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Table of Contents
CHAPTERS. TOPICS PAGES
Chapter 1 Basic Navigation Functions and Settings 6
1.1. ECDIS Charts 6
 Electronic Navigation Charts (ENC) 6
 Raster Charts 7
1.2. The Advantages of ECDIS 7
 Real-Time Information Processing 7
 ECDIS Enhances Safety 7
 Maximize Profit 8
1.3. Increased Ease and Efficiency of Operation 8
1.4. Disadvantages of Electronic Navigation 8
 Fosters Over dependent Crews 9
 Update Requirements 9
 Updating Your ECDIS 9
 ECDIS Carriage Requirements 9
1.5. IMO Standards for ECDIS Performance 10
1.6. ECDIS Training and Procurement 11
Chapter 2 Passage planning and monitoring 12
 Passage Planning 12
2.1 Appraisal, Planning, Execution & Monitoring 12
 Appraisal
2.2. Planning 14
 At a glance following not to be overlooked 16
2.3. Execution 17
 Monitoring 17
Chapter 3 Determining Position with ECDIS 18
3.1. Position Fixing 18
 The Most Important Element of Passage Planning 18
 Position Fixing Interval 18
 Parallel Indexing 23
 Conclusion 24
Chapter 4 Knowledge Of Operating Principles, Limitations, 25
Methods Of Corrections
4.1. Knowledge of operating principles 25
 The operating principles of ECDIS include 26
4.2. Limitation Methods of Correction 27
Annexure 28

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About Us

Training is to be mandated in accordance with the STCW Manila Amendments. From January
2012, the Master and all Navigational Officers of all type of vessels, which have ECDIS as their
primary means of navigation, are required to have completed both generic and ship specific
ECDIS training. This is also a requirement for those seeking revalidation of Master’s
certificates.

There was no such Training facility available in Pakistan neither at any state owned institution
nor at any private institution, however captioned Institute took an initiate to acquire and
install TRANSAS ECDIS Navi-Trainer 5000 to conduct ECDIS Training, and to date, we have
trained number of Mariners from all over the world at our training centre.

Generic ECDIS Course:

Course Title : 3 Days
Price PKR : 5000 per candidate

Course Introduction:
Training in safe navigation using Electronic Chart Display & Information Systems (ECDIS) is now a
requirement in the STCW-2010 Manila Amendments for all mates and masters standing watch
on vessel fitted with ECDIS.
Electronic Chart Display & Information Systems (ECDIS) is a comprehensive course that provides
BOATSWIN with the knowledge, skills, and practical training to operate marine ECDIS units safely
and effectively on crafts.

 Practical exercises on the TRANSAS 5000 simulator

 case studies
 PowerPoint presentations prepare the Boatswain for the final assessments.

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Course Contents:-

Specific emphasis is placed on:

 Basic navigation functions and settings

 Passage planning and monitoring
 Determining position with ECDIS
 Knowledge of operating principles, limitations,
methods of corrections

Venue:-

MARITIME TRAINING INSTITUTE - KARACHI

Who should attend:-

Boatswain/Skippers on inland craft to attend and get
themselves certificate.

Requirements:
Must have a sufficient level of spoken and written English, to
understand the course content and to pass any verbal or
written assessments.

Certification:
upon successful completion of raining and assessment a
certificate duly approved by Directorate General Ports & Shipping, Ministry of Maritime Affairs,
Govt. of Pakistan will be issued.

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Chapter 1. Basic Navigation Functions and Settings

What is an ECDIS

The Electronic Chart Display and Information System is a specialized digital navigation computer,
and an alternative to paper charts. It stores a set of Electronic Navigation Charts (ENCs)
and/or Raster Charts, which can display all the necessary geographic information a crew needs
to complete a voyage. However, an ECDIS isn't simply a digitized replacement for traditional
charts.

ECDIS charts typically incorporate much more information than past navigation tools, and
automate many essential functions. For instance, the navigator now has a much lighter burden
thanks to automatic route planning and monitoring. While route correction once consumed
much of a navigation officer's time, it's a thing of the past with a working ECDIS. The precision,
consistency and reliability of electronic navigation represents a boon to safety, efficiency and
profitability.

How ECDIS Works

The ECDIS works by incorporating robust, specialized electronic navigation software with many
modern navigational tools. This includes fixtures such as GPS, RADAR, ARPA and numerous
others. You can use your ECDIS to access information from these sources, check Tide Tables and
check virtually all relevant navigational information.

By using ENC's, the ECDIS is able to ascertain precise depth information and early-warning on any
potential hazards along the route. A crew can gain even more precise information by calculating
and inputting figures such as squat, which can pull a ship closer to the seabed. This information
feeds into several other automated functions, providing for extremely accurate route safety
judgments and automated safety warnings.

1.1. ECDIS Charts

The exact function of an ECDIS depends on the type of charts that a ship is currently using. When
a ship deploys the latest electronic navigation charts, it enjoys the full breadth of information,
automation and safety features. Sometimes, though, it's necessary to use Raster Charts, which
are light on features.

Electronic Navigation Charts (ENC)

An electronic navigation chart, also known as a vector chart, is the primary type of chart that an
ECDIS uses. This is a fully modern, digital chart that incorporates all of the advantages of

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electronic navigation. Computer generation comes with a wealth of data and additional features,
such as depth alerts and customizable visuals.

The user can turn certain ENC features on and off as needed, and access greater information
about an area or feature at any moment. It's also possible to collapse elements to utilize a
cleaner, broader visual interface. Overall, Electronic Navigational Charts make for much easier
and more efficient navigation.

Raster Charts

While ENC's fully integrate the computer features of ECDIS, Raster ECDIS charts are much more
simple. The chart's maker simply scans the paper chart so that it's possible to store them
electronically. When you use a Raster chart, you aren't going to have any additional functionality
or features as compared to paper charts.

In essence, it functions similarly to loading and observing an image on your computer or phone.
All text and chart data is constantly visible, and zooming in or out will affect every part of the
chart equally. Additionally, rotating the chart will rotate the text as well as the image. Sometimes,
it's impossible to procure ENCs for the full length of a voyage, which is when you'll need to use
Raster charts and/or paper charts to augment them.

1.2. The Advantages of ECDIS

While ECDIS isn't perfect, it has many advantages over traditional paper charts.

Real-Time Information Processing

While a human has many advantages over a computer, a human cannot work as tirelessly and
thoroughly as a computer. As a result, one of the key benefits of ECDIS is that they're constantly
processing and displaying data in real-time. So long as the hardware and software are working
and the end-user has provided the correct inputs, the accuracy and output of an ECDIS are always
correct. This level of precision along every step of a journey produces several tangible benefits
with major ramifications for the shipping industry.

ECDIS Enhances Safety

When a ship runs aground and needs repairs, the losses can seem incalculable. In addition to the
costs of repairs, the time spent inoperational represents a dramatic loss in revenue. In the worst-
case scenario, the human consequences and potential for injury and fatality are unbearable. By
providing accurate, real-time data on the voyage, electronic navigation systems go a long way in
protecting people and profit.

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Maximize Profit

Traditional navigation needed to maintain a certain margin of error to accommodate the lower
level of precision that was possible. An excessively large margin for error represents many forms
of lost profit, such as:
 Taking considerably fewer containers than was necessary to guarantee a safe voyage.
 Traversing a substantially longer route than necessary.
 Scheduling difficulties related to an inaccurate ETA.
A ship that uses an ECDIS can calculate these and other factors much more precisely and
constantly update the data available. As a result, electronic navigation doesn't merely reduce the
risk of losses, but also increases the possibility to improve profits.

1.3. Increased Ease and Efficiency of Operation

Manual course correction, checking for hazards, and related aspects of navigation are poorly
suited for human workers because they require constant vigilance. When navigators relied on
manual charts and tools, they consumed much of their time with mentally exhausting work that
required incredible attention to detail. Simply doing their work required a great deal of effort to
organize and find the information, only after which they could act on it.

While modern navigators still require these skills, the prevalence of ECDIS systems takes
tremendous burdens off of them. Digital navigation aids automatically compile the information
where it's simple and easy to find. Additionally, the busywork of chart correction is entirely
eliminated as well. Direct interfacing with AIS, Echo Sounding, ARPA and other tools also saves
time and increases information clarity. Now that sailors are free of the work that they had to
perform with a pen, they can dedicate more time and energy to the work they perform with their
brains.

Navigators also have access to more information in greater detail than ever before. When your
ECDIS is using electronic navigational charts, you can highlight features to gain much greater
insight. Even on simple Raster charts, the zoom and rotate functions allow for greater clarity and
ease of use.

1.4. Disadvantages of Electronic Navigation

Only as Reliable as the Data

When a new technical solution is correct 99.99 percent of the time, it's easy to become
overly comfortable. However, any machine can fail and human error can also cause
misreading. In 2020, the ferry Seatruck Performance ran aground and went in
operational for 3 weeks. The reason was that they simply failed to input squat when

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using the ECDIS to chart their voyage. While electronic navigation is incredible, this
sort of complacency can become fatal.

Fosters Over dependent Crews

It's important that crews don't think that the extra work the ECDIS performs translates
into time off duty. Indeed, using electronic navigation creates several new forms of
work unique to operating the devices. Not only is it important to make sure that the
system itself is operating properly, it's important to have fail-safe solutions to provide
redundancy. This might be a second system, or it could be paper charts that the ship
may use to complete the voyage.

Update Requirements

While updating ECDIS software is remarkably easy, especially compared to replacing

paper charts, it's also important to upgrade hardware. It's easy to avoid a new expense
on the grounds that the existing system works well enough. However, as the capability
of electronic navigational charts grows, their technical requirements grow as well.
Using outdated hardware will cause a drop in efficiency and may eventually pose a risk
to the ability of a ship to complete its voyage.

Updating Your ECDIS

There are several ways to update the software and electronic charts on ECDIS:
 Using physical media such as DVDs.
 Download from the internet. (Register for a free trial to our e-Navigation
Software SPICA to order and download ENCs)
 A SATCOM attachment you receive via email.

It's also possible to receive updates via SATCOM broadcast message if you have
hardware that enables this process.

ECDIS Carriage Requirements

The international bodies that govern oceanic travel mandate ECDIS charts on certain
vessels. Older ships may be able to receive exemptions, but modern vessels that
launched after a certain date must carry one.

The following vessels cannot legally undertake an international voyage unless they're
using an ECDIS:
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 Passenger ships over 500 GT that completed construction after 30 June 2012.
 Tankers over 3,000 GT that completed construction after 30 June 2012.
 Cargo ships between 3000 and 10,000 GT that completed construction after 30
June 2014.
 Cargo ships over 1,000 GT that completed construction after 30 June 2013.
 Passenger ships over 500 GT that completed construction by 1 July 2012 and
had their first survey after 30 June 2014.
 Tankers over 3000 GT that completed construction before 1 July 2012 and had
their first survey after 30 June 2015.
 Cargo ships between 10,000 and 20,000 GT that completed construction before
1 July 2013 and had their first survey after 30 June 2018.
 Cargo ships between 20,000 and 50,000 GT that completed construction before
1 July 2013 and had their first survey after 30 June 2017.
 Cargo ships over 50,000 GT that completed construction before 1 July 2013 and
had their first survey after 30 June 2016.

1.5. IMO Standards for ECDIS Performance

The IMO maintains that the main role of ECDIS is to improve navigational safety. To
this end, it maintains the following performance standards for manufacturers and end
users:
1. A system must have adequate backup arrangements and up-to-date charts to
comply with Regulation V/20 of the 1974 SOLAS Convention.
2. Shipborne radio rules relating to IMO Resolution A.694 apply to electronic chart
display and information systems.
3. A system must display all chart information that government-authorized
hydrographic offices deem necessary for safe and efficient navigation.
4. Straightforward and reliable software updates are a necessity.
5. An ECDIS should be able to continuously plot the ships position and execute all
route planning, monitoring and positioning that paper charts perform.
6. Electronic navigation charts and the system utilizing them should have the same
visual availability as paper charts.
7. An ECDIS should include alarms and/or indicators for hazards, malfunction and
other relevant information.

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1.6. ECDIS Training and Procurement

The human element has always played a critical role in a successful voyage. To operate
an ECDIS, you'll need to seek out an institution that provides the relevant course. Deck
Cadets are typically eligible and will learn how to use the ECDIS over an in-depth 5 day
course.

Although color code may vary in different ECDIS system displays, the generic idea remains the
same. Another key issue to consider is to include the chart depth accuracy into UKC calculation
or make a comparison between the CATZOC with the UKC (Under Keel Clearance) which is more
common.

The UKC sets the minimum level of distance between the deepest point of a vessel and sea
bottom. In particular, it is a company-specific measurement, therefore, it is company’s
responsibility to specify this distance and Masters must consider it during passage planning
(especially in shallow waters).

Again, the depth accuracy emerges as an important issue for UKC calculations. For example, if a
vessel has set the UKC to 0.5m but the chart accuracy has +/- 1 m, this may cause problem and
the navigating officers are advised to take this issue into consideration. Table 1 shows UKC
correction due to the different Zone of Confidence of ENCs.

The Category D is worse than Category C; it cannot be trusted and large anomalies in the depth
can be expected. Also, the Category U is the un-assessed category; the quality of the bathymetric
data is not yet assessed.

In conclusion, Electronic charts and ECDIS are necessary tools for navigators in order to plan the
route and monitor the position easier and faster. Considering that these electronic means are
based on human surveys and measurements, the possibility of false information regarding
depths, heights etc cannot be excluded. This is an additional factor to be considered during e-
navigation and therefore all mariners (navigators, OOW rted and stay focused when they use
these means of navigation. And Masters) are vised to be always alert.

Passage planning and monitoring:

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Chapter 2. Passage Planning and Monitoring

Passage Planning
When the Master gets the nomination of the next port, he communicates this information to the
navigating officer of the ship. On hearing this, how the navigating officer proceeds to plan the
passage, is precisely the coverage of this article.
Research into shipping casualties has shown that the most important contributing factor is that
of human error, 85% to be more precise.
Among the recommendations for improving this situation is one for passage planning. A good
passage planning means taking the vessel from A to B in the safest and shortest way. The concept
of passage planning is not new and the prudent navigator has always made suitable preparation
for his voyage before leaving port. With the considerable increase in sea traffic in certain parts
of the world and with the diversity of vessels, it is important that the proposed passages are
diligently thought-out in advance. Examination candidates are likely to be examined in the
subject of passage planning.

2.1 Appraisal, Planning, Execution & Monitoring

Appraisal

Under this heading, the navigator considers all the relevant information and makes a general
decision on the track to be followed. He also finds out the requirement of the following:

a. Charts
b. Nautical publications
c. Navigational equipment

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The information about the general track to be followed is obtained from Routeing charts and
Ocean passages of the world. Once the track to be followed is obtained it is laid in pencil on the
relevant page of the Chart catalogue to get the list of small scale or reference charts, these charts
are useful for initial planning of courses, plotting weather reports and plotting noon positions.

The same track is again laid on the relevant page showing limits of indexes. Now various indexes
are opened and track laid again. The list of required charts is then made including the approach
and harbour charts. Sometimes few harbour charts may not be directly needed for navigation
but may be used in emergency i.e. some sick person to be landed or taking the port of refuse.

Once the list of charts is made, we have to check from ships folio whether we have these charts
or not. Charts are not onboard to be indented. Charts already on board are to be checked
whether corrected or not Help may be taken of Chart correction log maintained by the navigating
officer.

The relevant volumes of nautical publications are to be checked. List of some of the nautical
publications to be consulted are:

1. Admiralty chart catalogue

2. Admiralty sailing direction
3. Ocean passage of the world
4. Admiralty tide tables
5. Admiralty distance tables
6. Reed’s distance tables
7. Admiralty list of radio signals
8. Admiralty list of lights
9. Tidal streams
10. Nautical Almanac
11. Ship’s routeing
12. Local tide and pilot booklets
13. Guide to port entry
14. Routine charts
15. Navigation Charts

All the navigational equipment needed for the passage are to be checked. If any defects are
found, make a defect list including requirements of Echo sounder and Course recorder papers.
The distance rabies on board (Admiralty or Reeds) are to be consulted to find the approximate
distance from Port A to B from berth to berth and from pilot to pilot.

On the indents of Charts & Nautical publications, defect list of navigational equipment and
distance, the Master acts as soon as possible. He places the orders for Charts and nautical
publications through proper channels. They must be received before the vessel sails. A technician
is called to rectify the defects of navigation equipment. The distance information he uses to
calculate the ETA to next port, requirements of Bunkers and fresh water etc.

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2.2. Planning:

After all the charts and Nautical publications are received and Navigational equipment is rectified,
the navigating officer now proceeds to do planning. It precisely means laying off the courses on
charts of suitable scale and complete the details of the plan. While the planning of courses is done,
the following points must be kept in mind:

1. Avoid many alterations of courses: More A/Co’s. more exposure to mistakes and blunders.
2. Try to alter courses when abeam to lights: because it is very easy to make out and more
convenient
3. Keen a distance of 3 to 4 n.m. off the lighthouse when A/Co. provided there are no off-
lying dangers between the light and the vessel. A distance of 3 to 5 n.m. is navigationally
safe as well as economical.
4. The depth of the water on the way should be at least twice the draft of the vessel. It takes
care of squatting, shallow water effect, smelling the ground etc.
5. The horizontal clearance from the shoals, wrecks, rocks on the way should be at least,3
n.m.
6. It is a good seamanship practice to join and leave the Traffic separation Schemes (TSS) from
a point 3 n.m. off the beginning and end of the TSS.

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Keeping these recommendatory points in mind, lay the courses first on the small-scale, charts
and then transfer it on large scale charts, Make arrows indicate the direction of the., course.
Write the courses and distances on each leg in pencil. A/Co or wheel over positions JLO be marked
and the bearing and distance from the light to be written in pencil. Distance to Go (DTG) to the
next pilot station to be shown at each A/Co. points. Whenever the chart in use js finishing, new
chart number is to be marked in pencil. The list of lights to be checked and the daytime
identification i.e. structure and colour of the lighthouse is to be marked on the chart.

List of Radio signals to be consulted. and the frequency, Morse signal, hour of transmission etc.
of the Radio Beacons on the way is to be marked on the chart in pencil ” Whenever the vessel .is
crossing specific depth contours, make a mark on the chart to put orT the echo sounder.
.Information about the vessel traffic system is to be mentioned on the chart.

When arriving ports the tides are to be worked out and mentioned on the chart, the position of
the pilot Station VHF channels for the pilot boat and coast radio station is to be marked.
Anchorage points and position of fairway buoy, to be identified and & marked. In consultation
with the faster, two hours / one-hour notices to the engine room and position for trying out the
main engines is to be marked in pencil.

All the dangers on the way are to be rounded Suitable notes to include ranges of lights radar
conspicuous area etc. Indicate where special accuracy is required giving alternative methods for
independent cheeks.

Clearing /transit bearings to be well marked. Wherever necessary, under-keel clearances to be

marked.

Contingency plans must be kept ready especially where alternative tracks around areas where,
there may be special hazards due to fog, possible engine failure, iceberg etc.

Running a Bridge Notebook is advised. Points of material importance in the course of the voyage
should be noted in this e.g. course alterations any restrictions on speed, the critical area along
the route, an area of dense traffic etc.

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At a glance following not to be overlooked:

 Route at glance
 Different types of charts.
 Shore features, underwater dangers, navigational aids
 Shelter area, anchorages
 Recommended routes
 Details of lighthouse and lights
 Traffic separation scheme details
 Distances between ports
 Current editions of charts
 Current editions of publication
 Meteorological Information
 Predominant currents
 Ice limits
 Isobars and isothermal lines
 % of gales/fog observed
 Past storm tracks
 Direction and Rate of Currents
 Probability & Strength of the wind in given month
 Navigational warnings
 Details regarding radio beacons, Racons and remarks
 Standard and Legal times
 Meteorological observation stations
 Radio weather service
 GMDSS
 VTS, VTMS, Port operations and pilot services
 Length of wharf, depth at wharf, channel, cranes
 Hospitals, Bunkers, FW
 Airport, De-ratting, Repairs
 Passage planning chart
 Various notices to mariners
 T & P notices
 Radio / Current news
 Own maneuvering data
 Own men, certificates etc
 Ship’s particulars
 Type of cargo onboard
 Navigational Equipment

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2.3. Execution
Whatever planning is done, it has to be executed now. This is, of course, putting the plan into
operation. Almost any plan is liable to suffer alteration or revision in the light of conditions and
events actually encountered at sea. Before executing, the following points are to be kept in mind:

1. Take a weather report every 12 hours and 2 hours before -the departure to get the latest
information on the weather. Sometimes the planned passage may have to be altered due
to approaching bad weather or storm.
2. Take navigational warnings before departure. There may be firing practice along the coast,
cable laying operation in the channel, malfunctioning of lights and buoys, etc. This
information is of utmost importance for the smooth conductance of the passage.
3. If the vessel has to follow ‘Ocean Route*. it has to be duly incorporated in the passage plan.

Conditions of light or darkness, the state of tide etc. must be assessed and if necessary, the
Master consulted with a view to adjusting speed or modifying the track so as to obtain more
favourable circumstances.
The preparedness of Officers on the watch is also to be considered. If there has been a change of
officers before departure that port, the duty officers may not be well versed with controls on the
bridge. Due to this reason, it may be necessary to keep an officer on the bridge who is well versed
along with the new officer till the vessel is in clear waters.
Monitoring
It means, continuously checking the vessel’s progress. The progress can be checked by the
position fixing. Normally we should have two sources of position finding instruments, one as the
primary source of position finding and another as the backup in case the primary source fails. For
example, if Echo Sounder is the main instrument to check depths, the hand lead is to be kept
ready as standby. If the gyro is being used for steering purpose, the Magnetic compass is to be
kept standby. If the GPS fails, there should be a backup plan. Also, it is necessary to ensure that
all Navigational equipment are ready for operation and accurate. For this purpose, control tests
before departure and arrival ports must be carried out and findings noted in the Bridge moment
/ Log book.
During the voyage. checks functioning of navigational equipment. Make use of parallel indexing
where possible. It is the monitoring stage where the use of all navigational equipment given in
the question is to be justified. You must state how a particular equipment is going to be used for
that passage.
The officer of the watch should, of course, call the master in all cases of doubt, but also bear in
mind the possible necessity for immediate action in cases of emergency.

The discussed four stages outline passage planning recommendations. Fuller details are available
in publications which are entirely devoted to the subjects of passage planning and ship routeing.
An example of such a guide is Admiralty Chart 5500, entitled Mariners’ routeing guide, English
Channel and Southern North Sea.

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Chapter 3. Determining Position with ECDIS

3.1. Position Fixing:

The Most Important Element of Passage Planning

Heavy traffic, extra Look out posted, hours of darkness. Suddenly the GPS is gone !!! Ever
experienced this ?

When it happens, you start doubting each and every equipment. Even the ones which may be
working fine at that moment.

Is the gyro giving correct heading? Is the echo sounder showing correct depth? You will doubt
everything !!! That’s not good.

You will loose the sense of direction. And you would have tiny amount of time to regain the sense
and act in a way that is right.

The entire navigation depends upon knowing the position of the ship. This is one of the most
important task of a navigator.

When position required not only mean GPS position. There are many other ways of plotting the
ship’s position. And as with the situation of GPS failing, we must be ready to switch to other
methods of position fixing.

Before to proceed with discussing these methods, must discuss a term which is so much a part
of passage planning. The term is “position Fixing Interval”.

Position Fixing Interval

“Position fixing interval” is the maximum interval between two position fixes. So if in a particular
section of the passage, we have agreed to the PFI of 01 hour, we must plot the ship’s position at
least every hour.

But how do we decide the position fixing interval ?

For that just think why do we need to plot the position ?

We plot position to be sure that we are on our track and not drifting towards a danger.
With that logic in mind, let us take an example.

We plot a position at 0800 Hrs. The agreed position fixing interval is 30 minutes. Now just after
0800 Hrs, the vessel starts to draft directly towards a danger.

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You will only come to know about that at 0830 Hrs when you plot the next position of the ship.
If at 0830 Hrs, vessel is at the danger then the PFI was set too high. Because before we could
know that we are running into danger, we already were at the danger.

So even if vessel deviates from its course, the interval between two consecutive position fixes
should be such that allows time to take the course corrective action.

How to get running fix plotted on ECDIS ? Let us plot this on furuno ECDIS.

We take the first bearing of the fixed object and we plot first position line on ECDIS. To do that
from the left menu options go to Record -> Event log -> Posn event.

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This will show a pop up called position event.

Mark the first position line of the fixed object that you have taken the visual bearing from and
click “add” to add the position line.

Now when you have the 2nd bearing of the same object, mark the 2nd bearing on the ECDIS in
the same way. Make sure the option “transfer off” is slected while marking both the bearing.

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So we have the two position lines but both are at different times. We need to transfer the 1st
position to the present time to get a fix by “running fix” method.

To do that, choose the position line number 1 from the position event pop up (under LOP
observations).

Then change the option to “Transfer to latest”.

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Once we choose “transfer to latest” option for position line # 1, this position line will be
transferred to the latest time. You will also see TPL marked on this position line which denotes
“transferred position line”.

The position where it cuts the 2nd position line is the ship’s position.

The position where it cuts the 2nd position line is the ship’s position. To record this position in
the history data of ECDIS, just click on “record” option in the “position event” pop up. This will
mark the ship’s position on the ECDIS and save it in the history data.

If we see depth of around 40 meters on echo sounder and at the same time we take bearing of
the edge of the island that is visible to us. We draw position line from this island.

As there is only one point on this position line where the depth is expected to be around
40 meters, this will be our estimated position.

As I said this is not the position fixing method. But we can use this as a confirmation tool for the
position we get from other methods.

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Parallel Indexing

We earlier discussed that the interval between two position fixes should be such that between
any two fixes, the vessel must be safe.

But this would mean that during arrival into a port, we need to plot our position every 60 seconds.

Many, including some third party inspectors may insist on this but this is crazy. Imagine plotting
the radar fixes every two minutes.

Sometimes even the chart would not be of such large scale that can distinguish the two positions
plotted at two minutes interval.

I feel PFI of less than 5 minutes is not practical. So how do we ensure ship does not run into
danger if PFI need to be less than 5 minutes and we plot the position every 5 minutes ?
The answer is by “parallel indexing”.

We identify a fixed object and draw a line parallel to our course. We then monitor the echo of
this object on the radar.

If the echo stays on the line drawn parallel to the course, we are on our course. If the echo
deviates from the line, we are off track and we must alter the course to bring the vessel on track.

This is a method which ensures continuous monitoring of the ship’s position.

In the situations where PFI comes out to be less than 5 minutes, we can set the PFI as 5 minutes
and then monitor the ship’s position by parallel indexing and plotting the position every 5
minutes.

Parallel indexing is a fantastic tool for monitoring the ship’s position. For this reason, it must be
used wherever a radar conspicuous object or landmark is available.

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Conclusion

There is one basic requirement that a navigating officer on watch need to fulfil. At all times he
must know.

 Where we are, and

 Where they (other targets) are

Sadly most of the groundings happens because we either do not know one of these or both. If
we know all the methods of plotting and then confirming our position, we will never miss out
where we are.

With now more and more ships going paperless, we must also transform our self to be able to
use these methods on ECDIS.

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Chapter 4. Knowledge of Operating Principles, Limitations, Methods of
Corrections

4.1. Knowledge of operating principles

ECDIS is a computer-based navigation system that uses electronic navigational charts

(ENCs) to display and update a ship's position and other navigational information in real-
time. ECDIS is designed to replace traditional paper charts and is now a mandatory system
on many ships.

One of the main benefits of ECDIS is that it allows the ship's position to be displayed on
an electronic chart in real-time. This helps the navigator to more accurately track the ship's
progress and to identify any potential hazards or areas to avoid. ECDIS also continuously
updates the ship's position and other navigational information such as speed, course, and
distance to the destination. This allows the navigator to more easily monitor the ship's
progress and to make any necessary adjustments to the course or speed as needed.

ECDIS can also be used to plan and monitor the ship's route, taking into account factors
such as water depth, hazards, and traffic. The navigator can input the desired route into
the ECDIS system, and it will display the route on the chart along with any potential
hazards or areas to avoid. The ECDIS will also continuously monitor the ship's position
and alert the navigator if the ship deviates from the planned route.

In addition to displaying the ship's position and navigational information, ECDIS can also
be used to display a variety of additional information such as tide and current data,
weather information, and vessel traffic. This information can be overlaid on the electronic
chart to help the navigator make informed decisions.

ECDIS includes alarms and warnings to alert the navigator of potential hazards or
deviations from the planned route. The system can be configured to display different
types of alarms and warnings depending on the specific needs of the vessel and the
voyage.

Finally, it is important to ensure that the ECDIS has the most up-to-date information to
ensure safe navigation. This includes regularly updating the electronic charts and other
navigational information through electronic chart update services or by purchasing new
chart media.

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The operating principles of ECDIS include

1. ECDIS displays the ship's position on an electronic chart using GPS (Global Positioning
System) or other positioning systems.

The electronic chart is a digital representation of a paper nautical chart, and it includes all of
the same information such as water depth, hazards, and navigational aids. The ship's
position is displayed on the chart in real-time, and the chart is continually updated as the
ship moves.

2. ECDIS continuously updates the ship's position and other navigational information such as
speed, course, and distance to the destination.

This information is displayed on the ECDIS screen, and it can also be displayed on other
shipboard systems such as the bridge wing repeaters and the autopilot.

3. ECDIS can be used to plan and monitor the ship's route, taking into account factors such as
water depth, hazards, and traffic.

The navigator can input the desired route into the ECDIS system, and it will display the route
on the chart along with any potential hazards or areas to avoid. The ECDIS will also
continuously monitor the ship's position and alert the navigator if the ship deviates from the
planned route.

4. ECDIS can be used to display a variety of additional information such as tide and current
data, weather information, and vessel traffic.

This information can be overlaid on the electronic chart to help the navigator make informed
decisions.

5. ECDIS includes alarms and warnings to alert the navigator of potential hazards or deviations
from the planned route.

The system can be configured to display different types of alarms and warnings depending
on the specific needs of the vessel and the voyage.

6. ECDIS requires regular updates to the electronic charts and other navigational information.
These updates can be obtained through electronic chart update services or by purchasing
new chart media.

It is important to ensure that the ECDIS has the most up-to-date information to ensure safe
navigation.

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4.2. Limitation Methods of Correction

System that uses electronic navigational charts (ENCs) to display and update a ship's position
and other navigational information in real-time. While ECDIS is a valuable tool for navigation, it
has several limitations that mariners should be aware of:

1. ECDIS relies on accurate and up-to-date electronic navigational charts (ENCs) to display the
ship's position and other navigational information. If the ENCs are outdated or contain
errors, the accuracy of the information displayed on ECDIS may be compromised.

To correct for this limitation, it is important to regularly update the ENCs through electronic
chart update services or by purchasing new chart media.

2. ECDIS relies on the accuracy of the positioning system, such as GPS, to determine the ship's
position. If the positioning system is not functioning properly or is disrupted, the accuracy
of the information displayed on ECDIS may be affected.

To correct for this limitation, it is important to regularly maintain and calibrate the positioning
system and to have backup positioning systems in place in case of failure.

3. ECDIS does not provide a complete picture of the ship's surroundings. It does not replace
the need for visual lookout or the use of radar and other navigation aids.

To correct for this limitation, it is important to maintain a proper lookout at all times and to
use radar and other navigation aids in conjunction with ECDIS to get a complete picture of
the ship's surroundings.

4. ECDIS does not automatically detect all hazards or potential risks to the vessel. The
navigator is responsible for interpreting the information displayed on ECDIS and for making
informed decisions based on that information.

To correct for this limitation, it is important for mariners to be properly trained in the use of
ECDIS and to exercise good judgment in decision-making.

By being aware of these limitations and taking steps to correct for them, mariners can use
ECDIS effectively and safely to aid in navigation.

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ANNEXURE

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