IMO information papers on ECDIS: IMO SN Circ 207 ...shippingregs.org/Portals/2/PDF/IMO-ECDIS.pdf ·...

IMO information papers on ECDIS:

• IMO_SN_Circ_207_Difference between RCDS and ECDIS (07 Jan 1999)

• IMO_SN_Circ_213_Datums (31 May 2000)

• IMO_SN_Circ_010_Guidance on ECDIS Training using Simulators (11 Jun 2001)

• IMO_SN_Circ_255_Additional Datum Guidance (24 Jul 2006)

• IMO_SN_Circ_266_Rev 1_Maintenance of ECDIS (22 Oct 2007)

• IMO_SN_Circ_276_Transition from Paper to ECDIS (10 Dec 2008)

• IMO_MSC_Circ_1389_Procedures for Updating Shipborne Navigation (07 Dec 2010)

• IMO_MSC_Circ_1391_Operating Anomalies Identified within ECDIS (07 Dec 2010)

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INTERNATIONAL MARITIME ORGANIZATION E4 ALBERT EMBANKMENTLONDON SE1 7SR

Telephone: 0171-735 7611Fax: 0171-587 3210Telex: 23588 IMOLDN G

IMO

Ref. T2/6.01 SN/Circ.2077 January 1999

DIFFERENCES BETWEEN RCDS AND ECDIS

1 The Maritime Safety Committee, at its seventieth session (7 to 11 December 1998), adoptedamendments to the performance standards for Electronic Chart Display and Information Systems (ECDIS)to include the use of Raster Chart Display Systems (RCDS).

2 These amendments permit ECDIS equipment to operate in two modes:

.1 the ECDIS mode when ENC data is used; and

.2 the RCDS mode when ENC data is not available.

However, the RCDS mode does not have the full functionality of ECDIS, and can only be used togetherwith an appropriate portfolio of up-to-date paper charts.

3 The mariners' attention is therefore drawn to the following limitations of the RCDS mode:

.1 unlike ECDIS where there are no chart boundaries, RCDS is a chart-based system similarto a portfolio of paper charts;

.2 Raster navigational chart (RNC) data, itself, will not trigger automatic alarms(e.g. anti-grounding). However, some alarms can be generated by the RCDS fromuser-inserted information. These can include:

- clearing lines- ship safety contour lines- isolated dangers- danger areas

.3 horizontal datums and chart projections may differ between RNCs. Mariners shouldunderstand how the chart horizontal datum relates to the datum of the position fixingsystem. In some instances, this may appear as a shift in position. This difference may bemost noticeable at grid intersections and during route monitoring;

.4 chart features cannot be simplified or removed to suit a particular navigationalcircumstance or task at hand. This could affect the superimposition of radar/ARPA;

.5 without selecting different scale charts, the look-ahead capability may be somewhatlimited. This may lead to some inconvenience when determining range and bearing or theidentity of distant objects;

SN/Circ.207 - 2 -

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.6 orientation of the RCDS display to other than chart-up, may affect the readability of charttext and symbols (e.g., course-up, route-up);

.7 it may not be possible to interrogate RNC features to gain additional information aboutcharted objects;

.8 it is not possible to display a ship's safety contour or safety depth and highlight it on thedisplay, unless these features are manually entered during route planning;

.9 depending on the source of the RNC, different colours may be used to show similar chartinformation. There may also be differences in colours used during day and nighttime;

.10 an RNC should be displayed at the scale of the paper chart. Excessive zooming in orzooming out can seriously degrade RCDS capability, for example, by degrading thelegibility of the chart image; and

.11 mariners should be aware that in confined waters, the accuracy of chart data (i.e., papercharts, ENC or RNC data) may be less than that of the position-fixing system in use. Thismay be the case when using differential GNSS. ECDIS provides an indication in the ENCwhich allows a determination of the quality of the data.

3 Member Governments are requested to bring this information to the attention of the relevantauthorities and all seafarers for guidance and action, as appropriate.

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INTERNATIONAL MARITIME ORGANIZATION4 ALBERT EMBANKMENTLONDON SE1 7SR

Telephone: 020-7735 7611Fax: 020-7587 3210Telex: 23588 IMOLDN G IMO

E

Ref. T2/2.07 SN/Circ.21331 May 2000

GUIDANCE ON CHART DATUMS AND THE ACCURACY OFPOSITIONS ON CHARTS

1 The Maritime Safety Committee, at its seventy-second session (17 to 26 May 2000), approvedguidance on chart datums and the accuracy of positions on charts, given at annex.

2 Member Governments are invited to bring this guidance to the attention of all concerned forinformation and action, as appropriate.

***

SN/Circ.213

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ANNEX

GUIDANCE ON CHART DATUMS AND THE ACCURACY OFPOSITIONS ON CHARTS

1 Many different definitions of a horizontal datum (also known as geodetic datum) exist. However,a practical working definition in use is:

“A horizontal datum is a reference system for specifying positions on the Earth’s surface. Eachdatum is associated with a particular reference spheroid that can be different in size, orientation andrelative position from the spheroids associated with other horizontal datums. Positions referred todifferent datums can differ by several hundred metres.”

2 The practical result is that a given geographical position, not associated with a specific datum, couldrefer to different physical objects. In other words, a physical object can have as many geographicalpositions as there are datums. For example, South Foreland Lighthouse, United Kingdom, has the followingpositions:

GEOGRAPHICAL POSITION HORIZONTAL DATUM

51°08′.39 N 001°22′.37 E referred to OSGB(36) Datum (the local datum for theUnited Kingdom)

51°08′.47 N 001°22′.35 E referred to European (1950) Datum (the continental datum)

51°08′.42 N 001°22′.27 E referred to World Geodetic System 1984 (WGS84) Datum(the world-wide datum used by Global Positioning System(GPS))

3 Most charts are not yet referred to WGS84 Datum. This means that, in those cases, positionsobtained from satellite navigation receivers will not be directly compatible with the chart and must not beused without adjustment. Hydrographic offices are attempting to refer as many new charts as possible toWGS84, but there remain many areas of the world where information does not exist to enable thetransformation to be performed.

4 When known, the horizontal datum of the chart is usually named in the chart title albeit, on its own,this information is of limited benefit to the mariner. Since 1982 many hydrographic offices have been adding“Satellite-Derived Positions” notes (usually situated close to the title) when charts have been revised. Thisnote provides a latitude and longitude adjustment to be applied to positions obtained directly from satellitenavigation systems (such as GPS) to make them compatible with the horizontal datum of the chart.

SN/Circ.213ANNEXPage 2

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5 The following provides a worked example:

Satellite-Derived Position (WGS-84 Datum) 64º22′.00 N 021º30′.00 W

latitude/longitude adjustments 0′.07 S 0′.24 E

Adjusted position (compatible with chart datum) 64º21′.93 N 021º29′.76 W

In this example, the shift equates to approximately 230 metres which can be plotted at scales largerthan 1:1,000,000.

6 Where known, these adjustments are an average value for the whole area covered by the chart andare quoted to 2 decimal places of a minute in both latitude and longitude, so that the maximum uncertaintyis about 10 metres in both latitude and longitude (0.005' and 0.014' will both be rounded to 0.01'). Thisuncertainty can be plotted at scales larger than 1:30,000 (where it is represented by 0.3 mm on the chart).

7 Inevitably, cases exist where overlapping charts show different latitude or longitude shift values. Forexample, one chart might show 0.06' and its neighbour 0.07'; for each individual chart the value will be anaverage, but in the area common to both charts the value will range from 0.064' to 0.066'.

8 In the cases where an adjustment cannot be determined because of the lack of knowledge aboutthe relationship between WGS84 Datum and the datum of the chart, the hydrographic office may add a noteto that effect warning that adjustments “may be significant to navigation”. The largest difference betweensatellite navigation derived and charted position reported so far is 7 miles in the Pacific Ocean, but evenlarger undiscovered differences may exist. Where charts do not contain any note about position adjustmentit must not be assumed that no adjustment is required.

9 Most manufacturers of GPS receivers are now incorporating datum transformations into theirsoftware which enable users to (apparently) receive positions referred to datums other than WGS84 Datum. Unfortunately, many cases exist where a single transformation will not be accurate for a large regionaldatum. For example, the relationship between WGS84 Datum and European Datum (1950) is verydifferent between the north and south of the region, despite the datum name being the same. Therefore, theposition transformed to European Datum (1950) in the receiver by means of a Europe -wide average maydiffer from the WGS84 Datum position output by the receiver, amended to European Datum (1950) by theshift note on an individual chart. In the light of the 100 metre accuracy of the Standard Positioning Serviceof GPS this may not be significant, but it is an additional source of error and is of major significance ifdifferential GPS (DGPS) is being used for navigation.

10 It must not be assumed that all charts in a region are referred to the regional datum. For example,although most metric charts of mainland European waters are referred to European Datum (1950), manycharts are also referred to local datums. Additionally, as there are no international standards defining theconversion parameters between different horizontal datums; the parameters used by the GPS devices maybe different. The hydrographic offices use the best adopted parameters, so mariners are advised to keeptheir GPS receiver referred to WGS84 Datum and apply the datum adjustment note from the chart.

SN/Circ.213ANNEX

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11 Apart from the differences in positions between different horizontal datums, two other aspects affectcharted positional accuracy. These aspects are:

- the accuracy to which features are surveyed (paragraphs 12 to 16; and- the accuracy with which they are compiled on to a chart (paragraphs 17 to 21).

Surveying

12 Hydrographic surveys are generally conducted using the best position-fixing technology availableat the time. This was limited to accurate visual fixing until the Second World War, but used terrestrial basedelectronic position fixing (such as Decca, Hifix, Hyperfix and Trisponder) until the 1980s. DGPS is thecurrent standard for most hydrographic surveys.

13 Generally, position fixing for surveying was more accurate than that for navigation in the first twocategories, but DGPS is being made more widely available for use by all mariners with the appropriateequipment. The result is that current navigation with DGPS is, commonly, more accurate than position-fixingused for surveys conducted before 1980. The consequence is that, although a modern vessel may knowits position to an accuracy of better than 10 metres, the positions of objects on the seabed may only beknown to an accuracy of 20 metres or much worse, depending on the age of the latest survey and/or itsdistance from the coast.

14 Furthermore it is only since the 1970s that surveying systems have had the computer processingcapacity to enable the observations to be analysed to enable an estimate of the accuracy of position fixingto be generated. The result is that, although the current accuracy standard of position fixing surveys can bestated (see paragraph 15 below), it is impossible to provide anything other than general estimates for oldersurveys.

15 The current accuracy standard for positioning is 13 metres for most surveys with the standard of+5 metres (both 95% of the time) for certain special purpose surveys. It can be confidently stated that theformer value is often significantly improved upon. Further improvements will undoubtedly be made as aresult of technological developments, but at present there has to be a balance between the cost of a surveyand the quality and quantity of the results achieved.

16 In summary, although the positions of maritime objects derived from modern surveys will beaccurate to better than 10 metres, this cannot be used as a general statement about all such objects.

Chart compilation

17 Most paper charts and their derived digital versions are assembled from a variety of sources suchas maps, surveys, photogrammetric plots etc. The intention is to provide the mariner with the best availableinformation for all parts of that chart and the usual procedure is to start with the most accurate sources, butit is often impossible to complete the whole chart without resource to older, less accurate, sources. Whensources are referred to different datums, transformations have to be calculated and applied to make thesources compatible. The intention is for such transformations to have an accuracy of 0.3 mm at chart scale,this being the effective limit of manual cartography, but, depending on the information available, this may notalways be possible.

SN/Circ.213ANNEXPage 4

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18 When the positions of objects critical to navigation are accurately known, the intention is that theyare located on a chart to an accuracy of 0.3 mm. The obvious consequence is that accuracy varies withchart scale:

0.3 mm at a scale of 1:10,000 is 3 metres0.3 mm at a scale of 1:50,000 is 15 metres0.3 mm at a scale of 1:150,000 is 45 metres

19 The situation will change as chart data becomes available digitally, but much of the early digital datawill be derived from these paper charts and the limitations will remain. Furthermore, a pixel on a computerdisplay screen is approximately 0.2 mm square, roughly equivalent to the accuracy available on the paperchart.

20 The situation for mariners is improving with recent surveys referred directly to WGS84 Datum,increasing numbers of charts referred to WGS84 Datum (or to North American Datum 1983 which is thesame to all practical purposes) and increased international co-operation in the exchange of information. Unfortunately, it will be many years before all areas are re-surveyed and all charts revised.

21 Until such time, mariners should remain alert to danger. A satellite navigation receiver may outputa position to a precision of three decimal places of a minute, but that does not mean that all its positions areaccurate to 2 metres or that the resulting position is compatible with the positions of objects shown onmodern charts (paper or digital) which may have been established 100 years ago and not surveyed since. The chart title notes and cautions and the source Diagram, which shows the ages of surveys must alwaysbe consulted for indications of limitations.

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INTERNATIONAL MARITIME ORGANIZATION 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: 020-7735 7611 Fax: 020-7587 3210 Telex: 23588 IMOLDN G

IMO

E

Ref. T2/4.2 STCW.7/Circ.10 11 June 2001

INTERIM GUIDANCE ON TRAINING AND ASSESSMENT IN THE OPERATIONAL USE OF THE ELECTRONIC CHART DISPLAY AND INFORMATION

SYSTEM (ECDIS) SIMULATORS

1 The Sub-Committee on Standards of Training and Watchkeeping, at its thirty-second session (22 to 26 January 2001), noted that interim guidance on training and assessment in the operational use of the Electronic Chart Display and Information System (ECDIS) simulators was necessary. 2 The Sub-Committee developed interim guidance on training and assessment in the operational use of ECDIS simulators given at annex. 3 The Maritime Safety Committee, at its seventy-fourth session (30 May to 8 June 2001), approved this interim guidance. 4 Member Governments are invited to bring the interim guidance to the attention of all concerned.

***

STCW.7/Circ.10


ANNEX

INTERIM GUIDANCE ON TRAINING AND ASSESSMENT IN THE OPERATIONAL USE OF THE ELECTRONIC CHART DISPLAY AND INFORMATION

SYSTEM (ECDIS) SIMULATORS* Introduction 1 When simulators are being used for training or assessment in the operational use of Electronic Chart Display and Information Systems (ECDIS) the following interim guidance should be taken into consideration in any such training or assessment. 2 Training and assessment in the operational use of the ECDIS should:

.1 incorporate the use of an ECDIS simulation equipment; and .2 conform to standards not inferior to those given in paragraphs 3 to 31 below.

3 ECDIS simulation equipment should, in addition to meeting all applicable performance standards set out in section A-I/12 of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended, be capable of simulating navigational equipment and bridge operational controls which meet all applicable performance standards adopted by the Organization, incorporate facilities to generate soundings and:

.1 create a real-time operating environment, including navigation control and communications instruments and equipment appropriate to the navigation and watchkeeping tasks to be carried out and the maneuvering skills to be assessed; and

.2 realistically simulate ‘own ship’ characteristics in open water conditions, as well as

the effects of weather, tidal stream, and currents. 4 Demonstrations of, and practice in, ECDIS use should be undertaken where appropriate through the use of simulators. Training exercises should preferably be undertaken in real time, in order to increase trainees’ awareness of the hazards of the improper use of ECDIS. Accelerated time-scale may be used only for demonstrations. GENERAL Goals of an ECDIS training programme 5 The ECDIS trainee should be able to:

.1 operate the ECDIS equipment, use the navigational functions of ECDIS, select and assess all relevant information and take proper action in the case of a malfunction;

* IMO Model Course 1.27 – The Operational Use of Electronic Chart Display and Information Systems (ECDIS) may

be of assistance in the preparation of courses.

STCW.7/Circ.10 ANNEX Page 2


.2 state the potential errors of displayed data and the usual errors of interpretation; and .3 explain why ECDIS should not be relied upon as the sole reliable aid to navigation.

Theory and demonstration 6 As the safe use of ECDIS requires knowledge and understanding of the basic principles governing ECDIS data and their presentation rules as well as potential errors in displayed data and ECDIS-related limitations and potential dangers, a number of lectures covering the theoretical explanation should be provided. As far as possible, such lesson should be presented within a familiar context and make use of practical examples. They should be reinforced during simulator exercises. 7 For safe operation of ECDIS equipment and ECDIS-related information (use of the navigational functions of ECDIS, selection and assessment of all relevant information, becoming familiar with ECDIS man-machine interfacing), practical exercises and training on the ECDIS simulators should constitute the main content of the course. 8 For the definition of training objectives, a structure of activities should be defined. A detailed specification of learning objectives should be developed for each topic of this structure. Simulator exercises 9 Exercises should be carried out on individual ECDIS simulators, or full-mission navigation simulators including ECDIS, to enable trainees to acquire the necessary practical skills. For real time navigation exercises, navigation simulators are recommended to cover the complex navigation situation. The exercises should provide training in the use of the various scales, navigational modes, and display modes which are available, so that the trainees will be able to adapt the use of the equipment to the particular situation concerned. 10 The choice of exercises and scenarios is governed by the simulator facilities available. If one or more ECDIS workstations and a full-mission simulator are available, the workstations may primarily be used for basic exercises in the use of ECDIS facilities and for passage planning exercises, whereas full-mission simulators may primarily be used for exercises related to passage monitoring functions in real time, as realistic as possible in connection with the total workload of a navigational watch. The degree of complexity of exercises should increase throughout the training programme until the trainee has mastered all aspects of the learning subject. 11 Exercises should produce the greatest impression of realism. To achieve this, the scenarios should be located in fictitious sea area. Situations, functions and actions for different learning objectives which occur in different sea areas can be integrated into one exercise and experienced in real time. 12 The main objective of simulator exercises is to ensure that a trainee understands his responsibilities in the operational use of ECDIS in all safety-relevant aspects and is thoroughly familiar with the used system and equipment.

STCW.7/Circ.10 ANNEX

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Principal types of ECDIS systems and their display characteristics 13 The trainee should gain knowledge of the principal types of ECDIS in use; their various display characteristics, data structure and an understanding of:

.1 differences between vector and raster charts; .2 differences between ECDIS and ECS; .3 differences between ECDIS and RCDS*; .4 characteristics of ECDIS and their different solutions; .5 characteristics of systems for special purposes (unusual situations/emergencies).

Risks of over-reliance on ECDIS 14 The training in ECDIS operational use should address:

.1 the limitations of ECDIS as a navigational tool; .2 potential risk of improper functioning of the system; .3 system limitations, including those of its sensors; .4 hydrographic data inaccuracy; limitations of vector and raster electronic charts

(ECDIS vs. RCDS and ENC vs. RNC); and .5 potential risk of human errors.

Emphasis should be placed on the need to keep a proper look-out and to perform periodical checking, especially of the ship’s position, by ECDIS-independent methods. Detection of misrepresentation of information 15 Knowledge of the limitations of the equipment and detection of misrepresentation of information is essential for the safe use of ECDIS. The following factors should be emphasized during training:

.1 performance standards of the equipment; .2 radar data representation on an electronic chart, elimination of discrepancy between the

radar image and the electronic chart; .3 possible projection discrepancies between an electronic and paper charts;

* SN/Circ.207 - Differences between RCDS and ECDIS.



.4 possible scale discrepancies (overscaling and underscaling) in displaying an electronic chart and its original scale;

.5 effects of using different reference systems for positioning; .6 effects of using different horizontal and vertical datums;

.7 effects of the motion of the ship in a seaway;

.8 ECDIS limitations in raster chart display mode; .9 potential errors in the display of: .1 the own ship's position; .2 radar data and ARPA information; .3 different geodetic co-ordinate systems; and .10 verification of the results of manual or automatic data correction: .1 comparison of chart data and radar picture; and

.2 checking the own ship's position by using the other independent position

fixing systems. 16 False interpretation of the data and proper action taken to avoid errors of interpretation should be explained. The implications of the following should be emphasized: .1 ignoring overscale of the display; .2 uncritical acceptance of the own ship's position; .3 confusion of display mode; .4 confusion of chart scale; .5 confusion of reference systems; .6 different modes of presentation; .7 different modes of vector stabilization; .8 differences between true north and gyro north (radar); .9 the same data reference system; .10 appropriate chart scale;


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.11 using the best-suited sensor to the given situation and circumstances; .12 entering the correct values of safety data; and .1 the own ship's safety contour; .2 safety depth (safe water); and .3 events; and .13 proper use of all available data. 17 Appreciation that RCDS is only a navigational aid and when operating in the RCDS mode and that ECDIS equipment should be used together with an appropriate portfolio of up-to-date paper charts. Factors affecting system performance and accuracy 18 An elementary understanding should be attained of the principles of ECDIS, together with a full practical knowledge of:

.1 starting and setting up ECDIS; connecting data sensors: satellite and radionavigation system receivers, radar, gyrocompass, log, echo-sounder; accuracy and limitations of these sensors, including effect of measurements errors and ship's position accuracy, manoeuvring on the accuracy of course indicators performance, compass error on the accuracy of course indication, shallow water on the accuracy of log performance, log correction on the accuracy of speed calculation, disturbance (sea state) on the accuracy of an echo-sounder performance; and

.2 the current electronic chart display and information system performance standards

adopted by the Organization*. PRACTICE Setting up and maintaining display 19 Knowledge and skills should be attained in:

.1 the correct starting procedure to obtain the optimum display of ECDIS information; .2 the selection of display presentation (standard display, display base, all other

information displayed individually on demand);

* See: Resolution A.817(19) – Performance Standards for Electronic Chart Display and Information System (ECDIS); Resolution MSC.64(67) annex 5 amending resolution A.817(19); Resolution MSC.86(70) annex 4 amending resolution A.817(19).



.3 the correct adjustment of all variable radar/ARPA display controls for optimum

display of data; .4 the selection of convenient configuration; .5 the selection, as appropriate, of required speed input to ECDIS; .6 the selection of the time scale of vectors; and

.7 performance checks of position, radar/ARPA, compass, speed input sensors and ECDIS.

Operational use of electronic charts 20 Knowledge and skills should be attained in:

.1 the main characteristics of the display of ECDIS data and selecting proper information for navigational tasks;

.2 the automatic functions required for monitoring ship's safety such as display of

position, heading/gyro course, speed, safety values and time; .3 the manual functions (by cursor, electronic bearing line, range rings);

.4 selecting and modification of electronic chart content; .5 scaling (including underscaling and overscaling); .6 zooming; .7 setting of the own ship's safety data; .8 using a daytime or night-time display mode; .9 reading all chart symbols and abbreviations;

.10 using different kinds of cursors and electronic bars for obtaining navigational data; .11 viewing area in different directions and returning to the ship's position; .12 finding necessary area using geographical co-ordinates; .13 displaying indispensable data layers appropriate to navigational situation; .14 selecting appropriate and unambiguous data (position, course, speed, etc.);


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.15 entering the mariner's notes; .16 using north-up orientation presentation and other kinds of orientation; and .17 using true and relative motion modes. Route planning 21 Knowledge and skills should be attained in: .1 loading the ship's characteristics into ECDIS; .2 sea area selection for route planning: .1 reviewing required waters for the sea passage; .2 changing over of chart scale;

.3 route planning on a display by means of ECDIS using the graphic editor taking into consideration rhumb-line and great circle sailing:

.1 using ECDIS database for obtaining navigational, hydrometeorological and

other data; .2 taking into consideration turning radius and wheel over points/lines when it is

expressed on chart scale; .3 marking dangerous depths and areas and exhibiting guarding isolines; .4 marking waypoints with the crossing isolines and critical cross-track

deviations, as well as by adding, replacing and erasing of waypoints; .5 taking into consideration safe speed;

.6 checking pre-planned route for navigational safety; .7 generating alarms and warnings; .4 route planning with calculation in the table format including: .1 way-points selection; .2 recalling the way-points list; .3 planning notes: .4 adjustment of a planned route;



.5 checking pre-planned route for navigational safety; .6 alternative route planning; .7 saving planned routes, loading and unloading or deleting routes; .8 making a graphic copy of the monitor screen and printing a route; .9 editing and modification of the planned route;

.10 safety values setting according to size and manoeuvring parameters of the vessel;

.11 back-route planning; and .12 connecting several routes. Route monitoring 22 Knowledge and skills should be attained in:

.1 using independent data to control ship's position or using alternative systems within ECDIS;

.2 using look-ahead function .1 changing charts and their scales; .2 reviewing navigational charts; .3 vector time selecting; .4 predicting the ship's position for some time interval; .5 changing the pre-planned route (route modification);

.6 entering independent data for the calculation of wind drift and current allowance; .7 reacting properly to the alarm; .8 entering corrections for discrepancies of the geodesic datum; .9 displaying time markers on a ship's route; .10 entering ship's position manually; and .11 measuring co-ordinates, course, bearings and distances on a chart.


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Alarm handling 23 Knowledge and ability to interpret, react properly to all kinds of systems, such as navigational sensors, indicators, data and charts alarms and indicator warnings including switching the sound and visual alarm signalling system should be attained in case of: .1 absence of next chart in ECDIS database; .2 crossing a safety contour; .3 exceeding cross-track limits; .4 deviation from planned route; .5 approaching a waypoint; .6 approaching a critical point; .7 discrepancy between calculated and actual time of arrival to a waypoint; .8 information on underscale or overscale; .9 approaching an isolated navigational danger or danger area; .10 crossing a specified area; .11 different geodetic datum; .12 approaching other ships; .13 watch termination; .14 switching timer; .15 system test failure; .16 malfunctioning of positioning system used in ECDIS; .17 failure of dead-reckoning; and .18 inability to fix vessel's position using navigational system. Manual correction of a ship's position and motion parameters 24 Knowledge and skills should be attained in manually correcting:

.1 the ship's position in dead-reckoning mode, when the satellite and radionavigation system receiver is switched off;



.2 the ship's position, when automatically obtained co-ordinates are inaccurate; and .3 course and speed values. Records in the ship's log 25 Knowledge and skills should be attained in: .1 automatic voyage recording; .2 reconstruction of past track taking into account: .1 recording media; .2 recording intervals; .3 verification of database in use; .3 viewing records in the electronic ship's log; .4 instant recording in the electronic ship's log; .5 changing ship's time; .6 entering the additional data; .7 printing the electronic ship’s log content; .8 setting up the automatic record time intervals; .9 composition of voyage data and reporting; and .10 interphase with a voyage data recorder (VDR). Chart updating 26 Knowledge and skills should be attained in:

.1 performing manual updating of electronic charts. Special attention should be paid to reference-ellipsoid conformity and to conformity of measurements units used on a chart and in the correction text;

.2 performing semi-automatic updating of electronic charts using the data obtained on a

diskette in the electronic chart format; and



.3 performing automatic updating of electronic charts, obtained via modern

communication lines.

In the scenarios where non-updated data are employed to create a critical situation, trainees should be required to perform ad hoc updating of the chart. Operational use of ECDIS where radar/ARPA connected 27 Knowledge and skills should be attained in: .1 connecting ARPA to ECDIS; .2 indicating target's speed vectors; .3 indicating target's tracks; .4 archiving target's tracks; .5 viewing the table of the targets; .6 simulating the manoeuvre; .7 corrections of a ship's position using a reference point captured by ARPA; and .8 corrections using the ARPA's cursor and electronic bar. Operational use of ECDIS where AIS connected 28 Knowledge and skills should be attained in: .1 interface with AIS; and .2 interpretation of AIS data. Operational warnings, their benefits and limitations 29 Trainees should gain an appreciation of the uses, benefits and limitations of ECDIS operational warnings and their correct setting, where applicable, to avoid spurious interference. System operational tests 30 Knowledge and skills should be attained in:

.1 methods of testing for malfunctions of ECDIS, including functional self-testing;

.2 precautions to be taken after a malfunction occurs; and



.3 adequate back-up arrangements (takeover and navigate using the back-up system). Debriefing exercise 31 The instructor should analyse the results of all exercises completed by all trainees and print them out. The time spent on the debriefing should occupy between 10% and 15% of the total time used for simulator exercises.

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I:\CIRC\SN\01\255.doc

INTERNATIONAL MARITIME ORGANIZATION 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: 020 7587 3152 Fax: 020 7587 3210

IMO

E

Ref. T2-OSSHE/2.7.1

SN.1/Circ.25524 July 2006

ADDITIONAL GUIDANCE ON CHART DATUMS AND THE ACCURACY OF POSITIONS ON CHARTS

1 The Sub-Committee on Safety of Navigation, at its fifty-second session (17 to 21 July 2006), approved additional guidance on chart datums and the accuracy of positions on charts, given at annex. This guidance is provided in addition to the guidance contained in SN/Circ.213 dated 31 May 2000. 2 Member Governments are invited to bring this guidance to the attention of all concerned for information, in particular, by having them published in pertinent official nautical publications and action, as appropriate.

***

SN.1/Circ.255


ANNEX

ADDITIONAL GUIDANCE ON CHART DATUMS AND THE ACCURACY

OF POSITIONS ON CHARTS In some areas of the world there are charts that are based on old surveys for which there is no determined geodetic datum or the datum is imprecise. Therefore in such areas, paper charts (and thus raster navigational charts) are not compatible with GNSS navigation, and it will take some time to resolve this problem. This makes it extremely difficult to accurately plot the ship�s position obtained by the GNSS in relation to surrounding dangers on such charts. The difference in the plotted position can often be significant and could lead to a casualty or unnecessary risk in restricted waters. Cross-checking of position using visual or radar fixing or ECDIS radar overlay can provide for the immediate detection of datum inconsistencies in electronic charts, and immediately alert the mariner on potential positional shifts required for particular charts. Some ECDIS equipment exceeds the minimum requirements of the ECDIS Performance standards, by providing such features as radar overlay. In general, when navigating with GNSS, mariners should undertake all available measures to check the position of the ship obtained by continuous position fixing systems and plotted on any charts, such as using radar and visual observation methods.

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LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

Ref. T2-OSS/2.7.1 SN.1/Circ.266/Rev.1 7 December 2010

MAINTENANCE OF ELECTRONIC CHART DISPLAY AND

INFORMATION SYSTEM (ECDIS) SOFTWARE 1 The Sub-Committee on Safety of Navigation (NAV), at its fifty-sixth session (26 to 30 July 2010), reviewed the text of SN.1/Circ.266 and agreed that the text of the original circular should be amended as this was an important issue for ensuring the safety of navigation. 2 The Maritime Safety Committee, at its eighty-eighth session (24 November to 3 December 2010), concurred with the Sub-Committee's views, approved the revised Guidance on the maintenance of Electronic Chart Display and Information System (ECDIS) software, as set out in the annex, and encouraged their use by the relevant authorities. 3 Member Governments are invited to bring the attached revised SN circular to the attention of all concerned for information and in particular to ensure that mariners always have the latest safety-related information available to them.

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SN.1/Circ.266/Rev.1 Annex, page 1


ANNEX 1 Resolution MSC.282(86), adopted on 5 June 2009, introduced a mandatory carriage requirement for Electronic Chart and Display Systems (ECDIS) to be phased in, according to size and class of ship, between 1 July 2012 and 1 July 2018. ECDIS Performance Standards have been adopted by IMO and in turn refer to the International Hydrographic Organization (IHO) Standards that govern the transfer and presentation of the chart information used in ECDIS. 2 ECDIS in operation comprises hardware, software and data. It is important for the safety of navigation that the application software within the ECDIS works fully in accordance with the Performance Standards and is capable of displaying all the relevant digital information contained within the Electronic Navigational Chart (ENC). 3 ECDIS that is not updated for the latest version of IHO Standards may not meet the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4. 4 For example, in January 2007, Supplement No.1 to the IHO ENC Product Specification1 was introduced in order to include, within the ENC, the then recently introduced IMO requirements for Particularly Sensitive Sea Areas (PSSA), Archipelagic Sea Lanes (ASL) and to cater for any future Safety of Navigation requirements. 5 Any ECDIS which is not upgraded to be compatible with the latest version of the Product Specification or the S-52 Presentation Library2 may be unable to correctly display the latest charted features. Additionally, the appropriate alarms and indications may not be activated even though the features have been included in the ENC. Similarly any ECDIS which is not updated to be fully compliant with the latest version of the S-63 Data Protection Standard may fail to decrypt or to properly authenticate some ENCs, leading to failure to load or install. 6 In 2010, the status of IHO standards affecting ECDIS Equipment is:

IHO ECDIS Standards Current Edition Electronic Navigational Chart (ENC) S-57 Edition 3.1 Presentation Library for ECDIS S-52 PresLib Edition 3.4 ENC Data Protection Scheme S-63 Edition 1.1 Raster Navigational Chart (RNC) (Only if ECDIS software supports RCDS mode)

S-61 Edition 1.0

An up-to-date list of all the relevant IHO standards relating to ECDIS equipment is maintained within the "About ENCs" section of the IHO website (www.iho.int).

1 S-57 Appendix B.1, ENC Product Specification, ed. 3.1. 2 S-52 Appendix 2, Annex A, Presentation Library, ed. 3.4.

SN.1/Circ.266/Rev.1 Page 2


7 The need for safe navigation requires that manufacturers should provide a mechanism to ensure software maintenance arrangements are adequate. This may be achieved through the provision of software version information using a website. Such information should include the IHO Standards which have been implemented. 8 Administrations should inform shipowners and operators that proper ECDIS software maintenance is an important issue and that adequate measures need to be implemented by masters, shipowners and operators in accordance with the International Safety Management (ISM) Code.

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Ref. T2-OSS/2.7.1 SN.1/Circ.276 10 December 2008

TRANSITIONING FROM PAPER CHART TO ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS) NAVIGATION

1 The Sub-Committee on Safety of Navigation (NAV), at its fifty-fourth session (30 June to 4 July 2008), while developing draft carriage requirements for ECDIS, recognizing that proper training will be an important factor in the successful implementation of an ECDIS carriage requirement; and, notwithstanding the expectation that the current review of the STCW Convention and STCW Code, due for completion in 2010, will fully take into account the human element and training requirements necessary for a smooth transition from the use of paper charts to ECDIS, agreed that Administrations, seafarers, shipowners and operators, maritime training organizations and ECDIS equipment manufacturers would all benefit from corresponding guidance transitioning from paper chart to ECDIS navigation, whenever ships are first equipped with ECDIS, regardless of whether or not it is part of a mandatory carriage requirement. 2 The NAV Sub-Committee therefore developed Guidance on transitioning from paper chart to Electronic Chart Display and Information Systems (ECDIS) navigation, as set out in the annex. 3 The Maritime Safety Committee, at its eighty-fifth session (26 November to 5 December 2008), concurred with the Sub-Committee’s views, approved the Guidance on transitioning from paper chart to Electronic Chart Display and Information Systems (ECDIS) navigation, as set out in the annex and encouraged their use by the relevant authorities. 4 Contracting Governments and international organizations are invited to bring the annexed Guidance to the attention of all concerned.

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SN.1/Circ.276


ANNEX GUIDANCE ON TRANSITIONING FROM PAPER CHART TO ECDIS NAVIGATION

Introduction 1 The following guidance and information is provided to assist those involved with the transition from paper chart to ECDIS navigation. Transition and training 2 As an initial step, shipowners and operators should undertake an assessment of the issues involved in changing from paper chart to ECDIS navigation. Ships’ crews should participate in any such assessment so as to capture any practical concerns or needs of those that would be required to use ECDIS. Such a process will help facilitate an early understanding of any issues to be addressed and will aid ships’ crews prepare for change. 3 Documenting the assessment of issues, combined with the development of ECDIS standard operating procedures, will help lead to the adoption of robust ECDIS navigation practices, simplification of crew training and facilitate smooth handovers between crews. 4 In addition, shipowners and operators should ensure that their ships’ crews are provided with a comprehensive familiarization programme* and type-specific training; and that the ships’ crew fully understand that the use of electronic charts aboard ship continues to require the need for passage planning. IHO catalogue of chart coverage 5 The International Hydrographic Organization (IHO) provides an online chart catalogue that details the coverage of Electronic Navigational Charts (ENC) and Raster Navigational Charts (RNC) (where they exist and where there is not yet ENC coverage) together with references to coastal State guidance on any requirements for paper charts (where this has been provided). The catalogue also provides links to IHO Member States’ websites where additional information may be found. The IHO online chart catalogue can be accessed from the IHO website at: www.iho.int. Additional information 6 In addition to national and international rules, regulations, the IMO model course and performance standards, the IHO has published an online publication Facts about electronic charts and carriage requirements. It is a recommended source of information on ECDIS hardware, training and the technical aspects of electronic chart data. Copies are available free of charge from various sources including: www.iho.int and http://www.ic-enc.org/page_news_articles2.asp?id=12.

* IMO Model Course 1.27 on Operational Use of Electronic Chart Display and Information Systems (ECDIS).

SN.1/Circ.276 ANNEX Page 2


7 Another useful source of information on ECDIS is The Electronic Chart, 2nd edition, by Hecht, Berking, Büttgenbach, Jonas and Alexander (2006). This book describes the basic components, functionality and capabilities and limitations of ECDIS. The Electronic Chart is published by GITC, The Netherlands, ISBN: 90-806205-7-2 and is available via: www.hydro-international.com. 8 Reference should also be made to other Safety of Navigation Circulars (SN/Circs.) issued by the Organization, in particular, SN/Circ.207/Rev.1 on Differences between RCDS and ECDIS; SN/Circ.213 on Guidance on chart datums and the accuracy of positions on charts; SN/Circ.255 on Additional guidance on chart datums and the accuracy of positions on charts; and SN/Circ.266 on Maintenance of Electronic Chart Display and Information System (ECDIS) software. These and other IMO guidance material can be downloaded from the IMO website, www.imo.org. 9 Shipowners and operators should always refer to their national Administrations for the latest information on ECDIS carriage and use.

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Ref. T2-OSS/2.7.1 MSC.1/Circ.1389 7 December 2010

GUIDANCE ON PROCEDURES FOR UPDATING SHIPBORNE NAVIGATION

AND COMMUNICATION EQUIPMENT 1 The Maritime Safety Committee (MSC), at its eighty-eighth session (24 November to 3 December 2010), approved the guidance on procedures for updating shipborne navigation and communication equipment, as prepared by the Sub-Committee on Safety of Navigation (NAV) at its fifty-sixth session (26 to 30 July 2010). 2 Member Governments are invited to bring the information to the attention of all parties concerned.

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MSC.1/Circ.1389 Annex, page 1


ANNEX

GUIDANCE ON PROCEDURES FOR UPDATING SHIPBORNE NAVIGATION AND COMMUNICATION EQUIPMENT

Background 1 As navigation and radiocommunication equipment becomes increasingly software and firmware dependent, updates to application software and firmware to meet changes in IMO and ITU regulatory requirements are needed. This applies in the case of retrospective changes to regulations which apply to all relevant ships. 2 Means should be provided to replace software and firmware or install updates to software and firmware in systems aboard ships. 3 Manufacturers should provide customers and interested parties with timely access to relevant information. 4 Adequate navigation and radiocommunication equipment software and firmware maintenance arrangements should be implemented by shipowners and be supported by equipment manufacturers. Equipment should provide the means to display, on demand, the current applicable software and firmware versions. Procedures 5 Member Governments should promulgate information to all affected parties in relation to IMO and ITU regulatory changes that have the potential to affect maritime navigation and radiocommunication equipment. 6 Equipment manufacturers should provide timely access to information pertaining to maritime navigation and radiocommunication equipment application software, for any relevant changes, originating from IMO and ITU regulations. This could, for example, be by website listing relevant regulations currently in effect for the equipment, equipment software and firmware versions, compliance status and regulatory type approvals for the listed configurations/ versions. Update of operating systems and hardware may also be necessary to meet the changed requirements. 7 Shipowners should ensure that the vessel's equipment is up to date with the latest requirements. 8 In addition to the above, in the case of ECDIS refer to SN.1/Circ.266/Rev.1 as may be amended.

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Ref. T2-OSS.2.7.1 MSC.1/Circ.1391 7 December 2010

OPERATING ANOMALIES IDENTIFIED WITHIN ECDIS

1 The Maritime Safety Committee, at its eighty-eighth session (24 November to 3 December 2010), was informed of anomalies in the operation of some ECDIS systems relating to display and alarm behaviour in particular system configurations. The anomalies were discovered by the inspection of ENCs within a small number of ECDIS systems and the Committee considered it possible that other anomalies remain to be discovered. 2 Given the widespread use and the impending implementation of the ECDIS carriage requirement, the Committee considered it important that any anomalies identified by mariners are reported to and investigated by the appropriate authorities to ensure their resolution. 3 In order to better understand the extent of the issue, the Committee agreed to invite Administrations to collect, investigate and disseminate information about ECDIS anomalies. The Administrations or designated bodies are invited to:

.1 encourage vessels under their flag to report such anomalies, with sufficient detail on the ECDIS equipment and ENCs, to allow analysis;

.2 treat the identity of the reporter as confidential; .3 agree to share information with other IMO Member Governments and

international organizations on request; and .4 issue alerts to mariners where such anomalies might affect safety of

navigation. 4 Member Governments are invited to bring this circular to the attention of all parties concerned and report on relevant information received and experience gained to the Maritime Safety Committee.

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IMO information papers on ECDIS: IMO SN Circ 207 ...shippingregs.org/Portals/2/PDF/IMO-ECDIS.pdf ·...

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Transcript of IMO information papers on ECDIS: IMO SN Circ 207 ...shippingregs.org/Portals/2/PDF/IMO-ECDIS.pdf ·...