What is ECDIS
The Electronic Chart Display and Information System (ECDIS) is a development
in the navigational chart system used in naval vessels and ships. With the use
of the electronic chart system, it has become easier for a ship’s navigating
crew to pinpoint locations and attain directions.
ECDIS complies with IMO Regulation V/19 & V/27 of SOLAS convention as
amended, by displaying selected information from a System Electronic
Navigational Chart (SENC). ECDIS equipment complying
with SOLAS requirements can be used as an alternative to paper charts.
Besides enhancing navigational safety, ECDIS greatly eases the navigator’s
workload with its automatic capabilities such as route planning, route
monitoring, automatic ETA computation and ENC updating. In addition, ECDIS
provides many other sophisticated navigation and safety features, including
continuous data recording for later analysis.
The ECDIS utilises the feature of the Global Positioning System (GPS) to
successfully pinpoint the navigational points. It also has to be noted that the
ECDIS adheres to the stipulations set by the International Maritime
Organisation, and thus it adds to the trustworthiness of the electronic chart
system.
ECDIS is basically a navigational information system, interfaced with other
navigational equipment such as the GPS, Gyro, RADAR, ARPA, Echo Sounder
etc
ECDIS also incorporates and displays information contained in other nautical
publications such as Tide Tables and Sailing Directions and incorporates
additional maritime information such as radar information, weather, ice
conditions and automatic vessel identification.
Advantages of ECDIS over paper charts
1. All information is processed and displayed in real-time
2. It eases the process of passage planning
3. One can get all necessary navigational information at a glance
4. Alarms and indications are in place to indicate and highlight dangers
5. Chart correction is made easier in ECDIS as compared to paper charts
6. Charts can be tailored as per the requirement of the voyage
7. Other navigational equipment such as the AIS, ARPA etc can be overlayed
and integrated
8. Charts can be oriented as per requirement
9. With the facility to zoom in and out, features can be examined as per
necessity
10. One can obtain a more accurate ETA
11. Charts can be interrogated for detailed information
12. All in all, it enhances the safety of navigation
Types of ECDIS charts
Raster Chart (RNC): RNCs are a direct copy or a scan of the paper charts. It
looks identical to a paper chart as all the information shown is directly printed.
The chart only grows larger or smaller as per the zooming and when rotated,
everything rotates.
Vector Chart (ENC): ENCs are computer-generated charts. The details on an
ENC can be turned on and off depending on the requirement of the user.
Objects on the ENC can be clicked for more details on the same. Depths can
also be monitored to obtain a warning with regard to grounding. When
zooming, the features grow large or small but the text remains the same.
ECDIS covered under the following
1. SOLAS Chapter 5
2. Port State Control Requirements
3. IMO Performance Standards for ECDIS
4. S 52 Standard (Display Standard)
5. S 57 Standard (Compilation Standard)
6. S 63 Standard (IHO Data Protection/Encryption Standard)
ENC (Electronic Navigational Chart) Layers
● Display Base (No information can be deleted)
● Standard Display
● Full Display
● Custom Display
Minimum Interface Requirement
● Position Sensor
● Heading Sensor
● Speed Sensor
ECDIS Compliance
● Approved ECDIS with approved backup
● Type approved hardware
● Type approved software
● Approved installation
● Official Chart Services
● Training of Officers
Chart Updating
Updates to the ECDIS charts may reach the ship in various ways, depending
upon the capabilities of the service provider and the onboard communication
facilities.
● On data distribution media (DVD)
● As an email attachment (SATCOM)
● As a broadcast message via SATCOM plus additional communication
hardware
● As an internet download
Voyage Recording
● Minute by minute recording for the past 12 hours of the voyage
● Record of 4 hourly intervals of voyage track for a period of 6 months
Dual Fuel: Dual Fuel is the use of RNCs when ENCs are not available with
approved paper chart backup.
Alarms and/or Indication in ECDIS
Alarms
1. Exceeding cross-track limits
2. Crossing selected safety contour
3. Deviation from the route
4. Critical Point Approach
5. Different datum from the positioning system
Alarms or Indication
1. Largest scale for alarm (present chart too small a scale)
2. Area with special conditions
3. Malfunction of ECDIS
Indication
1. The chart over scale (zoomed too close)
2. Larger scale ENC available
3. Different reference units
4. Route crosses safety contour
5. Route crosses specific area activated for alarms
6. System test failure
For ease of understanding, Indications may be either visual or audible whereas
Alarms must be audible and may be visual as well.
Power Supply
● It should be possible to operate ECDIS and all equipment necessary for its
normal functioning when supplied by an emergency source of electrical
power
● Changing from one source of power supply to another or any interruption
of supply for a period of upto 45 seconds should not require the
equipment to be manually re-initialized
Carriage Requirement
● Passenger Vessels > 500 GT
New Build – By July 2012
Existing Build – By 2014 (Built before 1 July 2012)
● Tankers > 3000 GT
New Build – By July 2012
Existing Build – By 2015
● Cargo Vessels > 10000 GT
New Build – By July 2013
Existing Build – By 2018 (Built before 1 July 2013)
● Cargo Vessels > 3000 GT
New Build – By July 2014
● Cargo Vessels > 50000 GT
Existing Build – By 2016
● Cargo Vessels > 20000 GT
Existing Build – By 2017
Limitations of ECDIS
1. The accuracy of the information received via AIS is only as good as the
accuracy of the AIS information transmitted. The same is applicable for all
other equipment’s interfaced with the ECDIS.
2. Position of ships received on ECDIS display might not be referenced to
WGS 84 (World Geodetic System 1984) datum
3. Over-reliance on ECDIS for navigational safety should be avoided until it
is confirmed that all the data transmitted, received and displayed are
accurate
4. Users must be aware that any erroneous information is detrimental to the
safety of own as well as other vessels
5. Some sensors might lack integrity with regard to accuracy and those that
have not been tested
6. Not all ships are fitted with ECDIS and hence one cannot be sure of
technical ability with regard to positioning as well as navigation; the kind
that ECDIS provides
It is never prudent for the OOW to depend solely on the information on the
ECDIS. IT is only an aid to navigation and never replaces the human quotient
which brings in the skill and expertise with experience that an ECDIS can never
provide.
IMO Performance Standards for ECDIS
1. The primary function of ECDIS is to contribute to safe navigation
2. ECDIS with adequate backup arrangements may be accepted as
complying with the up to date charts required by Regulation V/20 of the
1974 SOLAS Convention
3. In addition to the general requirements for shipborne radio equipment
forming part of the GMDSS and for electronics navigational aids contained
in IMO Resolution A.694 (17), ECDIS should meet the requirements of this
performance standard
4. ECDIS should be capable of displaying all chart information necessary for
safe and efficient navigation originated by and distributed on the
authority of government authorized hydrographic offices
5. ECDIS should facilitate simple and reliable updating of the electronic
navigational chart
6. ECDIS should reduce the navigational workload compared to using the
paper chart. It should enable the mariner to execute in a convenient and
timely manner all route planning, monitoring and positioning currently
performed on paper charts. It should be capable of continuously plotting
the ship’s position
7. ECDIS should have at least the same reliability and availability of
presentation as the paper chart published by the Government-authorized
hydrographic offices.
8. ECDIS should provide appropriate alarms or indications with respect to
the information displayed or malfunction of the equipment
ECDIS Training
There are many institutes that conduct the ECDIS course. It is usually a 5
days extensive course for which candidates must have completed a year
at sea as a Deck Cadet. Every institution has a different price range for
the course and that must be checked on the institute’s website itself.
The institute must also be checked for approval from the respective
governing body of a country (e.g. DG Shipping for India). With more and
more ships inculcating ECDIS into their system, the knowledge, skill and
understanding of ECDIS should be emphasized.
The same is achieved via simulators during the tenure of the course.
Almost all institutes also put possession of a ROC ARPA certificate of
proficiency as a prerequisite for entry into the ECDIS course.
The concept of ECDIS is something that is gaining more and more
popularity in today’s times. By adopting this electronic system of
marking and charting navigational routes, it has become easier to avoid
any unwanted accidents as the ship is dependent on modern technology
rather than humanitarian aid.
Inspite of some criticism from a few industry players, it can be easily said
that ECDIS as an electronic Chart System is something that allows
shipping companies and ship owners a lot of mental freedom when it
comes to the safety of the vessel in the seawater by making ship
navigation faster, simpler and sleeker.
a. Generic Training:
Master and all Navigating Officers are to undergo an ECDIS training
course, complying with IMO Model Course 1.27 at the company’s training
institute or at one of ECDIS training institutes, approved by an flag
administration on IMO White list, in order to use ECDIS as a primary mean
of navigation.
b. ECDIS ship specific equipment training
Master and all Navigating Officers shall undergo necessary formal training
in that particular ship-specific equipment i.e. the training should relate to
the make and model of the equipment fitted onboard. The equipment
specific training should be of minimum 8 hours duration.
SENC INFORMATION AVAILABLE FOR DISPLAY DURING ROUTE PLANNING AND
ROUTE MONITORING
1 Display base to be permanently shown on the ECDIS display, consisting of:
1. coastline (high water);
2. own ship’s safety contour;
3. isolated underwater dangers of depths less than the safety contour which
lie within the safe waters
defined by the safety contour;
4. isolated dangers which lie within the safe water defined by the safety
contour, such as fixed
structures, overhead wires, etc.;
5. scale, range and north arrow;
6. units of depth and height; and
7. display mode.
2 Standard display consisting of:
1. display base
2. drying line
3. buoys, beacons, other aids to navigation and fixed structures
4. boundaries of fairways, channels, etc.
5. visual and radar conspicuous features
6. prohibited and restricted areas
7. chart scale boundaries
8. indication of cautionary notes
9. ships' routeing systems and ferry routes
10. archipelagic sea lanes.
3 All other information, to be displayed individually on demand, for example:
1. spot soundings
2. submarine cables and pipelines
3. details of all isolated dangers
4. details of aids to navigation
5. contents of cautionary notes
6. ENC edition date
7. most recent chart update number
8. magnetic variation
9. graticule
As per IMO performance standards, following minimum interfaces
shall be provided to an ECDIS:
a. Ship’s position fixing system
b. Gyro compass
c. Speed and distance measuring device.
However, most modern ECDIS equipment is provided with
following additional interfaces:
a. AIS (automatic identification system)
b. RADAR (radar image overlay RIO)
c. VDR (voyage data recorder)
d. Echo Sounder
e. NAVTEX
f. Meteorological instruments such as anemometers (measuring
wind speed)
Navigating officers should be aware of which electronic systems
are providing sensory inputs to their onboard ECDIS. A failure of
sensory input will result in loss of some useful ECDIS information
and brief examples of sensory input failure are as mentioned
below:
1. Gyro Failure: Course over ground (COG) information (from GPS)
will be displayed by the ECDIS
2. GPS Failure: The ECDIS will run in DR mode with position being
displayed basis heading and speed log input.
3. Speed Log Failure: ‘Speed Over Ground’ (SOG) instead of Speed
Through Water (STW) will be displayed by the ECDIS.
4. AIS Failure: This will result in loss of AIS target overlay.
In case of sensory input failure, the Master shall carry out ‘Risk
Assessment’ considering following points;
– Identification of sensory input failure and has the failed sensory
input affected the navigation of the ship?
– Does an additional navigational officer need to take over the
watch
– Implementation of back-up arrangement such as traditional
position fixing method etc.
– Amendment to vessel’s intended passage.
Zones of Confidence (ZOC)
The ‘Zones of Confidence’ (ZOC) indicates that particular ENC meets minimum
criteria for position and depth accuracy. It can be looked upon as the survey
accuracy. There are six category levels (A1, A2, B, C, D and ‘Unclassified’ wherein
A1 is the most accurate survey information). The navigating officer shall be aware
of the ZOC for the areas of navigation.
