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1 BACKGROUND

ECDIS is a complex, software-based, safety-relevant

navigation system with multiple options for display

and integration. The ongoing safe and effective use of

ECDIS involves many stakeholders including

seafarers, equipment manufacturers, chart producers,

hardware and software maintenance providers,

shipowners and operators, maritime administration,

classification societies, and training providers. It is

important that all these stakeholders have a clear and

common understanding of their roles and

responsibilities in relation to ECDIS [20].

In 2002, ECDIS was accepted as meeting the chart

carriage requirements of SOLAS regulation V/19 [17].

Over the years, IMO member states, hydrographic

offices, equipment manufacturers and other

organizations contributed to the development of

guidance on a variety of ECDIS-related matters and

IMO issued a series of complementary circulars on

ECDIS.

Over the last two decades, there have been several

significant navigational incidents where one of the

contributory factors has been ECDIS-related. It is sure

that with an increase in the number of vessels now

using Electronic Navigation Charts (ENCs) as primary

as well as secondary navigational charts, the

appropriate use of ECDIS is critical to ensure the

safety of navigation and safety at sea.

An ECDIS is one of the essential tools of a modern

navigator. This tool displays digital charts and other

navigational information, which improves

organization and efficiency compared to traditional

nautical charts. To get the most out of your ECDIS, it's

essential that best practices are followed.

It's easy to find guidelines on best practices,

though, thanks to the International Maritime

Organization. Their dedicated safety committee

Time to Revise the IMO’s Guidance on Good Practice

for the Use of Electronic Chart Display and Information

System (ECDIS)

A. Weintrit

Gdynia Maritime University, Gdynia, Poland

ABSTRACT: In the course of developing the publication "Recommendations on usage of ECDIS and preventing

incidents" [19] by members of the Oil Companies International Marine Forum (OCIMF), they have identified the

importance of sharing information on a malfunction of an ECDIS. The problem was discussed in the forum of

the International Maritime Organization (IMO). As a consequence, there was a necessity to modify the IMO’s

ECDIS – Guidance for Good Practice. This guidance is intended to assist smooth implementation of ECDIS and

its ongoing safe and effective use on board ships. In the new version of this document (second revision), new

important terms appear, such as: type approval authority (TAA), type approval certificate (TAC), letter of

acceptance (LOA), declaration of conformity (DOC). In this article, the author tries to present the problem and

describe the actions taken by the appropriate IMO bodies.

http://www.transnav.eu

the International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 16

Number 3

September 2022

DOI: 10.12716/1001.16.03.15

524

released a guideline on best practices for ECDIS use. It

contains a fairly comprehensive guide on using your

ECDIS for navigation.

The IMO’s Maritime Safety Committee in 2015, at

its ninety-fifth session, approved the circular, drawing

together relevant guidance from seven previous

ECDIS circulars into a single, consolidated document.

The consolidated guidance termed "ECDIS –

Guidance for Good Practice" [1] is set out in the annex

to this circular. The ship operators, masters and deck

officers on ECDIS-fitted ships were encouraged to use

this guidance to improve their understanding and

facilitate safe and effective use of ECDIS.

The IMO Maritime Safety Committee (MSC), at the

98th session in 2017, approved the first revised

version of consolidated guidance

(MSC.1/Circ.1503/Rev.1) [2] taking into account all

proposed changes, updates and modifications.

In relation to ECDIS – Guidance for Good Practice

(MSC.1/Circ.1503/Rev.1) [2], annex, part E (ECDIS

Training) and F (Transitioning from paper chart to

ECDIS navigation), as well as document MSC 100/17/5

[3], NCSR 7/22/5 [4], and NCSR 7/INF.20 [5], the

OCIMF has developed its publication

"Recommendations on usage of ECDIS and

Preventing incidents" [19].

The summary of the findings relevant to the work

of the IMO’s NCSR Sub-Committee was presented to

NCSR 8 for information (NCSR 8/INF.2) [6]. The

publication aims to provide owners, operators,

masters, navigating officers, bridge team members,

including pilots and ECDIS manufacturers with

recommendations to enhance policies and procedures

regarding the safe use of ECDIS. In developing the

publication, OCIMF members have identified some

key issues relevant to the discussion at the NCSR Sub-

Committee. Interested bodies, institutions and

persons are also encouraged to download the

publication as it presents a lot of useful best practice

guidelines for the use of ECDIS on board.

2 INTRODUCTION

As was mentioned, the Maritime Safety Committee in

2017, at its ninety-eighth session, based on a

recommendation made by the Sub-Committee on

Human Element, Training and Watchkeeping, at its

fourth session, and noting the need to clarify the

requirement of ECDIS familiarization as specified in

the STCW Convention, 1978 [18], as amended, and the

ISM Code, approved the revision 1 of the ECDIS –

Guidance for Good Practice, which was disseminated

as MSC.1/Circ.1503/Rev.1 [2].

But this is not the end of the story. Unfortunately,

new reports about the use of the ECDIS system,

difficulties and abnormalities in functioning are still

coming. There is also a technological progress that can

be used. Further modification of the document was

necessary, taking into account reported needs. The

first signals took place in 2018 [3] and 1019 [4],[5],[6].

In the end of this year the Maritime Safety

Committee, at its 106th session most probably will

approve the revision 2 of the ECDIS – Guidance for

Good Practice, based on a recommendation made by

the Sub-Committee on Navigation, Communications

and Search and Rescue (NCSR), at its ninth session (in

June), and noting the need to clarify the general

principle, procedures and documentation for onboard

ECDIS updates to demonstrate ongoing compliance.

Members states of the IMO and all contracting

governments to the SOLAS Convention will be

invited to bring this circular to the attention of all

entities concerned. In particular, port states will be

invited to make the guidance available to their port

state control inspectors, and flag states to shipowners,

masters, recognized organizations, flag state control

inspectors and surveyors. Developed document –

IMO’s circular MSC.1/Circ.1503/Rev.2. will

supersede MSC.1/Circ.1503/Rev.1 [2].

Parallel to the revision of the ECDIS guidelines for

good practice, a new version of performance

standards for ECDIS was developed [8], [11], [12].

3 IMO CIRCULAR MSC.1/CIRC.1503

IMO Circular MSC.1/Circ.1503, also known as ECDIS

– Guidance for Good Practice, is a combination of

several prior ECDIS circulars. Each of those

documents dealt with a certain aspect of ECDIS use,

and MSC.1/Circ.1503 provides a comprehensive guide

on this field by merging them. The document is meant

to help educate navigators, captains, deck officers,

and other relevant personnel in the proper use of their

ECDIS.

While the document emphasizes navigators and

sailors, its relevance expands much further. Any field

that relies upon ECDIS equipment should understand

these guidelines. This includes VTS and SAR

operators as well as those who man offshore

installations.

The International Maritime Organization divided

the original document into seven sections plus three

appendices. Chart Carriage Requirement of SOLAS is

the first section, and it lays down performance

standards for ECDIS units.

3.1 Chart Carriage Requirement of SOLAS

The original IMO Circular MSC.1/Circ.1503 defines

two performance standards for ECDIS units and

requires that any ECDIS unit must comply with one

or the other, depending on when the original

installation occurred. The IMO resolution A.817(19)

and resolution MSC.232(82) [16] elaborate on each of

these standards. If a user is relying on their ECDIS to

meet SOLAS charge carriage requirements, then the

maritime standards entail the following requirements:

− an ECDIS must first go through type approval,

which will certify it as compliant with IMO

regulations;

− the electronic nautical charts in use must be up to

date;

− the user must maintain their ECDIS in line with

the latest standards as developed by the

International Hydrographic Organization;

525

− there must be sufficient preparation to replace the

ECDIS in case of technical failure.

SOLAS regulation V/19.2.1.4 [17] states that ships

must have all nautical charts necessary to complete

their voyage before embarking. In the case of a ship

that chooses to use ECDIS, it should carry the

complete suite of electronic navigational charts. If it's

impossible to fill the requirements with ENCs, then

Raster Navigational Charts (RNCs) and paper charts

are acceptable supplementary resources. To date,

ENC coverage is not all encompassing across the

world, so it's advisable to identify any areas that lack

ENC coverage in advance.

One related standard is SOLAS regulation V/27,

which states that ships must use up-to-date nautical

charts. While raster charts and paper charts are

acceptable, they must also be sufficiently recent as to

be relevant and reliable. Additionally, the software on

an ECDIS needs to remain in line with the latest IHO

standards on displays and chart content.

Even when an ECDIS and its electronic

navigational charts are fully updated and well

maintained, IMO performance standards necessitate

that a ship maintains backup measures. The

arrangements necessary to satisfy the requirement

that a ship can complete its journey without ECDIS

include:

1. Prepared facilities to safely replace the functions of

the ECDIS. This way, the ship will be able to safely

continue its voyage in the event of an ECDIS

failure;

2. A navigational replacement for the ECDIS in case

of technical failure. A backup ECDIS is acceptable,

as are paper navigational charts. Keeping both of

these backup resources on hand is advisable but

not necessary.

3.2 Maintenance of ECDIS Software

The second section of IMO Circular MSC.1/Circ.1503

deals with ECDIS software maintenance. Software

maintenance is essential, as an ECDIS with outdated

software may be unable to display recent charts

correctly. Additionally, non-compliant software may

be unable to trigger alarms, notifications, warnings,

and other critical information present in the latest

electronic navigation charts. In the worst case, an

ECDIS without the proper software updates may even

fail to install or load up-to-date charts.

The International Hydrographic Organization lays

down the latest requirements for ECDIS software as

part of the ENC Product Specification, as this page

describes.

3.3 Operating Anomalies Identified within ECDIS

The International Maritime Organization defines

ECDIS anomalies as unintended or unexpected

actions on part of an ECDIS unit. These anomalies

may impact the function of the equipment, inputs

from the user, and other elements of ECDIS function.

While there are many possible anomalies that may

occur, some examples include:

1. Alarm failures

− ECDIS does not detect objects in the path of a

voyage,

− Alarms do not activate when they should or

activate when they should not,

− The system fails to manage multiple alarms

correctly;

2. Navigational feature failures

− Incorrect display information which may result

in misrepresentation of hazards,

− Complex navigational lights appear incorrectly

or not at all,

− Absence of lone hazards, underwater features,

and detailed information.

The user of the ECDIS should consult the

equipment manufacturer in case of these or any other

anomalies. Equipment failures of this sort underline

the importance of maintaining a backup to the ECDIS.

The ECDIS Data Presentation and Performance

Check that IHO has developed is a useful tool to

check for proper function. Sailors, mariners, and other

operators can use it to create artificial electronic

navigation chart cells and run them through the

ECDIS to test various elements of technical

performance. This can provide for the advance

recognition of potentially dangerous anomalies or

confirm proper function before a voyage. The IHO

website and major electronic chart providers offer this

data set as well as guidance on using it properly.

ECDIS anomalies present serious risks to mariners,

which is why the International Maritime Organization

puts a priority on investigating and resolving them.

Administrations may take several measures to help

this process, such as encouraging vessels to report any

anomalies that occur with their ECDIS equipment.

Any report should come with details on the charts

and equipment that involved the anomaly, which will

make it easier to reproduce and fix the error.

Additionally, governments and international

organizations should share information with one

another upon request. This will help to proactively

warn any sailors who may be at risk due to an

anomaly that another crew recently discovered.

3.4 Differences Between Raster Chart Display System and

ECDIS

An operator can use their ECDIS in ECDIS mode or

RCDS mode. While the former setting uses electronic

navigational charts, the latter makes use of raster

navigational charts. Depending on the area where a

ship operates, it may or may not have easy access to

ENCs. Raster charts are, at their core, digitized paper

charts. They lack the deeper technical functionality of

modern digital charts and must be supplemented by

relevant, up-to-date paper charts [20].

4 REVISION OF ECDIS GUIDANCE FOR GOOD

PRACTICE

4.1 Amendments to ECDIS Guidance for Good Practice

(MSC.1/Circ.1503/Rev.1)

During the ninth session of the IMO’s NCSR Sub-

Committee which was held remotely from 21 to 30

526

June 2022 under chairmanship Mr Nigel Clifford

(New Zealand) in Agenda item 16 entitled "Revision

of ECDIS Guidance for good practice and

amendments to ECDIS performance standards", the

NCSR Sub-Committee considered the proposed

amendments to ECDIS Guidance for good practice

(MSC.1/Circ.1503/Rev.1) [2] set out in documents

NCSR 9/16 [7] and NCSR 9/16/2 [9], taking into

account the comments in document NCSR 9/16/3 [10].

The Sub-Committee recalled that MSC 100 had

agreed to include in its post-biennial agenda an

output on "Revision of ECDIS – Guidance for good

practice (MSC.1/Circ.1503/Rev.1)" [2], assigning the

NCSR Sub-Committee as the coordinating organ, with

two sessions required to complete the output, in

association with the III Sub-Committee as and when

requested by the NCSR Sub-Committee (MSC 100/20).

The Sub-Committee recalled also that NCSR 7,

having considered a proposal by IHO (NCSR 7/22/5)

[4] concerning amendments to the Revised

performance standards for electronic chart display

and information systems (ECDIS) (resolution

MSC.232(82)) [16] to include references to product

specifications IHO S-98, S-100 and S-101, with regard

to ECDIS equipment installed on or after 1 January

2024, had invited the Committee to expand the scope

of the above output to include also amendments to

ECDIS performance standards.

The Sub-Committee had for its consideration

documents:

− NCSR 9/16 (OCIMF) [7] proposing amendments to

MSC.1/Circ.1503/Rev.1 [2] concerning the update

of requirements for backup arrangements, ECDIS

anomalies and malfunctions and related actions,

and the need for type-specific training;

− NCSR 9/16/2 (China and CIRM) [9] discussing the

general principle, procedures and documentation

for onboard ECDIS updates to demonstrate

ongoing compliance and proposing a new chapter

B-1 on onboard ECDIS updates and a new

appendix 4 listing examples; and

− NCSR 9/16/3 (CIRM) [10], commenting on

document NCSR 9/16 [7], proposing modifications

to the draft amendments proposed in that

document.

During the discussion, the proposals in document

NCSR 9/16 [7], as modified in document NCSR 9/16/3,

were supported in general, subject to further detailed

consideration. In this respect, a concern was expressed

regarding the proposed requirement for

manufacturers to inform users about ECDIS

malfunctions, which might be difficult in some cases

[13].

Regarding the proposals in document NCSR 9/16/2

[9], which were supported by some delegations, a

view was expressed that type approval requirements

for onboard ECDIS updates should be governed by

the SOLAS Convention [17], given that SOLAS

required ECDIS to be type approved to the applicable

standards at the time of installation and that no

requirements were given for ECDIS updates during

its lifetime. A concern was also expressed regarding

the practicability of the reapproval process for ECDIS

updates and testing requirements.

In response to the above, other delegations

indicated that the proposals in document NCSR 9/16/2

[9] provided a practical way for ships to demonstrate

compliance with ECDIS updates and would reduce

the administrative burden. ECDIS updates type

approval should not be subject to SOLAS regulation

V/18 and type approval authorities should have the

competence to assess the extent to which an ECDIS

update would require testing or reapproval.

After consideration, the Sub-Committee referred

documents NCSR 9/16, NCSR 9/16/2 and NCSR 9/16/3

to the Working Group on Navigation for detailed

consideration and advice.

During the session established working group

(Group) considered the proposed amendments to

ECDIS Guidance for good practice

(MSC.1/Circ.1503/Rev.1) set out in documents NCSR

9/16 [7] and NCSR 9/16/2 [9], taking into account the

comments in document NCSR 9/16/3 [10].

While recognizing the importance of training of

seafarers on board for the ECDIS type specific training

as part of ECDIS familiarization, noting differing

views of some delegations over the interpretation of

training aspects proposed in document NCSR 9/16 [7],

the Group could not agree on the proposed way

forward in this document for the training part within

the limited time available.

Having also deleted some of the obsolete

references made to the Data Presentation and

Performance Check (DPPC) dataset of IHO in relation

to anomalies, the Group finalized the draft MSC

circular on ECDIS Guidance for good practice, set out

in annex 6, to be disseminated as

MSC.1/Circ.1503/Rev.2, which then were accepted by

the Sub-Committee and transferred to the MSC

committee for approval [13].

Owing to time constraints, the Group was unable

to review the whole Guidance comprehensively.

Nevertheless, the Group agreed that a further revision

would be necessary in the future to keep up with

advancing technologies. However, the Group

recognized that such work would require a dedicated

output.

4.2 Draft of the Second Revision of IMO’s ECDIS

Guidance for Good Practice

The undeniable safety benefits of navigating with

Electronic Chart Display and Information Systems

(ECDIS) were recognized through Formal Safety

Assessments (FSA) submitted to the IMO and

experience gained by the voluntary use of ECDIS for

many years. ECDIS was mandated for carriage by

High-Speed Craft (HSC) as early as 1 July 2008.

Subsequently, the mandatory carriage of ECDIS for

ships other than HSC (depending on the ship type,

size and construction date, as required by SOLAS

regulation V/19.2.10) was carried out between 2012

and 2018 in a phased and responsibilities in relation to

ECDIS.

This ECDIS – Guidance for Good Practice, referred

to as "Guidance" hereafter, draws together relevant

guidance from seven previous ECDIS circulars into a

single, consolidated document. The draft guidance

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(the second revision) was laid out now in eight

sections, namely:

A. Chart carriage requirement of SOLAS,

B. Maintenance of ECDIS software,

C. Onboard ECDIS updates,

D. Operating anomalies identified within ECDIS,

E. Differences between raster chart display system

(RCDS) and ECDIS.

F. ECDIS training,

G. Transitioning from paper chart to ECDIS

navigation,

H. Guidance on training and assessment in the

operational u use of ECDIS simulators.

The previous version of guidance was specified in

seven sections only. Section C entitled “Onboard

ECDIS updates” is a new section. The letter markings

of the subsequent sections have been renamed

Although this guidance replaces seven IMO

ECDIS-related circulars, there remain several other

IMO circulars that also address ECDIS matters to

varying degree and reference should also be made to

these circulars where necessary. Therefore a list

containing the IMO ECDIS performance standards

and the other IMO circulars that relate to ECDIS, has

been placed in the reference section of the document

[14].

4.2.1 Proposed amendments to the document

The proposed amendments to the document are

significant in many places, although at the same time

many fragments of the text of guidance are practically

unchanged

There are no changes in Section A of the

document, entitled "A Chart Carriage Requirement of

SOLAS". Only one sentence has been added at the end

of the section that the update requirements mentioned

in section applies to the back-up arrangements as

well.

One sentence has been added to Section B entitled

“Maintenance of ECDIS software”: Any updates,

essential to make an ECDIS compliant with the

performance standard, should be particularly

identified and be actively communicated to identified

users of the system.

As we know, a number of ECDIS operating

anomalies have been identified. Due to the complex

nature of ECDIS, and in particular because it involves

a mix of hardware, software and data, it is possible

that further anomalies may exist. These anomalies are

particularly apparent in ECDIS units that have been

built and type-approved to ECDIS Performance

Standards (resolution A.817(19), as amended), (i.e.

before 2009). However, ECDIS units type-approved to

the revised ECDIS Performance Standards (resolution

MSC.232(82)) [16] are still vulnerable to the various

limitation.

In Section D entitled “Operating Anomalies

Identified within ECDIS” one sentence has been

added: A manufacturer should notify the flag state

administration, ROs and identified ECDIS users at the

earliest possible opportunity to communicate if the

ECDIS presents a risk to maritime safety, to health or

to the environment due to a malfunction of software

or hardware including appropriate mitigation

measures.

However, the following fragment was deleted:

“HO has produced an ECDIS dataset that allows

mariners to check some important aspects of the

operation of their ECDIS. This dataset contains two

fictitious ENC cells which deck officers can load into

their ECDIS units to assess operating performance

and to determine whether there may be any display

anomalies that either need to be remedied or

otherwise managed in the way that the ECDIS is

operated. If the check highlights a problem, the

accompanying guidance notes with the check dataset

offer suggested courses of action. The check dataset

and accompanying instructions can be obtained from

ENC service providers, or can be downloaded from

the IHO website at: http://www.iho.int/”.

Sentence: “Given the widespread use and the

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” was supplemented with the

following statement: “Manufacturers should have a

mechanism in place to ensure they notify identified

users of their ECDIS systems about any noted

anomalies and close-out subsequently with relevant

upgrades. Masters, shipowners and operators should

use the software maintenance arrangements provided

by the manufacturer to check if such upgrades are

available” [14].

4.2.2 Section C - Onboard ECDIS Updates

Prior to the onboard ECDIS units being updated,

whether required to be compatible with the in force

IHO standards or initiated by the manufacturer to

improve functions or fix minor bugs, the

manufacturer should notify the type approval

authority (TAA) named on the type approval

certificate (TAC) of any modification or changes to the

equipment, together with the relevant information

and technical documentation. Accordingly, after

assessment, the TAA decides if and what level of

additional testing is required in each individual case

[14].

Depending on the assessment and judgement of

the TAA:

a) if additional testing is needed and performed and

conformity is demonstrated, the TAA should issue

one of the following documents:

− a new TAC with the updated software and/or

hardware details on it; or

− a Letter of Acceptance (LOA) with the updated

software and/or hardware details on it to

supplement the old TAC.

b) if no additional testing is required and no new

TAC or LOA is necessary, the TAA should inform

the manufacturer of the decision in writing, via

email or other means of notification.

In cases of paragraph a) above, the manufacturer

should issue a new declaration of conformity (DOC),

declaring the product concerned is in conformity with

the requirements of the international instruments that

apply to it. When no new TAC or LOA is issued by

the TAA as indicated in paragraph b), the

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manufacturer should keep a copy of the written

notification by the TAA. Examples of onboard ECDIS

updates are listed in appendix 4.

To prove that an ECDIS update on board is

conformant, one of the following should be made

available:

− a new TAC with the updated software and

hardware details on it and new DOC;

− the old TAC supplemented by an LOA and new

DOC; or

− the old TAC and DOC.

Manufacturers should provide a copy of the

documents above and an updated user manual, if

applicable, to the ship to be carried on board until the

equipment is removed from the ship and make

available the written decision taken by the TAA

regarding the minor changes as described in

paragraph b) above, if so requested. In addition, such

information should also be made available by the

manufacturer using a website. The need for safe

navigation requires that manufacturers should

provide a mechanism to ensure that 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.

Manufacturers are also encouraged to provide a

copy of the documents listed above to the ship via a

QR code, email or field engineer. A QR code for each

ECDIS unit would be particularly useful to provide

easier access to information in relation to the

hardware/software updates of each equipment.

4.2.3 Examples of onboard ECDIS updates

Examples of onboard ECDIS updates are presented

in new appendix 4 [14] – Table 1.

In the following, examples of onboard ECDIS

updates and documentation are provided:

Example 1

The TAC lists the release number for software 5.03.xx

and the current manufacturer software release

number is 5.03.02 and is to be updated to 5.03.03.

Manufacturer report: The manufacturer reports small

bug fixes or changes for the last digit of the IHO

standards.

TAA decision: The TAA decides that the reported

changes are minor changes and do not need re-

certification or LOA.

Documents provided: The old TAC, DOC. The

software release number changes from 5.03.02 to

5.03.03 which is covered by 5.03.xx in the existing

TAC.

Example 2

The TAC lists the release number for software 5.03.xx

and the current manufacturer software release

number is 5.03.02 and is to be updated to 5.04.00.

Manufacturer report: The manufacturer reports

additional functionality or changes in existing

functionality.

TAA decision: The TAA decides that the changes are

TAC relevant and requires additional testing and

consequential re-certification.

Documents provided: New TAC, new DOC. The

software release number changes from 5.03.02 to

5.04.00 and 5.04.xx is taken over into the new TAC.

Table 1. Examples of onboard ECDIS updates

__________________________________________________________________________________________________

Example 1 Example 2 Example 3 Example 4

__________________________________________________________________________________________________

Description The TAC lists the release The TAC lists the release The TAC lists the IHO Manufacturer manufactures

number for software number for software standard edition 3.0.x ECDIS with software version

5.03.xx and the current 5.03.xx and the current and the current 5.0, and then changes the

manufacturer software manufacturer software manufacturer IHO manufacturing to software

release number is 5.03.02 release number is 5.03.02 standard edition is 3.0.(1) version 6.0. The hardware

and is to be updated to and is to be updated to and is required to be remains unchanged. In this

5.03.03. 5.04.00. updated to edition 3.1.(0) case a new TAC listing

v6.0.xx replaces the previous

TAC listing v5.0. xx.

Manufacturer The manufacturer The manufacturer The manufacturer The manufacturer reports

report reports small bug fixes reports additional reports updates to meet software updates from 5.0 to

or changes for the last functionality or changes the latest IHO 6.0.

digit of the IHO in existing functionality. requirements.

standards

TAA decision The TAA decides that The TAA decides that The TAA decides that The TAA decides that the

the reported changes the changes are TAC the changes are a major changes are a major change

are minor changes and relevant and requires change and TAC and TAC relevant and

do not need additional testing and relevant and requires requires re-certification.

re-certification or LOA. consequential retesting.

re-certification.

Documents The old TAC, DOC New TAC, new DOC. The old TAC New TAC, new DOC. The

provided The software release The software release supplemented by an software release number

number changes from number changes from LOA, new DOC. changes from 5.0 to 6.0 in the

5.03.02 to 5.03.03 which 5.03.02 to 5.04.00 and The IHO standard new TAC.

is covered by 5.03.xx in 5.04.xx is taken over edition changing from

the existing TAC into the new TAC 3.0.(1) to 3.1.(0) is

mentioned in the LOA.

__________________________________________________________________________________________________

529

Example 3

The TAC lists the IHO standard edition 3.0.x and the

current manufacturer IHO standard edition is 3.0.(1)

and is required to be updated to edition 3.1.(0).

Manufacturer report: The manufacturer reports

updates to meet the latest IHO requirements.

TAA decision: The TAA decides that the changes are a

major change and TAC relevant and requires

retesting.

Documents provided: The old TAC supplemented by

an LOA, new DOC. The IHO standard edition

changing from 3.0.(1) to 3.1.(0) is mentioned in the

LOA.

Example 4

Manufacturer manufactures ECDIS with software

version 5.0, and then changes the manufacturing to

software version 6.0. The hardware remains

unchanged. In this case a new TAC listing v6.0. xx

replaces the previous TAC listing v5.0. xx.

Manufacturer report: The manufacturer reports

software updates from 5.0 to 6.0.

TAA decision: The TAA decides that the changes are a

major change and TAC relevant and requires re-

certification.

Documents provided: New TAC, new DOC. The

software release number changes from 5.0 to 6.0 in the

new TAC.

5 DISCUSSIONS

5.1 ECDIS reliability

In addition to the anomalies introduced in

MSC.1/Circ.1503/Rev.1, annex, part C [2], OCIMF

identified that the following factors can affect ECDIS

accuracy and reliability, for example, but not limited

to [6],[7]:

− issues with ECDIS hardware and software;

− improper application of software update/patches;

− improper change management for hardware or

software upgrades;

− ENC programming and accuracy with regard to

scales, datums, point features versus area features,

the survey data and survey techniques used;

− ENC database management and updating

procedures;

− slow response/refresh rates;

− look-ahead feature not identifying or alarming

grounding risk; and

− freezing of ECDIS monitors.

Some software patches are installed to rectify

issues related to ECDIS software by respective

manufacturers. The OCIMF is aware that these

patches include rectification of an essential function

the ECDIS, i.e. restoring a non-compliant system into

a compliant system.

Therefore, in the opinion of OCIMF, these essential

software patches should be treated as part of the type

approval process. The Performance standards for

electronic chart display and information systems

(ECDIS) (resolutions A.817(19)), annex, paragraph 1.4,

and the Revised performance standards for electronic

chart display and information systems (ECDIS)

(resolution MSC.232(82), annex, paragraph 1.3 [16],

clearly state that ECDIS should be capable of

displaying all chart information necessary for safe and

efficient navigation.

Pending the completion of re-type approval

process, OCIMF in its publication, recommended that

manufacturers should disseminate any known

problem and mitigating measures to users. However,

OCIMF is of the view that this re-type approval

process will not be required for simple enhancement

of usability or other performance improvement

related updates.

While update of basic software (e.g. Windows 10)

may not require type approval, any known

malfunction caused by outdated basic software

should be actively communicated to known users by

the manufacturers.

5.2 The latest applicable IHO standards

According the Guidance, an ECDIS is being used to

meet the chart carriage requirements of SOLAS

Convention [17], it must be maintained to be

compatible with the latest applicable IHO standards.

As indicated in document NCSR 7/INF.20 [5], there

are different understandings of the latest applicable

IHO standards. IHO website specifies that the up-

todatedness of the ECDIS in regard to the installation

of the latest edition of the standards is represented by

the first two digits of the edition number, and the

third digit of the edition number (in brackets)

indicates a clarification version of the standard and

has no impact on the safety of navigation or ECDIS

performance. This means that not every latest IHO

standard will require ECDIS updates onboard.

Therefore, it would be beneficial if the definition of

IHO standards Edition number is referenced in the

Guidance via a footnote to harmonize interpretation

by stakeholders [15]: be maintained so as to be

compatible with the latest applicable International

Hydrographic Organization (IHO) standards [4],[8].

The up-to-datedness of the ECDIS in regard to the

installation of the latest edition of the Standards is

represented by the first two digits of the edition

number. The third digit of the edition number (in

brackets) indicates a clarification version of the

Standard; clarifications have no impact on the safety

of navigation or ECDIS performance. For details, see

www.iho.int/en/standards-in-force

5.3 Procedures for onboard ECDIS updates to be

compatible with the latest applicable IHO standards

After reviewing the ECDIS-related standards

developed by IHO, IMO and IEC (see Table 2) and

bearing in mind the IHO’s Roadmap for the S-100

Implementation Decade (2020-2030), with the newly

revised ECDIS performance standards expected to

enter into force on 1 July 2025, it is foreseeable that

relevant IHO standards will continue to be improved

and revised, taking into account that S-100 is a new

technology [15].

530

Table 2. Different application or publication dates for ECDIS-related IHO/IMO/IEC standards [15]

__________________________________________________________________________________________________

IHO IMO IEC

__________________________________________________________________________________________________

Reference/ Publication Application IMO document Publication Standard

Edition in force date date date version

__________________________________________________________________________________________________

S-57 Edition 3.1 November 2000, in conjunction 2009.01.01 MSC.232(82) 2015.08.20 IEC 61174 2015-08

with: Suppl. 3 (June 2014), S-57 (E 4.0)

Maintenance Doc. No. 8

(March 2002)

S-52 Edition 6.1.(1) October 2014- with 2000.01.01- A.817(19) 2008.09.26 IEC 61174 2008-09

Clarifications up to 2008.12.31 as amended (E 3.0)

June 2015 by MSC.86(70)

S-52 (annex A) October 2014 – with 1999.01.01- A.817(19) 2001.11.27 IEC 61174 2001

Edition 4.0.(3) Clarifications up to 1999.12.31 as amended (E 2.0)

December 2020 by MSC.64(67)

S-64 Edition 3.0.(3) December 2020 1996.01.01- A.817(19) IEC 61174 1998

1998.12.31 (E 1.0)

S-61 Edition 1.0 January 1999

S-63 Edition 1.2.(1) March 2020

__________________________________________________________________________________________________

Based on the past experience gained from the S-57

related onboard ECDIS updates, it is considered that

the implementation of a general procedure for

onboard ECDIS updates is vital to ensure smooth

organization of S-100 updates onboard worldwide

and that shipowners are well prepared to update

onboard ECDIS to be compatible with the latest

applicable IHO standard.

6 CONCLUSIONS

Today’s mariner is looking for something with the

same standards of quality as the traditional standard

paper chart, but which meets the demands of a new

navigational era. Traditional navigation methods are

being replaced by computers. Electronic Chart and

Display Information Systems (ECDIS) become

mandatory on every ship. ECDIS not complying with

regulations is an existing problem and a hazard for

people and the environment. Unfortunately, there is a

lack of rules and procedures for checking whether

ECDIS meets related performance standards, and

those that have already been introduced are not

enough. Regulatory bodies of the maritime industry

are now contemplating how to tackle this problem.

The document presented in this article

MSC.1/CIRC.1503/Rev.2, developed by the

International Maritime Organization, seems much

more to increase the safety and credibility of the

operational use of ECDIS for today than its previous

version.

BIBLIOGRAPHY

1. IMO MSC.1/Circ.1503/Corr.1. ECDIS - Guidance for

Good Practice. International Maritime Organization,

London, 24 July 2015.

2. IMO MSC.1/Circ.1503/Rev.1. ECDIS Guidance for Good

Practice. International Maritime Organization, London,

16 June 2017.

3. IMO MSC 100/17/5. Work Programme. Proposal for a

new output for revision of ECDIS – Guidance for good

practice (MSC.1/Circ.1503/Rev.1), submitted by China.

International Maritime Organization, London, 31

August 2018.

4. IMO NCSR 7/22/5, Any Other Business. Report on

monitoring of ECDIS issues by IHO, submitted by

International Hydrographic Organization (IHO).

International Maritime Organization, London, 12

November 2019.

5. IMO NCSR 7/INF.20. Any Other Business.

Considerations on future revision of

MSC.1/Circ.1503/Rev.1, submitted by China.

International Maritime Organization, London, 12

November 2019.

6. IMO NCSR 8/INF.2. Any Other Business. Information on

ECDIS malfunctions and training, submitted by OCIMF.

International Maritime Organization, London, 15

December 2020.

7. IMO NCSR 9/16. Revision of ECDIS Guidance for Good

Practice and Amendments to ECDIS Performance

Standards. Proposed amendments to

MSC.1/Circ.1503/Rev.1, submitted by OCIMF.

International Maritime Organization, London, 23

November 2021.

8. IMO NCSR 9/16/1. Revision of ECDIS Guidance for