1.

2 Watch-Keeping with
ECDIS
1.2.1 Limitations while using ECDIS
1.2.1.1 Operational Error
Mariners should not trust what is shown on the computer display without questioning or
cross-checking the information provided. A known grounding incident in the industry
transpired that the safety contour alarm had been set at 30 metres but the alarm did not
sound, since the watch vector (Look Ahead) had not been set. None of the officers on
board were aware of the significance of the safety contour and did not know how to
establish a watch vector ahead of the vessel. Satellite positioning systems can, on
occasion, give spurious information and ENCs are often, like paper chart, based upon
imperfect survey data so there must always be a place for relative navigation techniques
to assist in maintaining safe navigation. The symbols displayed can change according to
the settings of the safety contour including wrecks and isolated danger symbols. It is also
important to understand that alarms will sound as per the parameters set by the last user.
While muting of necessary alarms can be extremely dangerous, activation of
unnecessary alarm parameters (such as setting the safety depth too high) will clutter the
ECDIS and the sole purpose of alerting a navigator in case an upcoming danger will be
lost. Alarm settings must be done to the professional judgement of the navigator and
such settings customised for the voyage, must be shared with the entire bridge team
during BTM meeting.
Limitations while using ECDIS
1.2.1.2 Display Error
Some of the ECDIS makers and hydrographs have raised concerns over the dangers due
to incorrect use of display-mode by navigators. The OOW are cautioned that ECDIS may
not display some isolated shoal depths (soundings, submarine cables and pipelines)
when operating in "Base or Standard Display" mode. “Base Display” is not intended to be
sufficient for safe Navigation. The “Standard Display” is considered to be the minimum
information that must be displayed at all times depending upon the need of navigator.
Route planning and monitoring alarms for these shoal depths may not always be
activated. To ensure safe navigation and to confirm that a planned route is clear of such
dangers, mariners should visually inspect the planned route and any deviations from it
using ECDIS configured to display "All Data". The automated passage planning check
(Safety check) function should not be solely relied upon. The International Hydrographic
Organization (IHO) is leading technical action to resolve this matter. The further
information will be made available through Notices to Mariners.
Limitations while using ECDIS
1.2.1.3 Information Overload
Navigating officer needs to be aware of the ease with which ECDIS can cause
information overload. This is due to the fact that multiple layers of information can be
displayed at any one time, resulting in important information being hidden by that which
is less relevant. Operators must choose display layer carefully and avoid to display as
much as data as they can. Too much information is as dangerous as is too little. Too many
layers selected can clutter the display, perhaps, of important navigational data.
Limitations while using ECDIS

1.2.1.4 Accuracy of Hydrographic Data

ENC might contain the same inaccuracies as paper charts because they are
constructed from the same source data as paper charts. Some ENCs might still be based
on known datum, despite having a standardized geodetic datum, like many of their
paper counterparts.
1.2.2 Alarm Management

1.2.2.1 Fatigue
Sometimes automated ECDIS alarms may become excessive and in some cases can
lead to “Alarm Fatigue” where Navigating officer is unable to properly investigate routine
alarms whilst maintaining other essential tasks.
Or the Navigating officer is spending more time at the ECDIS console reading and
acknowledging alarms than keeping a lookout, spatial awareness can be lost and critical
information missed.
This is normally due to a combination of the following:
①The configuration of the ECDIS’ safety setting, e.g. Look-ahead.
②The position of the vessel itself (i.e. in close quarter situations, crossing traffic orclose
proximity to land).
③Some ENC producers may provide ENCs with attributes that will trigger alarmsacross a
wider spectrum and for large areas of the ENC, e.g. Caution areas.
1.2.2 Alarm Management

1.2.2.2 Dilution of Danger

There is a danger of Navigating officer acknowledging an alarm or indication without
reading it. This might be partly because certain dangers may not be considered danger
as such, or may be the frequency which they are triggered, dilutes their effect.
1.2.2.3 Recommendation for Alarm Management
①Set alarm and indications to tolerable limits, beyond which a danger really exists.
②Consider the potential duplication of alarms and indications where equipment is
integrated, e.g. tracked target CPA alarm
③Avoid relying on ECDIS to alert if your attention is elsewhere.
④Do not switch off or mute or change the alarm criteria for avoiding continuous alarms.
Investigate any alarm before acknowledging same.
1.2.3 Overreliance on ECDIS
The OOW must be always wary as to how the system is actually performing in regard
toaccuracy and reliability. It must be recognized that the quality of the
integratedinformation is essentially dependent on the reliability of the each component
input of thedata and technology.
1.2.3 Overreliance on ECDIS
There is a significant risk that watch keeping officers may place too much reliance onECDIS.
The following examples show the potential hazards arising from overreliance:
① The ECDIS: No complex software can be proven to be completely free from errorsand
ECDIS is no exception. Mariners should always question any unusualmessages or system
behavior.
② The GNSS e.g. GPS: Can give inaccurate positions due to shadowing of the signal,jamming
or spoofing. Offsets from the correct position may show as a jump in thevessel’s track but more
often there will be drift away which will be more difficult toidentify.

<NOTE> In GPS the value of Horizontal Dilution of Precision (HDOP) as '1' is thebest and if the
value of HDOP is more than '4' then the position accuracy is notreliable. There is only a
flickering of HDOP alarm light when the value goes morethan '4'. No audio/sound alarm
available. This may shift GPS position informationinto DR mode and positions on ECDIS will not
reliable at that time.
The Signal to Noise Ratio (SNR) need to be monitored to confirmed reliability ofthe GPS
position. If the SNR values greater than 35Db the signal quality is verygood for position fixing.
1.2.3 Overreliance on ECDIS

③ Other sensors: Gyros can drift and/or fail and RADAR calibration can be in error.
④ The chart: Use must be made of survey reliability information within the ENC. Forsome
areas, there is considerable uncertainty of horizontal accuracy and ENCsmay carry notes
to this effect.
⑤ Mariner’s perception: It is a common misconception that when information
istransferred to a digital medium it becomes more accurate.
⑥ The ECDIS must be used in conjunction with parallel indexing, use of clearingbearing,
and visual cross bearing. The RADAR should be used to check accuracyof the charted
position by comparing the location of radar target against thecharted symbol. The
ample use of RADAR watch keeping methods to ensure a fullawareness of the vessel’s
current situation is maintained. This includes proximityto navigational hazards and
potential collision avoidance maneuvers.
1.2.3 Overreliance on ECDIS

⑦ Some recommendations to counter overreliance which may include:

i.Do not rely on ECDIS to stand the watch. It is simply an aid to assistnavigating officer to
do the job efficiently.
ii.Proper configuration of ECDIS in conjunction with healthy caution todisplayed data is
the best preparation to counter overreliance
iii.Never put faith in single positioning system. GPS positions should be crosschecked.
Traditional navigational techniques play a vital role in monitoringmodern navigation.
iv.Navigating officer must question the information presented before acting onit.
1.2.4 Overreliance on ECDIS

⑦ Some recommendations to counter overreliance which may include:

i.Do not rely on ECDIS to stand the watch. It is simply an aid to assistnavigating officer to
do the job efficiently.
ii.Proper configuration of ECDIS in conjunction with healthy caution todisplayed data is
the best preparation to counter overreliance
iii.Never put faith in single positioning system. GPS positions should be crosschecked.
Traditional navigational techniques play a vital role in monitoringmodern navigation.
iv.Navigating officer must question the information presented before acting onit.