emphasised thatthe Continuous Safety Watch only checks against the hydrographic chart data and not to ery real-world ‘sensor input. Size and shape ofthe frame diflers between ECDIS manufecturers Some parameters are tobe set by the operator. First, there isthe range ahead of the ontinuous Safety Watch function to enter, either in terms of distance or te, which is often given in mnutes corresponding tothe current speed of the ship. For this, the range ahead starts.at the bow ofthe ship ‘Second, i the shage is an oblong, the width ofthe area to both sides ofthe centretine ofthe ship needs 1 be entered, usually in metres. Altematively, with some ECDIS ‘models the shane of the Continuous Safety Watch is atanged as a cicult arc to both ‘sides of the own ship's course vector. With some manufacturers the beam spread angle is prefixed at a constant angle “Third, the erica! chart depth has to be defined vie the safety-contour sating. The safe ty-contour value determines the Frit from which lower (shallower) depth Ines corning into the Continuous Safety Watch area wil rigger a chart alan. Varying wth the safety philosophy of the particular manufacturer, the principe of safety-contour setting may folow aiferent srocedures Ether the value forthe saety-contour can be entered directly ot wil be caleulated by some automatic function based on, for example, the actual safety dcaught. Importantly, the safety-contour wll not only affect tre Contin: uous Sefety Watch function, buts also shared with other chart functions. t wil iso customise the border between navigable white) and unnavigable (blue) waters on the ‘vector chart (gee 6:71) when using dayight colours. Furthermore, the saety-contour has @ basic role in the automated route check when route planning is performe n23)‘Some ECDIS wil actually display the safety frame if required. In Figute 8.14 the frame is indicated by the grey dotted nas to both sides of the own-ship vector. It shows the manitored area ahead, to starboard and to pot ofthe ship. ‘Although obviously a very important function to the ECOIS, paradoxically the specifications for it are subject to manufacturers iferent interpretations This ranges from the nomenclature ofthis function over the shape of the zone tothe eitera for ‘ising the slarm. Looking atthe Performance Standard MSC 232 82) it a simply states: ‘Although the criteria for Continuous Watch Alarm do vary from manufacturer to man Utacturr toa certain extent, they all ave in common thal the crossing of @ safaty con tour as well as the entering of prohibited and special areas must generate an alarm, For safety contour violations en slarm willbe generated twice, The fst alam is gener: {ated when the ship's Continuous Watch area crosses the contour. A second arr iz ven when the ship's position easches the contour In Annex 4 tothe Performance Standards MSG222 (82! those special areas are listed:Sr ate seperation schome * inshore tatfic ons, + Restited areas * itary proce eos * Seaplane lncing areas + Submarine vans nes + Coution teas ‘Anchorage areas + Orfanare prcuetion areas + Marine fame + Aroas tobe avoided + Parteuarly snstive sea areas PSSA User detined reas ‘Although listed inthe Performance Standard, a clear defiion ofa “prohibited area” is missing frm it. Guidance can be found in the S-57 ENC Object Cetalogue where speci ‘ie object classes can be tagged withthe atvibute “Restriction” (RESTAN). One of the 27 assignable attribute IDs is number 7 “entry prohibited Eventually those object classes, ‘which cary “entry prohibited” in ther attribute are refered to as Prohibited Areas. Possible object classes are: ‘Classes with Possibie “Entry Prohibited” Attribute 1D “Anchorage area ACHARE * Ofchore production sts OSPARE * Cabo ares CBLARE + Pipcine area PIPARE + Deep water route pat DWATPT | + Precautionary area PRCARE + Dredged area DRGARE + Restictod area RESARE + Bumping ground DMPGAO + Seapine lending area SPLARE + Fanway FAIRWY + Submatine tara line SUBTLN, * Inewaration area CNARE + Toritoral sa aes TESARE «ashore tafe zane ISTZNE * Tae Seperation Scheme - Crossing TSSCRS ‘+ Maine ornicultre MARCUL | Trae Separation Scheme - Lene part TSSUPT | s_Minary practee area MIPARE | + Tate Sparaton Scheme -RoundeboutTSSAON al conditions exist with the possible prohibited th the exception of caution areas, ‘teas to be avoided, user defined areas and PSSAS, al special aras ate also objected lasses which can be anviautad as “entry prohibited Comparing the areas for which spec areas, a considerable overlap can be observed, W With regard to alarms caused by other objects, manufacturers have either made thee ‘own addtional safety considerations and pre-canfigued a catalogue of additional objects for sounding alarms, or some ECDIS offer a tick-box manu and eave it to the navigator to personally organise the index. The folowing table gives some examples of such additional abject:Examples * Lend areas "= NAVTEX object + len atoas ‘Own chan ontis (ater than useedetined + Fishery 20008 anger seas), + Boye and beacons 1 ARPA and AIS targets There are some ECDIS types which allow the navigator to cigable the mandatory alarms either completely or by grouns, Confusion is pre-programmed when the “safe- ty frame” remains visible on the chart, athough all Continuous Safety Watch Alarms ‘ate switched of With a view to the frame dimension settings and the adjustment of alar-sensitive objects a proper handover to the oncoming watch keeping oficeris essential When the appropriate mensions ofthe safety frame are being considered, the charactor istics ofthe ses area in relation to the own ship's manoeuvrability must also be taken into sccount. In cosstal aroas the look hoad function wil rigger too many alerts if itis ‘et 109 wide of too long, For example, when crossing @ fairway, every buoy will cause an alr to be sounded when it moves into the look-ahead zone.5.5 Mode of Operation ‘Assuming that the equipment installed on board fulfils all the conditions of an ECDIS {see also chapter 2.6), the type of chart being displayed may tip the scales towards the operational status in which the "ECDIS” is tobe oporated, There are tee distinct modes the system can be changed to: cary coy Cee etn " ny Use of ENC charts Use of ING charts Use of unofficial charts | Mestng tan cargo | Adional appropriate set | « Missing cart caage re requirements of paper cans auiomenis + Pray navigation + Doss not have ful fune- | + Navigational i ot, no to + Primary navgation ‘ion system when area snot overed by ENCE ‘+ Then mecting chart cat | Logo roguesCHART PRESENTATION While chapter 5.5 dealt with active vector tune! uery / Pick Report or toh / Sal his focus on display functions of EC influence thi atior on the screen but do not enable data itself to actively warn and i operator, In common with the activ omise the display appearance either in accordance with safety parameters, adaptation to ambient light conditions, or lume and appearance of chart information6.1 Automatic Chart Laading Most ECDIS can process data from several charts simultaneously when dsplaved together on the screen, fer exemple, when the ewn ship is crossing cel borders. But ‘so for other applances concurrent char loading is necessary. For instance, the Ad! (0) or the AntiPiacy Planning Chart ace adkhtional charts that ee loaded paraie! tothe underlying ENC. Con -CDIS (Warfare ECOIS} the need for adetional tactical ayers 8 oven more obvious rniraty Infermation Outlay \When no other setings to configured by the operatr, the systern automaticaly loads the most detailed Vargest scale} ENC avaiable inthe databese, If the ship's sya! is sailing acs the chart, the tea surrounding the ship’ssyrnbal i constantly ang seamlessly filed by appropriate ENCs, alsa automatically Tis eutornatc chart loai can often bo switched on > off or had toa user-selected chart fixed), Some EC DIS makers offer an “autoscale function so thatthe scaling of the charted area wil change whien the ship's poston is covered by a new chart with a different scale || 206° anc || ome ocr) ices Sevence- ARCS ee sence iam seat || Foo -— ee ‘When automatic chart loacing is activated, the operator usually has to narrow the chart nart database selection box, Adctionally, @ chart loading priority ist can be enabled ‘where chart formats ar listed in an otde in which they vl be used for rendering art data, which mesns the higher a chart format appears in the enabled ist the soon ait wil be selected for displaying In case, accidentally oF deliberately, an unotfcial chert 's loaded, sone ECDIS wil splay an orange border ino around the unotfical char and will show a respec:6.2 Made of Presentation ‘Siier to Radar, ECDIS can aso be set up in ferent presentation modes that bbe selected to best suit the general chart arrangement necessary to satisfy the actual navigators need 6.2.1 Chart Orientation Most ECDIS offer two diferent modes of presentation for displaying vector chart nformation: North-up, or Course-up. “The IMO Performance Standards requte Nosh-uppresentation, which corresponds “with the traditional layout of nautical charts which north is always atthe top of the ‘sheet, Other mods of chart presentation are nevertheless allowed “The Course-up display is based on tho heading actualy fi) a being steered, whichis shown load to the top of > the disoiay The chart orientation is identical tomo view | Y orthosis - \' 4 6.2.2 Own Ship Movement “The motion made determines how the tails of own ship and moving targets are shown across the screen and naw chart information is undated. There are two mades, hes ae identical the familiar radar settings, Wue motion and relative motion. Tiuo Motion Display means thatthe own ship and every radar or AIS target syrnbo} moves across static chart exactly s¢crvonised with the actual (ue) motion. Own Ship crosses the chart at its eet course and speed and the chart must then bere ‘once the edge ofthe char is reached. For this mode, most ECDIS allow a frame to be defined for displaying reset boundaries in order to roload the chart picture in True Mo- i eee eer eee teestion Mede. If the vessel reaches the edge of the true motien frame in the chart, the picture willbe reloaded and the owrship symbol wil be ceposi: vioned to rhe opposite edge ofthe frame. True | motion isthe only mandi tory mode for ECDIS, Tue motion can be either 2 ‘round stabiised or wa Ficbnt 64 TRUE Monon Hae torstablisad. Ground ste bilised means that own ship but also target ship movernonts are displayed in rue mode, based on Course Over Ground ICC} and Speed Over Ground ($06). These data are alsa shown on the ‘ovmn ship sensor panel and consequently the target data overview. Also, when tus vectors (see section 6.23) are activate, vectors willbe based on ground stabilised information On the other hand, when true motion is switched to weterstabilised, own ship and target motions are based on sensors that deliver Course Through Water (CTW and Speed Through Wister (STW). Subsequently, the sensor panel, target dita overview ‘and tue vectors will present water stabilised data, (One of the primary tasks of an ECDIS is route monitoring, This implies that the system 's used in ground stabiised mode, The use of ECDIS for colision avoidance is con ‘troversial When applied for colision avoidance, water stabilised motion has to be selected in mation mode 3s stipulated by the COLREGS. Where, for ample, @ trang current is afecting own ship and target objact movement, correct situation aware ess is essential base any antrcolision decsians and subsequent manoeuvres on waterstablised presentation Irmproper uso of ine stabilisation mode can lead to citical misinterprettions 3s, ilustrated in Figue 6.5. The graphic shows two vessels steering opposite courses — a typical head.on siuation where BOTH ships have to take action aceordng to rule 14 of ine COLREGS. Now both vessels are afected by the same stiong current seting to ‘the south. When in waterstabilsod made, the vessels’ movements together with the ‘rue vectors continue to present an ant:colision picture ofthe head-on situation, How ‘over, when switcted to ground statlised mode the situation can be misinterpreted as crossing situation entaling totaly citferent responsibilities fr the vessels involved In gonoral, target nformation in ECDIS may be used only with particular caution, whentall, fer colision avoidance. In such cages, the use of radr asthe tradhtonal tool for ant:colision is more appropriate In Releive Motion Display the own-ship symbol remains stationary inthe centre of the menitor while all ther charted information and targets move in relation to it.The chart is moving “under the keel" In Relative Motion the system allows a position 10 be defined for the display of the own ship symbol. This functionality is similar tothe oft-cenie functionality in 2 radr system and always displays a maximum view ahesd 6.2.3 Tur or Relative Vector Vectors are shown on the display to indicat the velocity {speed and ditection) of | ‘own-shp and moving targets. The length ofthe vector indicates speed and its bearing indicates direction, The vactor made determines whether the vectors represent the | true movement of targets ofthe movement relative to own ship, ‘When Te Vector Mode is selected, all moving targets and own ship have a vector representing theic movement (speed and dtection) either through the water or alter tively overground, Stationary targets do not have a vector. On an ECDIS without radar overlay, the vector mode defaults to tue, In Tue Vector Mode, the ship’s heading and speed vector is displayed as course and speed through water vector (data received from gyro, log) or selectively 35 course and speed over ground (data received from GPS}, On some ECDIS a dashed ne presants the overground vector, and alternatively a straight line presents the through-water ‘vector, Some other ECDIS provide optionally stabilisation indicator at the ond ofthe speed vector, where the aver ground vector is presented as @ double srawhead and the through-water is prosented as a single arrowheadin the Relative Vector mode, if own ship is moving all targets, bath moving and stationary, have a vector presenting their movement (speed and dtection) relative toown ship. Own ship wl not have a vector inthis made, asthe ship wil not move ‘olatvoy to itself. As Known fom radar navigation, the relative vector mode is best for antrcalision appraisal. Iti easy to check whether the lengthened relative vector af targets does intersect with the clasad-quarters area around the own ship marked, for example, by the variable ange marker (VAN 6.2.4 Overscaling and Underscaling NCS are produced, as wore paper charts, toa scale + tom | that is suited to their primary navigation purpose or | ‘area -the compilation scale. This is a0 the recor | mended scale fr viewing. In ocr to counterbalance the loss of situational awareness that zooming can cause, ECDIS displays 2 scale or lattude barat the left-hand side of the chart sereen to keep the of aware of the chart scale, Some also oer a function 10 clisplay the currant ovarseale at 200m factor (ss with @ 200m lens in photography). This value will be displayed | in the chart sree to give the navigator an indication ihe | 's using the chart in he corect scale. I there isa value displayed, the officer should adjust the zoom of the curtenty displayed chart to remove this aver or under scale effect. sa Overscaliog occurs when [Shwe || an ENCis dsplyod at cae | | scale lager than inten EERE, |] cay tre compiaton sale, say 1,000 when FeReTeR | intended obo 1:22.000 Heese, ||) There can bo two causes ey for tis: the very obvious JE fetea1] one ot having zoomed 0 fat and the uch coe, | less obvious one of StS |] nang moved ino an (Pscummat || area that loads a ceil with a different compa: scale to the current side the viewable that would uch information to move in the missing data viewing scale, Oversealing can caus area, What Overscaling cannot do, is ibe only included in an ENC compied ata larger scale, This leaves the operator with 2 ‘eassuringly scaled chat display tut not all the relevant data ECDIS recognises ths stuetion and automs ing of vertical back tines, as a rule witen the zoom exceeds twice the compilation but varying according to manufacturer. The waning tells the user to zoom beck mage Tor navigation ally displays a warning pattern consist scale, ‘4 102 smaller scale to obtain an appropri Underscaling, on the other hand, occurs wan an ENC is spayed a a scale smaller than intend ed by the compilation scale, say 1:22,000 ‘eer interided to be 1:8,000. In a sim iar manner to Over here can be to causes for this cf having zoomed out 00 far; ana the much less obvious one of having moved into an area that loads 3 call witha diferent compilation scale to the current viewing Here, ECOIS wal indicate such Underscaling by displaying a visual warning in the form ofa coloured polygon around the underscaled aea, provided that a more suitable alternative ENC is avalable, Another method of indicating this problem is to csplay a text warning on the display: "Look up better chart or "Larger scale chart avaiable at ship's positon In sucha case, the operator simpl has to 200m in the outined area to call up the aiternative better scaled chart. Underscaing causes scale-elated data objects with SCAMIN attibutes to be hidden, thus depriving the operator of some of the avalable infoxmation. Note: Qversealing and Underscaling can occur at the sams time on the ECDIS monitor if two cells wth widely diferent scales are displayed at tho same time. Wa eee ee ere sree