FOM-3.29 Fleet Operations Manual
Navigation
ECDIS
 Doc No.: FOM-3.29
Revision: 01
Date: 15 Oct 2024
Issued by: DPA
Approved by: MD

1. Application

2. Purpose

To specify requirements for ECDIS, identify the responsibilities and methods for ECDIS training, familiarization, operation, and monitoring standards.

3. Responsibilities

Master and OOW shall:

4. Electronic Charts – Operational Information

Note: For definitions, main components, technical details, basic functions, and settings involving ECDIS, see FOM 3.24 – Definitions and technical details of ECDIS.

4.1 Types of Electronic Charts

Information: There are two types of electronic charts:

Official electronic chart data are of two general types:

The inner construction of ENCs and RNCs is fundamentally different:

Caution: The term “Official” indicates that those chart data have been produced under the authority of a government organization – in contrast to private, i.e., non-official electronic chart data which might be technically of the same type but have been produced without government authority.

For detailed information on the above types of charts, see FOM 3.25 – Types of electronic charts - Additional information.

4.2 Quality of the Hydrographic Data

Information: An ENC is an auxiliary navigation aid, while an ECDIS is a navigational system.

Caution: The reliability of the data – including how complete, how accurate, and how current – can have a significant impact on the safety provided by the overall system.

The quality of the data used in an electronic chart depends upon several factors:

4.3 Use of ECDIS in RNC Mode

Information: ECDIS is capable of operating with both:

Caution: When used in the Raster Chart Display System mode (RCDS), use the system in conjunction with an appropriate portfolio of up-to-date paper charts.

Caution: For detailed information on the types of charts and risk assessment guidelines, see FOM 3.25 – Types of electronic charts - Additional information.

4.4 ECDIS Backup

When a vessel is fitted with 2 sets of independent ECDIS complying with IMO standards, the Master shall ensure the following procedures apply:

Note: Clearly identify these by appropriate labels & record in file.

Note: “Slave” ECDIS can be on stand-by mode during voyage execution.

4.5 Acceptance ECDIS by Port State Control

Information: Checks may include:

Caution: Masters should verify that the above conditions are met. Contact Marine Superintendent for any clarifications or non-compliance related to the same.

4.6 Limitations of ECDIS

Warning: Do not totally rely on ECDIS. Over-confidence can result from the fact that ship’s position is automatically shown on a chart. ECDIS is only a tool that helps a mariner safely and effectively navigate a ship. It is not the end-all be-all to ship navigation.

Note: The OOW must always be wary as to how the system is actually performing in regard to accuracy and reliability. This requires an awareness of the deficiencies and risks of the overall system and its components.

Master/OOW shall consider the following factors when using ECDIS:

Caution: Keep a proper look-out and perform periodical checking, especially of the ship’s position by ECDIS-independent methods.

5. Safety Considerations While Using ECDIS

5.1 Contours and Depths

Following safety settings related to the charted depth are applied on the ECDIS:



White & White grey: Navigable Waters

Dark Blue & Light Blue: Non – Navigable waters

The safety depth:

Note: Safety depth the resulting value must be rounded up to the nearest higher whole number e.g. 23.3m rounded up to 24m.

It is a value calculated as per below.

Calculations -

Safety Depth = Vessel Draft + Dynamic Squat + UKC + Safety Margin - Tide Height

Deepest Navigational Draft (Static) 10.0 m
Squat for transit speed (Form 002) + 3.5 m
UKC (as per FOM 3.33) + 1.0 m
Sea/Swell allowance (If any) + 0.0 m
Bottom pipelines if present (Allow 0.7m) + 0.0 m
Controlling Depth 14.5 m
Height of Tide (HOT) − 0.0 m
Safety Depth 14.5 m

Note: “Safety margin: It refers to environmental and other factors, like sea / swell, Heel / List, change in density (DWA / FWA), Hog / Sag, and any other factor as guided in FOM 3.33 Section 6 which can lead to increase in draft.”

The safety contour:

Note: It is important because this value will form the basis of chart monitoring.

Caution: Safety contour should be set as a value equal to the safety depth.

Shallow Contour:

Note: This acts as a warning to the vessel in case of a breach of minimum depth contour in line with the company policy.

Deep Contour:

ECDIS Safety Parameters Setting - Summary:

Note: If all Contours are correctly configured, the following depth information is shaded and distinguishable from each other:

  • Zero to shallow contour (dark blue).
  • Shallow contour to safety contour (light blue).
  • Safety contour to deep contour (light grey).
  • Greater than deep contour (white).
If Four Shades is not selected, then Two Shades are used. This has the effect of displaying depth in two shades only:
  • Zero to safety contour (blue).
  • Greater than safety contour (white).
The two shades setting is of benefit to the OOW when navigating using the dusk or night palette as the contrast between safe and unsafe water and ARPA and AIS targets is improved.

5.2 Crossing the Safety Contour

Information:



There are multiple methods that may be employed to cross the displayed safety contour to minimise the impact on safe navigation.

Vessels under Management shall adopt the procedure as defined below:

Instructions: Configuring the ECDIS to cross the Safety Contour

  1. Calculate the safety depth and enter into ECDIS.
  2. Select Safety Contour in ECDIS as per section 5.1.
  3. Select viewing groups for soundings, seabed features, and contours to be displayed. Ensure all obstructions and potential hazards are displayed (Safest is to use Display “ALL”.

Note: The entered safety depth will indicate all soundings which are equal to or less than the safety depth in black text. All soundings greater than the safety depth will appear as grey text.

  1. Visually assess the area within the safety contour to identify areas greater than the safety depth to determine that planned leg remains in safe water.
  2. Mark ”No Go” areas by joining depths below safety depth using navigation editor tools like LDL (Limiting Danger Line) and add notes to the passage plan to make sure this area is identified during the approval and briefing stages and visible to the OOW.
  3. Add Mariner’s note to show area that may be crossed at appropriate height of tide with time and date for planned crossing.
  4. Run route check to confirm that safety contour crossing is identified and note in Voyage Plan for review and approval by the master.


Hazards associated with this method: Master/navigating officers shall pay caution to following hazards associated with this method:

5.3 Accuracy of ENC Data or Zone of Confidence (CATZOC)

Information:



Note: Print this table & post it close to the ECDIS planning station.

Instructions:

Note: Refer to FOM 3.33 for UKC calculation procedure for CATZOC consideration.

CATZOC Categories Table: (Table not provided in text; add details if available.)

5.4 Alarm Management

Automated ECDIS alarms may become excessive and, in some cases, can lead to “alarm fatigue” where OOW are unable to properly investigate routine alarms whilst maintaining other essential tasks. This is normally due to a combination of:

Configure ECDIS as following to avoid excessive alarms:

Caution: System alarms must never be inhibited, muted, or overridden. These are termed “basic safety parameters and alarms”.

The following are basic safety parameters and alarms:

These alarms on ECDIS and connected RADAR are the bare minimum for Navigation safety and overriding is not allowed under any circumstances.

Instructions:

Note: Regardless of arrangement, the system must be configured to ensure that the same ECDIS alarm does not sound audibly from more than one source. Do not rely solely on automated monitoring alarms generated by the ECDIS. Reconciliation between the view from the bridge and the vessel position with respect to charted features shall be maintained including a check that the sensors are providing an accurate fix of the vessel position.

Caution: It is extremely important that alarms, both audible and visual, be investigated before acknowledging and resetting. During change of watch, it is important that the relieving officer familiarizes himself with all the alarms that are active and assures himself that each of the alarms has been acted upon by the officer being relieved or otherwise poses no danger to the vessel’s navigation.

5.5 Display Scales and SCAMIN

Scale Minimum (SCAMIN):

Instructions:

Note: When the OOW zooms out to improve situational awareness, the ECDIS may indicate an under-scale warning and may limit this operation to a certain scale factor. The OOW must be conversant with the procedure for resetting to the ENC compilation scale as soon as wider situational awareness has been established.

Scale Minimum (SCAMIN):

SCAMIN must be selected OFF for appraisal, planning, and review phases to ensure all information is seen.

SCAMIN may be temporarily selected ON, only for execution and monitoring of the voyage plan, based on master evaluation, with the purpose to reduce the effects of an over-crowded display.

Note: The OOW must make sure that compilation scale, otherwise known as 1:1 scale, is used during passage execution and monitoring and that navigational decisions are not made on an over-scaled ENC.



Look-ahead ENC Related Alarms

Information:

The “Look Ahead” function provides the user with an advance warning of dangers/cautions and may be used as an anti-grounding function.



Instructions:

Caution: Check and verify this setting prior to taking over the watch. Refer to NAV-11A ECDIS Change Over Watch Checklist.

Recommended Configuration:

Danger Detection Vector Area Open Navigation Coastal Navigation Restricted Navigation
Vector Length (min) 30 12 3*
Vector Width (m) 250 200 100*
Danger Detection Vector Area Open Navigation Coastal Navigation Restricted Navigation
Sector Radius (min) 30 12 3**
Sector Width 60° 45° 30°

* During the transit of a narrow channel or fairway, the vector width might need to be adjusted to ensure that the danger area alarm is not continuously activated while the vessel is being safely navigated.

** During the transit of a narrow channel or fairway, the sector radius and sector width might need to be adjusted to ensure that the Dangerous Object Alarm is not being continuously activated while the vessel is being safely navigated.

Note: The above setting is a recommendation/guidance only and can be amended by the Master depending on external factors. The navigation and anti-collision alarms must be set at the commencement of the voyage, and no one other than the Master has the authority for adjusting or altering the set points. If a duty officer deems it necessary to change any alarm setting, he should bring it to the notice of the Master.

Caution: Grounding alarms will not activate unless safety contours are correctly set.

Note: Look ahead can contribute to an excessive number of alarms on ECDIS when navigating in restricted waters or curved channels. As a preventive action against fatigue caused by ECDIS alarms, the company allows modification of look-ahead volume below requirements; however, such adjustment must still secure sufficient time for immediate danger avoidance.

5.6 Route Check and Route Correction

Information:

  • This function checks the route for navigational risk.
  • ECDIS compares:
    • Features of all relevant objects along the planned route as a potential risk, with
    • data required for own ships safe navigation.
  • If this reveals dangerous objects which exceed the set safety criteria, it will provide a warning.
  • The internal route check is conducted independently of the actual scale used.
  • This may be a message window containing a list of the relevant objects verifying that the planned route does, for example:
    • Cross a shallow “depth contour.
    • Transit less than a chosen safety distance from a buoy or obstruction or an area.
    • Cross limits of an area where special conditions exist, e.g., fishing prohibited area.

Instructions: Master/navigating officers shall:

  • After the visual inspection of the route in various scales and before departure, check the selected route using this function.
  • Set limits for “safety values”, planned speed, and way-point radius.
  • Use the largest scale of chart because discovered infringements may not be displayed otherwise.

Caution: Make corrections to the route until all foreseeable dangers are avoided.

Note: Only object-based vector data can recognize the danger along the route, RCDS data cannot.

5.7 Cross Track Distance (CTD) & Display Layers

The set CTD values are of critical importance. If these values are too small, and if the vessel needs to deviate from its route, dangers near the route but outside the CTD will not be highlighted. If these values are too large, a substantial number of alerts might be generated.

Scenario Standard Display plus additional layers** Other considerations
Open Waters Spot soundings to a depth of 2000m
Details of isolated dangers
Show Correction		 Recommended CTD 3 nm
Coastal Water Spot Soundings to a depth of 100m
Details of isolated dangers
Ferry routes
Details of aids to navigation
Contents of cautionary notes		 Recommended CTD 0.5 nm
Confined Waters/ Buoyed Channel/ Anchoring Spot Soundings to a depth at least equal to the value of the Safety
Details of isolated dangers
Submarine cables and pipelines
Contents of cautionary notes
Tides and Currents
Seabed		 Recommended CTD 0.1 nm*
TSS/Two-way route Spot Soundings to a depth at least equal to the value of the Safety
Details of isolated dangers
Submarine cables and pipelines
Contents of cautionary notes
Tides and Currents
Seabed		 Recommended CTD 0.25 nm*

* Within confined waters and channels, the CTD should ideally be wide enough to cover the maximum width of available water for safe navigation, so the vessel can navigate within the CTD with confidence and without needing to exit the validated corridor. Company recommends above settings. However, master can use his discretion on the most optimum value as per his judgement based on available width of navigable waters.

**If a vessel is expected to leave the originally defined corridor, all layers should be switched on to highlight any information that may be useful to the Navigating Officers. Navigating Officers should call the Master if the vessel needs to exit the CTD.

6. ECDIS Passage Planning

Note: For Passage Planning Guidance and Instructions applicable for all ships (with or without ECDIS), see FOM 3.6 Passage planning.

Prior to using ECDIS for appraisal and passage planning, the navigating officer(s) shall carry out the following:

  • ECDIS is operated in International Hydrographic Office (IHO) “All” or “Other” display mode for voyage appraisal, planning, execution, and monitoring when using ENC, IHO base layer is not used for navigation.
  • Display of soundings and all underwater dangers, including wrecks, obstructions, cables, pipelines, and foul areas, is enabled during the planning phase.
  • Enter vessel’s controlling operational parameters (maximum draft, air draft, turning data, minimum UKC required, look ahead distance, etc.).
  • Set GPS position system input to WGS 84 datum.
  • Ensure:
    • Alarm functions of the ECDIS are fully operational.
    • Electronic chart coverage for the voyage is adequate.
    • Electronic charts are fully corrected for the intended voyage.
  • Mark and highlight electronic charts in a similar way to paper charts.

Note: Such marking should identify radar conspicuous targets, no-go areas, parallel index lines, transit marks, clearing bearings, etc.

  • Mark estimated position on the chart for each watch, in advance.

Note: Navigating officer shall set various parameters for each waypoint, i.e., Profile speed, planned speed, course limits, track limit, radius for the ROT.

Caution: Exercise extreme caution whenever information layers are removed, or information level is reduced from an ENC. Master must review this and advise all members of the Bridge Team whenever such changes are carried out.

7. ECDIS Corrections

7.1 Updating and Correction of Electronic Charts

Note: Designated Navigating officer shall be responsible for ensuring ECDIS charts are maintained fully corrected at all times, using the latest Notices to Mariners. Master shall verify the ECDIS update records at least once a month.

  • Charts can be corrected by:
    • Weekly updates received via email or by
    • Update CDs received at regular intervals.
  • Where correction data is received electronically through electronic chart correction systems, use this for updating the ECDIS whenever a new correction is received.

Note: The procedure for updating will vary with the manufacturer and the provider of the electronic charts. See manufacturer’s manual for details.

Caution: If weekly updates have not been received from the provider directly via communication computer or through CD/ROM, master must immediately contact Marine Superintendent.

Navigating officer shall:

  • Maintain a database of all the ENCs and their corresponding expiry dates of the permits / licenses in the Chart Management System.
  • Keep custody and inventory of all base CDs and update CDs for the ECDIS and hand over to his reliever during handing over process.
  • Ensure ECDIS updates are necessarily carried out prior commencement of the voyage (if applicable).
  • Vessels should only use a dedicated memory stick for transferring latest updates to ECDIS.
  • There is still the possibility of virus attacks, therefore updates shall be applied to one ECDIS Console and updating of the second ECDIS should not be done unless the update results are verified on first ECDIS.
  • It is suggested to update the back-up ECDIS first. Once it is successful, primary ECDIS shall be updated.
  • While updating the ECDIS at sea / during the voyage, both the ECDIS should be decoupled & updated one by one starting with backup ECDIS first followed by Master ECDIS.

Caution: Both the ECDISs should not be updated simultaneously at any given time. Decoupling of ECDIS for updating it at sea / during the voyage should be done in compliance with maker’s instructions.

  • NP 133C to be maintained onboard and navigating Officer must print the README.TXT file in the ENC exchange set weekly and insert it into NP 133C.
  • The Navigating Officer must make sure that the safety critical information for maintenance of digital products in the Weekly Notices to Mariners Section VIII is applied if applicable to the ENC onboard.

8. ECDIS Certification and Training

For vessels with ECDIS as primary means of navigation, Master shall cross-check that navigating officers possess the following:

  • IMO Model course 1.27 (40 hours / 5-day period).
  • Type Specific familiarization on actual equipment.

Caution: If shore-based familiarization training cannot be completed, see actions below.

Consider following options prior to the officer taking over the 1st watch:

  • Self-familiarisation of equipment using:
    • User manual, and
    • Company generated and approved checklist.
  • Instruction on the vessel by a suitable experienced and able bridge officer.
  • Shore staff who have attended the operators course to visit the vessel and conduct onboard type-specific familiarization.

For all vessels, irrespective of type, Master shall cross-check that navigating officers possess the following:

  • IMO Model course 1.27 (40 hours / 5-day period).

Note: All Bridge Watch Officers shall complete the ECDIS Familiarization Section in NAV-06 Bridge Familiarisation prior to taking over first watch.

For more information on ECDIS Training, see FOM 3.26 – ECDIS Training - Additional Information.

9. Maintenance of ECDIS

9.1 Software Issues

There are 3 main sources of Software Issues:

  • Operating System (OS) issues – Related to updating the operating system of ECDIS.

Note: Original Equipment Manufacturers (OEM) are responsible for this, and software is updated by installing patch files. Marine Superintendent will liaise with OEM to supply the latest version to the vessel.

  • Software application issues – Related to the ECDIS software application system caused when OEM have not amended their system to match changes in IHO data.

Note: The Master must check the software version of each ECDIS on board the vessel against the IHO published current versions on a quarterly basis. An up-to-date list of all the relevant IHO standards relating to ECDIS equipment is maintained within the IHO website: http://www.iho.int/mtg_docs/enc/ECDIS-ENC_StdsIn_Force.htm. If the vessel does not have internet, Master to request this info from the Marine Superintendent.

  • ECDIS Anomaly - unexpected or unintended behaviour of an ECDIS which may affect the use of the equipment, for example:
    • Failure to display a navigational feature correctly.
    • Failure to alarm correctly.

9.2 Planned Maintenance

  • Designated navigating officer is responsible for ECDIS maintenance as per onboard Planned Maintenance System.
  • Following checks shall be included:
    • Input Sensors to confirm that performance is satisfactory.
    • UPS system (if fitted) to ensure continuous operation of ECDIS in case of power failure.

9.3 Virus Protection of ECDIS

  • Where ECDIS units require transfer of data from other dedicated computer (e.g., CHATCO), use dedicated data transfer devices, such as pen drives.
  • Pen drive to be labelled as "For ECDIS use only".
  • Master must ensure that these devices are:
    • Scanned for virus each time prior use.
    • Used only for update of ECDIS.
    • Not used on any other computer/device.
    • No other files, other than ECDIS update files, are stored in these devices.

9.4 ECDIS Data Presentation and Performance Check for Mariners

Note: From 1st September 2017 - Changes are introduced in Edition 4.0 of the IHO ECDIS presentation library. As a result, the ECDIS data presentation and performance checks published in 2011 are not required (which were developed for previous versions).

Master shall ensure:

  • An ECDIS type approval certificate is available - showing conformance with tests in Edition 4.0 of IEC 61174.

Note: This demonstrates that: ECDIS operates with Edition 4.0 of the IHO ECDIS Presentation Library and ECDIS does not have any of the identified ENC display anomalies.

ECDIS and the IHO Presentation Library Edition Number:

All Navigating officers shall:

  • familiarise themselves with the function in their ECDIS that will display the edition number of the IHO Presentation Library.

See FOM 3.27 - Checking the IHO S-52 Presentation library edition number in the ECDIS

Note: This varies across ECDIS manufactures. This function will be required when Port State Control officers want evidence that the ECDIS is up-to-date to the latest IHO standards.

ECDIS Chart 1 and IHO Presentation Library edition 4.0 checks:

ECDIS users can check that their systems can display the new symbols introduced in the IHO S-52 Presentation Library edition 4.0 by opening the ECDIS chart 1 datasets.

See FOM 3.27 - Checking the IHO S-52 presentation library edition number in the ECDIS

Frequency of Checks:

  • Once after installing an ECDIS.
  • After a software update, system upgrade, or change of equipment.

Reporting:

Master shall immediately report any discrepancy or negative outcome to:

  • Marine Superintendent.
  • Provider of the ECDIS.
  • IHO at info@iho.int.

10. Failure of ECDIS

Vessels using paper nautical charts as secondary means of navigation shall ensure that they are kept up to date for latest Notice to Mariners and T and P corrections so that passage plan can be prepared and monitored using paper charts.

Vessels with dual ECDIS shall comply with the following sub-sections.

10.1 Failure of Master / Primary ECDIS

  • In the event of failure of Master ECDIS – Secondary ECDIS shall take load and perform full functionality.

10.2 Total ECDIS Failure (Master & Slave / Secondary ECDIS)

  • Vessels shall refer to FOM 3.28 flow chart.
  • Implement contingency measures as per ECP A35 Matrix.
  • Ensure immediate notification is carried out to Marine Superintendent or vessel manager or emergency contact as per poster 13 displayed in bridge radio room.

10.3 Sensory Input Failure

Caution: If sensory input to ECDIS fails, the safe navigation of the ship may be affected.

Follow below listed actions:

OOW shall:

  • Inform Master.
  • Identify the failed sensory input to ECDIS.
  • Commence traditional position fixing methods.

Master shall decide/determine:

  • If the failed sensory input affects the safe navigation of the ship.
  • If additional resources are required (Increase BW level).
  • If the failed sensory input affects any other electronic systems.
  • If the backup ECDIS can be used.
  • If the ship’s passage plan requires to be amended.

Note: Master shall inform Marine Superintendent.

Caution: In case ship staff are unable to rectify/repair the sensory input and the vessel requires proceeding without operational ECDIS, Master shall carry out a detailed Risk Assessment and take approval from office.

11. Reference Forms and Checklists

  • NAV Form 002 – UKC Calculation.

12. Appendices

  • FOM 3.24 – Definitions and technical details of ECDIS.
  • FOM 3.25 – Types of electronic charts - Additional information.
  • FOM 3.26 – ECDIS training - Additional information.
  • FOM 3.27 – Checking the IHO S-52 presentation library edition number in the ECDIS.
  • FOM 3.28 – ECDIS failure flowchart.
  • NAV-11A – ECDIS Change over watch.