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EC DIS
Procedures Guide
2018 Edition

By: ECDIS Ltd

Updated and revised by:
Mark Brester, Managing Director, eMaritimeGroup


First published in 2012 by Witherby Publishing
Second edition published 2018
ISBN: 978-1-85609-777-2

© Witherby Publishing Group Ltd, 2012-2018

British Library Cataloguing in Publication Data

A catalogue record for this book is available from the British Library.

Notice of Terms of Use
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic,
mechanical, photocopying, recording or otherwise, without the prior permission of the publishers.

While the advice given in this book (ECDIS Procedures Guide) has been developed using the best information currently available, it is intended purely as
guidance to be used at the user's own risk. Witherby Publishing Group accepts no responsibility for the accuracy of any information or advice given in
the document or any omission from the document or for any consequence whatsoever resulting directly or indirectly from compliance with or adoption
of guidance contained in the document even if caused by failure to exercise reasonable care.
This publication has been prepared to deal with the subject of ECDIS Procedures Guide. This should not, however, be taken to mean that this publication
deals comprehensively with all of the issues that will need to be addressed or even, where a particular issue is addressed, that this publication sets out
the only definitive view for all situations.

Extracts from IMO Resolutions have been included with the kind permission of the International Maritime Organization. The quoted
material may not be a complete or an accurate version of the original material, and the original material may have subsequently been
amended.
This document is copyrighted and may not be reproduced in whole or in part without prior permission from ECDIS Ltd.
WARNING: These procedures are a recommendation only and ECDIS Ltd does not accept any liability when using this document.
The recommendations within these procedures are generic and do not relate to a specific ECDIS or vessel.
THIS PRODUCT IS NOT TO BE USED FOR NAVIGATION
NOTICE: The UK Hydrographic Office (UKHO} and its licensors make no warranties or representations, express or implied, with respect to
this product. The UKHO and its licensors have not verified the information within this product or quality assured it.
This product has been derived in part from material obtained from the UK Hydrographic Office with the permission of the UK Hydrographic
Office and Her Majesty's Stationery Office.
© British Crown Copyright, 2018. All rights reserved.

Published by

Witherby Publishing Group Ltd
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Livingston EH54 8SB,
Scotland, UK
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Printed and bound in Great Britain by Martins The Printers, Berwick upon Tweed


Signature Page
The undersigned are stating that they have read and understood these ECDIS Procedures.

Name

Position

Date

Signature

iii


Contents
Foreword

vii

About the Author

ix

About the eMaritime Group

X

ECDIS Procedures Guide

1

1 Introduction

3

1.1
1.2
1.3
1.4
1.5
1.6

Use of ECDIS

4

Equipment

4

System Configuration and Maintenance

5

Charting and RCDS Mode

6

Sensor Inputs

7

User Guide
1.6.1 Requirement for Awareness of Procedures

8

2 IHO S-52 4.0 Upgrade and Alarm Management

9

2.1
2.2
2.3

The S-52 4.0 Upgrade
Overview of Changes

8

9
9

Error and Alarm Management

10

2.3.1 Operator Configured Alarms
2.3.2 System Alarms

10
11

2.4

Alarm/Warning/Indicator Defect Priority Table

12

2.5

Reference Guide to PL 4.0 Changes

13

2.5.1 Detection and Notification of Navigation Hazard
2.5.2 Standardised Automatic Update Symbols
2.5.3 New Temporal Attributes Symbol
2.5.4 ECDIS Display Date Dependent Features
2.5.5 Ability to Turn ON/OFF Isolated Dangers in Shallow Water
2.5.6 Shallow Water Pattern
2.5.7 SCAMIN
2.5.8 Hover-over Function
2.5.9 Anchorage Area, Fairways, Nautical Publications
2.5.10 ECDIS Legend
2.5.11 ECDIS Chart 1
2.5.12 IHO S-64 Edition 3.0(02)

13

3 Training
3.1
3.2

15
16
17
18
18
19
19
20
22
23

Generic ECDIS Training

23

Type Specific and Familiarisation Training

24

4 Use of ECDIS for Navigation
4.1
4.2
4.3

4.4
4.5
4.6
4.7

14
15

Over-Reliance on ECDIS

25
25

Cross-Checking ECDIS Position

26

Use of Radar Information Overlay (RIO)

27

T&Ps and the use of Admiralty Information Overlay (AIO)

28

ECDIS Safety Functions

29

Safety Depth and Safety Contour

30

Shallow and Deep Contour

31


ECDIS Procedures Guide 2018 Edition

4.8
4.9
4.10
4.11
4.12

Look-ahead

32

SCAMIN

33

Presentation of Data

34

Man Overboard

35

RCDS Mode

36

5 ECDIS Display Set-up

37

6 Route Planning

45

6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
6.10
6.11

Route Planning Principles

45

Appraisal

46

Planning

47

Route Creation

48

Route Checking

49

Execution - Final Adjustments Prior to Departure

51

Monitoring

52

Predictor

53

Anchor Watch Planning

54

NAVTEX

55

Copying and Saving Information

56

7 Chart Updating
7.1
7.2
7.3
7.4
7.5
7.6

Licences and Permits

57

Updating Charts

58

Manual Updates/Corrections

59

Deleting Charts

60

Virus Protection

60

Software Updates

60

8 Quick Reference Guide to Type Specific Manufacturers
8.1
8.2
8.3
8.4

Handover Routine

102
104

ECDIS Failure

105

Bridge Management Card

106

ECDIS Data Recording

107
108

Records

108

109

Training and Continuous Assessment of Competency of Ship's ECDIS Operators

110

Competence Check of ECDIS Operators

111

ANNEXES
Annex A
Annex B
Annex C
Annex D
Annex E
Annex F
Annex G
Annex H
Annex I

References
vi

107

Backup Procedure

10 ECDIS Observations Based on Ship Inspections and their Implications for
Competency Assurance
10.1
10.2

61

GNSS Failure

9 Administration and Records
9.1
9.2
9.3

57

113
Familiarisation Checklist

115

Safety Depth and Safety Contours

Type Specific ECDIS Course Content

117
121

Chart Spot-Check Log

127

Manual Corrections Log

129

Chart Update Log

131

ECDIS Management Card

133

ECDIS Alarms, Alerts

135

Type Specific Procedures for ECDIS Display Set-up

153

173

Foreword
In 2004, when they fitted my vessel with ECDIS, the few manufacturers on the market looked fairly similar.
Inappropriate as it was, the perceived need for training and procedures started and stopped with the
manufacturer's manual.
In 2017 the ECDIS alarms were largely configured by the ECDIS manufacturers and the understanding of the ENC
started to improve as it looked and interacted in the same way that it had for the last 15 years.
In 2018 the number of ECDIS type specific manufacturers has exceeded 40. The displays are less standardised as
the manufacturers diverge, ECDIS alarms have now been placed in the hands of the seafarer and soon, S101 will
replace S57 ENCs, changing how the chart looks. Some would argue these changes are beneficial for the industry,
others would argue it has made navigation more dangerous. Most would say it is further additional change at a
time where change seems to be coming too fast.
The revised 2018 Procedures Guide has encapsulated the changes in navigation software. It gives best practice and
guidance on how to utilise the equipment for safe navigation. It addresses the type specific safety critical menus
and the number of alarms that need to be managed by identifying their significance. It also contains an overview
of ECDIS observations, highlighting lack of knowledge regardless of the certificate the officer may hold as well as
the significant changes S52 PL 4 .0 brought to the display in late 2017.
Most importantly, the industry now has an up-to-date procedures guide, made relevant for all of the leading
manufacturers and with reference to the latest regulation changes. This will ensure that ECDIS operators who
join different vessels, with different ECDIS units, will still have a standardised procedures guide that is relevant
industry-wide.
Mark Broster

vii


About the Author
The lead author for this 2018 Edition was Mark Broster of ECDIS Ltd, supported by the navigation team in the
eMaritime Group.

After making the transition from paper to ECDIS navigation at sea himself in 2004, Mark spent the next decade
developing the IMO 1.27 ECDIS model course and writing the first of many 'type specific' syllabuses, including the
Type Specific White Paper. He has always been clear to point out that equipment alone in no way makes a ship
safer or more efficient. In his words "Robust training and procedures make ECDIS navigation safe".
In 2016, HRH The Duke of Edinburgh presented his Fellowship into the Royal Institute of Navigation 'In recognition
of his significant and innovative contribution to the development of modern digital navigation and bridge team
training in the global maritime industry.'
He is also an Associate Fellow of the Nautical Institute and a Committee member of the London branch, a Fellow
of the Institute of Marine Science and Technology and a Fellow of the Institute of Leadership and Management. He
is a Freeman in the Honourable Company of Master Mariners and winner of the prestigious annual Navigators and
Directors award for his contribution to the safe integration of ECDIS to the Royal Navy Fleet.

ix


ECDIS Procedures Gui e 2018 Edi.ion

,Ab1out the eMaritime Group
The eMaritime Group is a collective of maritime based services that has been utilised for the production of this
report. They include ECDIS Ltd itself, ECDISregs and eMaritime exchange (global portal for seagoing users of ECDIS
that solves issues and questions through crowd sourcing and sharing knowledge). The full range of resources
utilised can be found at www.eMaritimeGroup.com
Their free downloadable app, which is available on both Apple and Android, is called the eMG app.

X


ECDIS Procedures Guide

....................................................................................

1

Introduction
This Guide provides recommendations for how ECDIS should be configured and used as a ship's primary means
of navigation. To achieve compliance with international regulations, a ship may navigate with ECDIS as its primary
means of navigation if:
•

Sufficient official data adequate for the intended passage is installed (ENC and RNC)

•

the installed ECDIS is type approved

•

a second type approved ECDIS is installed as a backup (or a flag State approved portfolio of paper charts is
carried)

•

adequate generic and type specific training has taken place

•

any additional requirements laid down by the flag State are fulfilled.

When used correctly, ECDIS provides enhanced navigation, situation and spatial awareness compared to

navigation using paper charts. It is a system that is capable of displaying the past, present and predicted position
of a vessel by utilising all available sensor information. However, the techniques required to use ECDIS differ, in
part, to those required when using paper charts. For safe navigation using ECDIS, the following must be achieved:
•

All ECDIS operators must have completed generic and type specific ECDIS training

•

the use of official and up to date ENCs

•

the use of all available sensors and navigation aids to support accurate, safe navigation and prevent the overreliance on any one sensor

•

the use of all techniques and equipment to cross-check GNSS derived positions

•

the use of dead reckoning (DR) and estimated position (EP) in the event of GNSS equipment failure

•

appropriate configuration and understanding of all safety settings.

3

ECDIS Procedures Guide 2018 Edition

1.1

Use of ECDIS
ECDIS operational techniques and methods of cross-checking will vary, depending on the area of navigation:
a.

Pilotage and Confined Waters. During pilotage and confined waters navigation, the system is to be used in
conjunction with radar information overlay (RIO), if available, to confirm GNSS positions. The ECDIS operator is
to ensure that additional fixing methods, such as visual and radar, are used to confirm GNSS positions. During
restricted visibility the ECDIS operator should use ECDIS together with a dedicated radar display.

b. Coastal Navigation. While operating in coastal waters, the ECDIS operator should monitor the radar coastline
layer on the chart using the RIO, where practical, and cross-check the position of the ship using visual or radar
means to prove the accuracy of GNSS.
c.

1.2

Ocean Navigation. The primary source of positional information will be GNSS, checked periodically using
celestial means when possible.

Equipment
Type approved ECDIS units are capable of displaying the full range of official electronic charts in conjunction with
navigation sensor information. Each ECDIS unit will also be capable of independent operation and is provided
with an uninterruptible power supply (UPS) to ensure continued operation in the event of short power failures
(minimum of 30 minutes).

4

CHAPTER 1 Introduction

1.3

System Configuration and Maintenance
It is essential that ECDIS is configured appropriately prior to sailing and on passage.
The ECDIS operator is to ensure that the systems are configured appropriately, with special regard to chart priority,
sensor offsets, ship specific data and security settings.
The ECDIS operator is to ensure that all appropriate ENCs for the area of operation are installed and updated.
All ENC updates are to be logged in an appropriate manner and the systems annotated with the number of the
latest update installed. Following an update, a check of the intended route is to be conducted in addition to an
appropriate spot check of the entire folio of installed ENCs.
The ECDIS operator is to ensure that the systems are configured so that it is possible to reconstruct the ship's track
from recorded ECDIS data.
Where ships carry a primary and secondary ECDIS, each unit must be configured with the same safety settings.
Where two GNSS sensors are available, each ECDIS must be able to switch between the two sensors. ECDIS
operators must be familiar with this function and be aware which GNSS sensor supplies each unit with position
information. It is recommended the GNSS sensor in use is periodically changed. If each ECDIS unit uses a different
GNSS sensor, it will allow the ECDIS operator to monitor divergence between the GNSS sensors.
Guidance on settings and configuration of ECDIS is provided in this document. However, this does not affect the
Master's discretion to modify safety settings as the navigational situation dictates, with suitable risk management
measures and supervision in place. Such deviations from standard practice are to be stated appropriately in the
relevant OOW instructions or in the Standing Orders Book.

5


ECDIS Procedures Guide 2018 Edition

1.4

Charting and RCDS Mode
All units are to carry an outfit of up to date electronic charts that provide adequate coverage of the intended
operating area at an appropriate scale. Official chart data, derived from government authorised Hydrographic
Offices, is to be used for safe navigation. Official chart data is to include Electronic Navigational Charts (ENC} and
may also include Raster Navigational Charts (RNC} and official paper charts. If utilising RNCs for navigation then
ECDIS must be in Raster Chart Display System mode (RCDS) and an appropriate portfolio of paper charts (APC} is to
be carried in line with IMO Circular 207 Differences between RCDS and ECD/5, or as required by the individual flag
State.
Where possible an ENC must be used. However, when operating in areas without ENC coverage then RNCs or
paper charts must be used.
It should be noted that the best scale chart available in ECDIS may be an RNC, if such data is installed, and
therefore the ECDIS operator must be fully aware of the requirements and limitations of RCDS mode.
The requirements for an APC are stated in IMO Circular MSC.1/Circ.1503/Rev.1, ECD/5- Guidance for Good
Practice, which has revoked and replaced several ECDIS related circulars. However, the IMO does not define the
word 'appropriate' and does not specify the size or content of the portfolio. This is the responsibility of the flag
State and the ECDIS operator must be fully aware of the requirements of flag.
All ECDIS are to be kept fully up to date. This includes ENC updates, Notices to Mariners (NTM), Temporary and
Preliminary Notices to Mariners (T&Ps), Navigation Warnings and manually applied updates in the form of manual
corrections.

6


CHAPTER 1 Introduction

1.5

Sensor Inputs
There are three mandatory sensor inputs to ECDIS, as stated in IMO MSC 232(82):
•
•

ECDIS should be connected to systems providing continuous position fixing capability (GNSS)
ECDIS should be connected to the ship's gyro compass. For ships not fitted with a gyro compass, ECDIS should
be connected to a marine transmitting heading device

•

ECDIS should be connected to the speed and distance measuring device (log).

Apart from the three mandatory inputs prescribed by the IMO, there are many other sensors that may be
interfaced. However, ECDIS should not degrade the performance of any equipment providing sensor inputs, nor
should the connection of optional equipment degrade the performance of ECDIS to below the IMO MSC 232(82)
standard. ECDIS may also be used to provide ENC information to external equipment, such as radar.
To provide redundancy of sensors, a typical ECDIS configuration may be as follows:

•
•
•
•
•
•
•
•

..

•
•

GPS 1
GPS 2
GYRO 1
GYRO 2
Log
AIS
Echo sounder
Anemometer
NAVTEX
ARPA 1
ARPA 2.

The ECDIS operator should be aware of how to select a backup or manual input available on their system.
It is critical that all sensor inputs to ECDIS are properly configured and calibrated during ECDIS installation. Failure
to do so will result in inherent errors in the system.
The ECDIS operator should regularly check the accuracy of sensors using all available means, such as the methods
listed below, in order to ascertain any errors. If an error is discovered the ECDIS operator must investigate it and
take appropriate action.
•

GNSS - cross-check accuracy by regularly conducting operator fixes using visual and other means

•

gyro - maintain an awareness of gyro errors, repeater errors, availability of backup heading information

•

log - check accuracy by using the measured mile method or similar technique

•

echo sounder - check accuracy using lead line or reference depth method

•

radar - check accuracy by regularly conducting Index Error checks and operator fixes. RIO can be used to check
the radar against GNSS.

7


ECDIS Procedures Guide 2018 Edition

1.6

User Guide
The manufacturer's user guide is to be available on the bridge in both hard and soft copy. The soft copy is to be
installed on all ECDIS and available on screen via the status bar. A printed version of the user guide is also to be
available.

1.6.1 Requirement for Awareness of Procedures
The latest mandated changes to ECDIS software has, to some degree, further de-standardised ECDIS software. The
new standards that came into force in 2017 are discussed in Chapter 2. The chart display has been standardised
more, but differences in menu access between manufacturers remains.
For a further understanding of the perils of not understanding the differences between the manufacturers
within your fleet, a 94 page document on ECD/5 type specifics options is available for free download at

www. eMaritimeGroup. cam
The issues of complexity centre around the perceived varying standards of both the different ECD/5 systems and
the associated training standards for the safe and effective transition from paper to ECD/5. Although some of
the 171 Member states and the /MO have given guidance on ECD/5 type specific procedures and training, there
has been no definitive documentation addressing them. The download has been created to provide clarity on
the issue.

8


2

IHO S-52 4.0 Upgrade and Alarm
Management

2.1

The S-52 4.0 Upgrade
The responsibility for the portrayal of an ENC on an ECDIS screen is controlled by the ECDIS standard 'S-52'. This
is authored by the International Hydrographic Organization (IHO). Owners were expected to switch to the new
Presentation Library (PL) by the 31 August 2017. At inspection you will be asked to provide evidence that your
ECDIS units are upgraded to PL 4.0.

2.2

Overview of Changes
A number of significant changes to the PL reflect mariner feedback. For example, the names of fairways and
anchorage areas will now appear on the ENC display. A 'hover-over' function for certain charted features has also
been introduced.
A number of new symbols have been added to the PL. These new symbols help draw attention to features that

need to be highlighted, including the location of automatic ENC updates and ENC features that have a temporal
(time-based) attribute.
To support the complex process of ECDIS type approval, the IHO has worked closely with a number of prominent
Notified Bodies and improved the ENC tests and test datasets. The restructuring of the datasets and the inclusion
of more specific tests will ensure that the proper display of ENCs is more thoroughly checked during type testing
process in future.
The IHO has updated 5-63 - the ENC data protection scheme, to include specifications for an ENC update status
report, which is a provision that had not been available previously. The update status report will allow mariners
and Port State Control inspectors to confirm that the ENCs installed in an ECDIS are up to date.
ECDIS manufacturers and national authorities have now moved towards type approval of new ECDIS based on the
revised Standards. This will enable ship owners and operators to update existing systems to conform with the new
Standards in accordance with the requirements of the IMO circular MSC.1/Circ.1503/Rev.1.

What changes will the user see?
•

Detection and notification of navigation hazard

•

standardised of automatic update symbols

•

new temporal attributes symbol

•

ECDIS display date dependent features

•

ability to turn on/off isolate dangers in shallow water

•

shallow water pattern

•

SCAMIN

•

hover-over function

•

anchorage area, fairways, nautical publications

•

chart legend

•

ECDIS Chart 1.

9

ECDIS Procedures Guide 2018 Edition

2.3

Error and Alarm Management
The latest PL addresses the primary complaint levelled at ECDIS, which is constant audible alarms. By providing
clear guidance to ECDIS manufacturers on ENC objects that will raise an alarm, the IHO has tackled the issue of
alarm fatigue on the bridge.
Thomas Mellor, Chairman of the IHO ENC Standard Maintenance Working Group responsible for 5-52 commented:
"One of the biggest benefits of upgrading ECD/5 systems to the latest 5-52 Presentation Library will be a reduction

in the number of audible alarms triggered by ECDIS, helping ease the issue of alarm fatigue on the bridge, whilst
still maintaining safety at sea. The introduction of an alert model, based on the requirements in the /MO ECD/5
Performance Standard, will also harmonize ECD/5 behaviour across different manufacturers' systems."

It is vital that the ECDIS operator, Master and Company understand that the solution to constant audible
ECDIS alarms is not to simply turn the alarm off. Neither is it acceptable to use the new software menus to
simply reduce all alarms to warnings or indications.
An ECDIS alarms for a reason, either because the ECDIS operator has told it to alarm, which is called an
Operator Alarm, or the system has detected a defect or fault, which is called a System Alarm. Both need careful
management.

2.3.1 Operator Configured Alarms
This alarm is activated when the system detects values outside of user set limits. Described below are some
examples of common user set alarms. There is potential for alarm fatigue to be created through poor operator
configuration.

Safety Depth and Safety Contour
Several recent high profile groundings, including the MV 'Ovit' grounding on the Varne Bank in the English

Channel, have occurred where this was set at 30 metres. The English Channel is often less than 30 metres and so
in this particular example the ECDIS would have been alarming for several hours in the lead up to the grounding,
had the alarm been turned on. ECDIS alarms are often disabled due to poor management of this safety critical
setting.

Anti-Grounding Cone/Safety Frame/Look-ahead
In coastal navigation, or open ocean, the ECDIS operator, in discussion with the Master, will have this setting at an
appropriate distance or time so that the vessel can take action should this ECDIS safety feature highlight a future
danger. However a common ECDIS generated alarm occurs when this is not reduced in pilotage waters.
For example, an alarm telling the ECDIS operator that the vessel will collide with land (the jetty) in 6 minutes is not
applicable or needed if the plan is to berth the vessel and therefore 'hit' land. In this example, a large look-ahead
alarm is inappropriate when transiting a channel into a port. Careful management of this setting is needed for an
appropriate alarm as the conditions change. It is unacceptable to simply have the same alarm settings from berth
to berth.

Cross Track Distance (XTD)/Cross Track Corridor
During the route planning process, which is covered in Chapter 6, it is vital that the ECDIS operator and Master
agree on a suitable settings limit. For example, if the channel limit is set too small, the vessel will naturally leave
the limit for even a minor alteration for shipping and, therefore, create an unnecessary alarm. Equally dangerous
is that water outside of the limit will not have been checked by the automatic scan route, which is discussed later
in the above chapter.

Other Operator Configured Alarms
It is now common, for most modern ECDIS units, for the operator to configure alarms, ranging from an audible
alarm when reaching the end of the route to a waypoint alteration alarm. It is imperative that all parties involved
in the safe navigation of the vessel discuss which of these alarms are needed and which may cause alarm fatigue.

10

CHAPTER 2 IHO S-52 4.0 Upgrade and Alarm Management

2.3.2 System Alarms
This alarm type is activated when the ECDIS system detects unacceptable conditions, predominantly with the
sensors integrated. Examples of system generated alarms would include loss of GNSS, GYRO, LOG or any other
sensor feed. As the three named sensors are the only sensors required for ECDIS, if the vessel has further multiple
sensors integrated such as AIS, ARPA, RIO, echo sounder or digital anemometer, and they are not configured
correctly, they may generate alarms. This would not be the fault of the ECDIS software as an integrated sensor
that is not configured correctly can only be recognised as a fault by the ECDIS software. It is recommended that all
ECDIS operators review all integrated sensors and engage manufacturer support if they are concerned that poor
integration may generate unwanted alarms.

11


ECDIS Procedures Guide 2018 Edition

2.4

Alarm/Warning/Indicator Defect Priority Table
Annex H contains a list of possible errors and alarms that may be observed by the ECDIS operator and allows
actions to be pre-determined.
Column 2 lists errors and alarms and allows the ECDIS operator, the Master or the company to establish whether
or not an alarm should be audible.
Column 4 provides an indication of the severity of an alarm.
If this table is correctly used and agreed in advance, it should allow better decision taking when a sensor failure
occurs.

The requirement to conduct the risk assessment in Annex H has become more important with the
introduction of more sensors and increased user configuration options.

12


CHAPTER 2 IHO S-52 4.0 Upgrade and Alarm Management

2.5

Reference Guide to PL 4.0 Changes

2.5.1 Detection and Notification of Navigation Hazard
The previous edition of the PL included the detection of rocks, wrecks and obstructions, with the safety contour
resulting in an alarm.
Rocks, wrecks and obstructions, as per the new PL standards, should result in an indication. This will reduce the
number of alarms but still ensures the mariner remains aware of the hazard.

oRI)

Figure 2.1- A comparison of an ECDIS with PL 3.4 (on the left) showing an obstruction as an alarm,
with an ECDIS with PL 4.0 (on the right) showing only a warning

Detection and notification of navigation hazards in PL 4.0 has been designed to give the mariner the option to
choose the priority of the alert for navigational hazards, by viewing group category.

..,, A1oN�

AREAS

v' Areas
v' Traffic Separation Zone

Chart Alert Setting

Safety Contour
Nav,gat1onal Hazard
Areas to be Avoided
User Chart Danger
Traffic Separation Zone
Inshore Traffle Zone
Restricted Area
Caution Area
Offshore Production Areil
Military Practice Area

'VV

vv

:1

w v

w

w

w
w
w

v

..,,
..,,
..,,
..,,

w v

Shallow Contour

10

rn

Safety Contour

11

rn

15

rn

20

rn

Safety Depth

I

Deep Contour·
Alarm
Warning
C Caution
OFF

Reset

v' Inshore Traffic Zone
v' Restricted Area

byWaming

v' Military Practice Area

v' Sea-Plane Landing Area
v' Submarine Transit Lane

v' Caution Area

v' Anchorage Area

v Areas to be Avoided

v' Particularly Sens. Area (PSSA)

v' Offshore Production Area v' Marine Farm/Aquaculture

w

Figure 2.2 - Different ECDIS interfaces, where the ECDIS operator can change
the Alert Status of each type of charted object. (Refer to Annex H for further details)

13


ECDIS Procedures Guide 2018 Edition

Figure 2.3 - An ECDIS running PL 3.4 on the left and an ECDIS running PL 4.0 on the right. On PL 4.0,
where the look-ahead area crosses the safety contour, it is highlighted in red

2.5.2 Standardised Automatic Update Symbols
Automatic update symbols have been standardised to help the mariner to identify and view where automatic
updates have been applied.

'

'/

Automatic update
deleted

0

Q

14

updated

-o--o-6-�


CHAPTER 2 IHO S-52 4.0 Upgrade and Alarm Management

2.5.3 New Temporal Attributes Symbol
The new symbol will help the ECDIS operator to quickly identify features that have temporal attributes. E.g.
seasonal buoys, traffic separation schemes.

Periodic

End date 27-08-2014

✓
2.5.4 ECDIS Display Date Dependent Features
The ability to insert a date or date range to plan and check routes with date dependent features will allow the
mariner to view the conditions they will encounter on the date set. This allows inspection of the route for the
actual ETA at any given point.

Viewing Dates
Today (UTC): 10 Oct 2016
Display Date

Update Review

AUTO: Today
:e Single Date

Date:
Date Range

C�J OFF
Q1 Aug 20.16

Date Range
Start Date:
End Date:

Start Date:
End Date:
Close
Figure 2.4 - ECDIS settings allowing objects to be shown at all times or at specific times.
ECDIS operators must be aware of the location of this menu on their system and know how to configure it

15


ECDIS Procedures Guide 2018 Edition

2.5.5 Ability to Turn ON/OFF Isolated Dangers in Shallow Water

l

&

.0 □

I

Other

General 11 Stanc1Drd

I

I

Text

Symbols:

Paper Chart

Shallow Pattern

Boundaries·

Plain

Shallow Water Dangers

Four Shades

Unknown

Full Light Lines

Accuracy

Highlight Date Dependent

Scale MIN

Highlight INFO
Highlight Document
Contour Labels
LAT/LON Grid
Close

0

0

--- --------

General 11 Stanu;�rd

--- ---------

---

Other

Symbols:

Paper Chart

Boundaries:

Plain

Shallow Pattern
✓ Shallow Water Dangers

Four Shades

Unknown

Full Light Lines

Accuracy

Scale MIN

Save

Highlight Date Dependent
Highlight INFO
Highlight Document
Contour Labels
LAT/LON Grid
Close

Save

Figure 2.5 - Images comparing ECDIS with 'isolated dangers' not selected for display, and then enabled for display.
Since Pl 4.0, the ECDIS operator must be aware of how and when to use these settings

16

CHAPTER 2 IHO S-52 4.0 Upgrade and Alarm Management

2.5.6 Shallow Water Pattern
In PL 3.4, the shallow water pattern was optional. In the PL 4.0 it is mandatory. This is to help with visual detection
of shallow water in the night palette.

General O Standard

Other

Symbols:

Paper Chart

Boundaries:

Plain

Four Shades
Full Light Lines
Scale MIN

Shallow Pattern
Shallow Water Dangers
Unknown
Accuracy
Highlight Date Dependent
Highlight INFO

Highlight Document
Contour Labels
LAT/LON Grid

Figure 2.6 - Example of menu on different ECDIS types, allowing the operator a choice for viewing 'shallow water pattern'

17