The top 3 techniques every yacht electronic engineer should master

Yacht-engineering is a job that requires a lot of skills. And one of the major tasks yacht marine engineers have to do on board is to deal with the yachts electrical system and electronic systems. This includes designing and fabricating this electrical system, documenting, testing and troubleshooting this system before installing it, observing changes in the production process and providing input on how to change the electrical system accordingly.

The ability to do all this is key in order to provide a safe yacht with no fire hazards or electric shocks for the people on board. In addition, these different levels of expertise will help yacht marine engineers not only avoid mistakes and problems onboard but also come up with innovative ideas that may be implemented in the production process of yachts, making them more safe and efficient.

Most marine engineers around the world have at least a basic knowledge in yacht-engineering. However, there are also some specific techniques that may be required only for certain jobs or areas of expertise. For example, on board construction relies heavily on 3D modeling software such as Catia and Solidworks in order to help the engineers build a wireframe of the yacht’s electrical system. This can either be done from scratch or as a modification of an existing model in order to match some new specifications. In addition, marine engineers must have good working knowledge on basic electronics since they will make connections between sensors, computers and actuators.

Some of the top yacht-engineering techniques every marine engineer should master include:

– Designing and fabricating the yachts electrical system. This includes choosing between different wire types (such as copper, aluminum or fiberglass), cable types (e.g. twisted pair) and insulation materials (e.g. polyethylene). It also includes choosing the right circuit breakers, wires and fuses.

Small boats usually have a simple electrical system with only one DC wiring. This type of electric power supply uses one positive wire (called “Hot”) and one negative wire (called “GND”). The Hot wire is connected to all the devices in order to provide them with electricity. The GND wire is connected to the ground and to every device that has metal parts in order to prevent electric shocks. In addition, marine engineers must be careful when using DC circuit breakers since DC current flowing through fuses will heat up the wires until they burn down or melt.

Upgrading from a simple single-wire system may be a good idea in order to provide more power and to also be able to monitor some devices (such as the wiring and other sensors). Using multiple wires enables the use of AC current, which is more efficient than DC current. This means that most electronic components don’t have any problem functioning with 50 or 60Hz.

Traditional AC systems use three wires: a positive one (Hot) and two negative ones (GND). This type of electrical system is called “Three phase”. It can be used to provide more power for devices, such as the engines or air-conditioning units. Another benefit of a Three phase system is that it allows monitoring and managing each wire separately, which is not possible with a single-wire system.

This is what the layout of a three-phase AC current looks like:

The use of this type of wiring enables monitoring not only by voltage but also by amperage, which helps detect electrical problems and understand how much power each device draw from the power supply (which is important for smaller yachts).

But what happens if a wire fails or there is an overload? It would be impossible to use breakers with this type of system, since the problem can show up only at certain times (e.g. some phases may stop working but not others). This is why instead of using them, marine engineers must choose circuit breaker panels that disable individual wires. This is not as efficient for the power supply, but it will save your boat from fire just in case one of the panels malfunctions.

Using large boats as an example, a good combination of wire types and insulation material may mean more safety and less maintenance over time:

– Documenting, testing and troubleshooting the electrical system before, during and after installation for adherence to safety standards. This includes:

– Verifying the compliance of an electrical system with a yacht’s class rules by comparing it with the corresponding certificate of compliance (CoC). – Measuring each wire and cable as well as each circuit breaker (in order to make sure they are not overloaded) – Verifying that DC system fuses or breakers are in accordance with the standards. – Checking that bus bars and all wiring installations are insulated by observing insulation continuity (e.g. resistance must be within limits)

– Measuring the impedance of each wire and cable using an electric tester, which will help determine if there is water penetration through cable sheaths. – Testing and troubleshooting each circuit breaker panel by measuring its impedance in order to verify that it is not defective or overloaded.

– Monitoring the power distribution system over time using a digital voltmeter, which will help detect spots with low voltage (caused by resistance) or high voltage (caused by electrical faults).

– Sizing the electrical system in order to estimate how much power the yacht requires, which will help determine if all breakers are of adequate size. This means that you must know:

– The total energy and power consumption of each device (which can be found on its technical sheets or by multiplying volts times amperages) – How long each device is used during a day and how many days a year (this is needed to estimate the total power consumption of each device)

– Calculating if the electrical system has enough capacity by dividing the power required by the number of hours it will be used

– Checking if there are any gaps in devices wiring which could cause an overheated wire or open switch.

– Checking if the wires and cables are properly installed (e.g. verifying that a wire is soldered correctly, at the correct place and orientation)

They use even more ways to monitor systems on large yachts nowadays, but then again you can always hire an engineer to check your boat or maybe read some books about yacht electrical engineering.

All of these techniques and procedures are vital for your yacht’s health, not only because they ensure safety and compliance with standards, but also because they help you save money by preventing future damage to your boat (since repairs will be less expensive if an electrical system is well documented).

Although the first two techniques mentioned above can be learned in a few days, it may take years to master them. One of the most important skills in yacht engineering is the ability to troubleshoot electrical problems (e.g. when the lights don’t work or a breaker suddenly trips). In order to do so, you must be prepared:

– Make sure that there are no signs of water penetration (e.g. condensation signs, rust on the fixtures). – Make sure that all connectors are tight and in place. – Make sure that there is no loose wiring or damaged parts (e.g. burnt wires, broken cabinets)

– Test each circuit breaker by turning them on one by one to see if they trip properly or if any lights dim. To troubleshoot an electrical problem you must be able to:

– Locate the faulty part (e.g. burnt wire, broken cabinet) – Understand how a circuit breaker works in order to know which part of it is faulty – Understand which devices use what circuits by noting their location and using common sense – Know how to test the circuit breaker and which part of it is faulty without having to look at its inner working (e.g. test all the switches, make sure that they are in place, etc.)

– Know how to repair or replace a broken wire or component – Understand what each device does (e.g. what a light switch does in the restroom, where this switch is located, how to turn it on and off) – Check the wiring diagram of each device in order to understand what components are used for (e.g. read a light switch’s schematic drawing)

– Know that a circuit that has power going into “A” and out of “B” will always have power in “B” even if you open “A”, since the wiring is double-insulated – Make sure that all wires and cables are properly insulated (e.g. make sure that there are no bare wires which could be tripped on) – Replace broken components with the same type of component (e.g. replace a light switch with a new light switch)

Since you’re a yacht engineer, you’ll likely need to replace electrical and electronic parts.

The top 3 navigation equipment every yacht must have

Yachts must have some sort of navigation equipment in order to find their way. The three most important navigation equipment are the chart plotter, the radar system, and the GPS system. All three of these devices can be found on any size or make of boat that could fit a water craft. All boats need at least two working systems per device as well as a spare when one fails. Many captains prefer to add additional equipment such as AIS, TargetX2, radar reflector, and DSC to be fully prepared for any eventuality when out on the high seas.

AIS allows vessels to identify other ships that may not be broadcasting a VHF call sign or an MMSI (unique ID) number. This allows for avoidance of collisions in areas where AIS is mandatory to use or when required by law. Also, AIS can help verify a number of regulated parameters such as exact speed. This set of competences is absolutely mandatory when you are looking for yacht jobs.

The chart plotter displays the boat’s position on charts and uses GPS data to pinpoint that location at any given time. The plotted path also gives a captain the opportunity to determine how far he/she is from a certain area or if sailing in an incorrect direction.

GPS, which stands for Global Positioning System, assists yachts to accurately determine its exact location and provides precise speed and position using satellites. GPS was initially introduced for use by commercial vessels but have since been integrated into personal use navigation systems. GPS equipment can be used in conjuncture with radar and the chart plotter to further navigate the boat. An additional feature on GPS is DSC (Digital Selective Calling), which will send a distress signal with the yacht’s exact position, if needed.

AIS, TargetX2, radar reflector, and DSC are optional but highly recommended when operating a yacht on open waters.

Today’s modern yacht needs to be equipped with GPS, chart plotter, and AIS. All three of these tools are a must when traveling on the high seas in order to avoid any accidents or mishaps along the way. Equipping a boat with these items can help prevent yacht owners from becoming victims of a maritime disaster.

What you need to know about ECDIS

ECDIS stands for Electronic Chart Display and Information System, which is a navigation system that uses electronic maps to show the position of the vessel. It can be installed on any ship or boat, and provides accurate information about the ship’s position.

ECDIS has many benefits associated with other high end technology systems like radar and GPS as it will generate a list of other nearby vessels. One additional benefit is that ecdis does not require visual contact with land or aids in order to accurately determine one’s location. The ecdis also has some drawbacks such as increasing fuel consumption, but with careful use can maintain accuracy while decreasing fuel costs by using an ecdis instead of traditional means to navigate through hazardous environments like fog, pelagic drift or ice.

Other methods of navigating a ship have been used for centuries, and ecdis is only the latest in technological advancements to make navigation safer. A few of these previous technologies include the use of sight by eye which can be inaccurate due to visibility as well as mathematical and geometric solutions such as using a compass or astrolabe. As technology advanced, ships started to realize the benefits of using innovative technology for navigation systems, and ecdis is a prime example of this.

This ecdis system consists of 4 main components: an electronic chart which displays information that is presented based on user preferences such as depth contours, shoreline information, port names and numbers and other navigational data including wrecks, obstructions and tide information. The ecdis can be connected to the ship’s autopilot or steering gear with a digital interface allowing for electronic communications between ecdis and the hardware.

The ecdis has two display options: one is an interactive touch screen that can be installed on the bridge of any vessel, whereas the second display option is an electronic chart that can be installed on a network along with other ecdis screens. The ecdis screen can also be connected to GPS, radar and gyro systems which adds further information about the surrounding environment like traffic, weather, hazards and narrow waterways.

1. What ECDIS stands for and what it does?

ECDIS stands for Electronic Chart Display and Information System, which is a navigation system that uses electronic maps to show the position of the vessel.

The ecdis has many benefits associated with other high end technology systems like radar and GPS as it will generate a list of other nearby vessels. One additional benefit is that ecdis does not require visual contact with land or aids in order to accurately determine one’s location. The ecdis also has some drawbacks such as increasing fuel consumption, but with careful use can maintain accuracy while decreasing fuel costs by using an ecdis instead of traditional means to navigate through hazardous environments like fog, pelagic drift or ice.

2. The benefits of ecdis in comparison to other navigation systems

The benefits of ecdis in comparison to other navigation systems include ecdis’ easy integration between radar, GPS and the ecdis itself. Another benefit is that ecdis does not require visual contact with land or aids in order to accurately determine one’s location and has an increased probability of collision avoidance among vessels.

ECDIS also provides port information which allows for easier arrival and departure from ports, as well as providing information about the water depth at docks. The ecdis has an increased probability of collision avoidance among vessels and it increases safety at sea due to ecdis’ ability to provide real time information.

Another benefit is that ecdis does not require visual contact with land or aids in order to accurately determine one’s location, ecdis provides information about the water depth at docks and ecdis also allows for easier arrival and departure from ports.

3. Drawbacks ecdis may have when used on a ship or boat

One drawback ecdis may have when used on a ship or boat is that ecdis increases fuel consumption. However, ecdis saves money by reducing the number of personnel needed to navigate a vessel manually, thus ecdis can save money in the long run. The ecdis also requires knowledge from users working with the ecdis system. Inacc

4. How ecdis was created and how its use has changed over time as technology advanced. The history of ecdis is long and winding, but ecdis first came into being in the early 70s after the development of microprocessors.

ECDIS was made possible thanks to several German IT developers who were engaged in a system approach for navigational data processing using computers. In addition, ecdis was also developed thanks to French engineers who were working on digital cartography, who also worked on the ecdis system. ecdis has been around longer than most people realize, and ecdis paved the way for modern day navigation systems like GPS.

However, ecdis has changed slightly over time as technology advanced and ecdis started to be used in combination with more recent technologies. For example, ecdis can now be used in combination with radar.

5. Other methods of navigating a ship that are still being used today, even with the advent of ecdis, manual method cannot be forgotten ecdis is only a complement to other means of navigating a ship or boat like radar and GPS. ecdis can also be used in conjunction with these older systems, but ecdis cannot replace them.

ECDIS Glossary

CoACo-operation Arrangement.

IC-ENC focuses its co-operation activities around a multi-lateral arrangement known as the IC-ENC Co-operation Arrangement. The purpose of this CoA is to provide a framework for strengthening international co-operation between HOs in the production, quality assurance, promotion and distribution of ENC data. The CoA also defines the terms of reference of the IC-ENC Steering Committee and its various working groups in which signatories to the CoA are entitled to participate.
COTS‘Commercial Off The Shelf’ software.

Software that is commercially available to all organisations and as such will provide a comparable environment for ENC production and validation purposes.
CREW AGENCYCrew management for ships, otherwise known as crewing, are the services rendered by specialised shipping companies. Crew management services are an essential part of maritime and ship management that includes the management of all the various activities handled by crew on-board vessels, as well as related shore-based administration.
DIPWGDigital Information Portrayal Working Group.

A working group which strives to maintain the IHO Publication S-52. This publication includes IHO specifications for colours, symbols and display rules used to show SENC information on ECDIS in a safe and ergonomic manner. DIPWG also maintains the portrayal elements of IHO Publications S-100 and S-101, as well as the Portrayal Register of the Geospatial Information Infrastructure.
DMDData Management Database.

IC-ENC’s uniquely developed in-house database. The DMD holds all ENC data sent by IC-ENC members, and provides IC-ENC with a low cost and consistent way of storing ENC data, as well as a central working point for the IC-ENC validation team.
DPSWGData Protection Scheme Working Group.

A working group with the primary objective of developing and maintaining an IHO ENC data protection scheme known as S-63.
ECDISElectronic Chart Display and Information System.

An ECDIS is an electronic chart (ENC) based navigational system that complies with IMO regulations and can be used for navigational purposes in lieu of paper charts.
EDBErrors Data Base.

A database of validation tool error messages used by the IC-ENC validation team during ENC validation, and also for IC- ENC members during ENC production and internal validation processes. Each database entry includes detailed error information including the cause, impact and solution. The Errors Database can be accessed via the IC-ENC website.
ENCElectronic Navigational Chart.

An electronic chart is a real-time navigation system that integrates a variety of information that is displayed and interpreted by the Mariner.
ENC ReissueA regenerated New Edition file that contains updates to a certain point in time. This can save time when loading multiple updates into an ECDIS, as the updates are included within the New Edition file, rather than separate update files.
EULAEnd User Licence Agreement.

An End-user Licence Agreement issued through or by IC-ENC for and on behalf of a Supplier Nation.
Exchange SetAn exchange set is a grouping of data sets in a logical, consistent and self-contained collection to support the interchange of geospatial data and meta data.
HSSCHydrographic Services and Standards Committee.

A technical steering committee of the HO which aims to promote and coordinate the development of standards, specifications and guidelines for official products and services to meet the requirements of ariners and other users of Hydrographic information.
IC-ENCInternational Centre for Electronic Navigational Charts.

IC-ENC is a Regional ENC co-ordinating centre (RENC). It is has offices in the UK and Australia and is responsible for validating its members ENCs and positioning them in the market place through a selected group of Value Added Resellers (VARs).
IHBInternational Hydrographic Bureau.

The IHB is the Secretariat of the IHO and is located in Monaco.
IHOInternational Hydrographic Organisation.

The IHO aims to create a global environment in which marine navigation information is provided in a timely and usable manner in order to support and protect the marine environment.
IMOInternational Maritime Organisation.

The IMO is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.
IRCCInter Regional Coordination Committee.

The Inter Regional Coordination Committee aims to promote and coordinate activities that might benefit from a regional approach, such as capacity building, training and implementation of policies related to the WEND. All matters are identified as strategic objectives of the IHO.
Issuing AuthorityThe official agency which issues the ENCs and ENC updates validated to comply with the relevant standards and quality requirements.
JTEWGJoint Technical Experts Working Group.

The JTEWG is a joint subsidiary of the Primar Advisory Committee (PAC) and the IC-ENC Steering Committee (IC-ENC SC). The JTEWG co-operates with the goal of increasing the efficiency, quality and availability of consistent ENC data to the market.
MACHCMeso American and Caribbean Seas Hydrographic Commission.

A Hydrographic Commission which allows coordination of Hydrographic activity and cooperation at the regional level.
OEMOriginal Equipment Manufacturer.

In the case of ENCs, an OEM is specifically the manufacturers of the ECDIS hardware.
PACPRIMAR Advisory Committee.

A similar committee meeting to the IC-ENC Steering Committee, whereby policies are strategies are decided upon.
PAYSPay As You Sail.

A new and innovative service developed to allow the distribution of authorised ENC data under certain terms and conditions, and documented by a certificate.
PRIMARPRIMAR is a non profit RENC operated by the Norwegian Hydrographic Service that provides a validation and distribution service to its members.
RENCRegional ENC Co-ordination Centre.

A RENC is a not-for-profit organization that is controlled by the Member States who distribute their ENCs through that RENC.
RENCs ensure that all the ENCs that they handle are consistent. The RENCs also make ENCs available to retailers from a single wholesale source. RENCs are part of the official supply chain for ENCs.
RHSGRENC Harmonisation Steering Group.

A group, jointly chaired by the IC-ENC Chairman and PRIMAR Chairman, which strives to harmonise the activities of the two RENCs.
RORegional Office.

A sub-office of IC-ENC that is concerned with providing validation and production support services to IC-ENC members in that region.
RTRReal Time Reporting.

New IC-ENC functionality which will mean that Standard Subscriptions are reported to IC-ENC within 24 hours of sale, and PAYS subscriptions are reported within 72 hours of first usage.
S-57S-57 is the IHO standard for the exchange of digital hydrographic data. It has been used almost exclusively for encoding Electronic Navigational Charts (ENCs).
SCSteering Committee

An annual meeting in which IC-ENC members come together to discuss the strategic issues, agree policies and to set the budget for the following year.
Self FinancingIC-ENC aims to remain financially sustainable and low cost, therefore the IC-ENC Strategic Plan recognises that any new services introduced by IC-ENC must be ‘self financing’. Furthermore, any services which may be optional and only of benefit to a section of he IC-ENC members must be structured to be financed by those who are benefiting.
SLAService Level Agreement.

An agreement made between IC-ENC and UKHO that specifies the provision of IT services required to support and sustain IC-ENC operations.
SOLASSafety Of Life At Sea.

The SOLAS convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant vessels. The first version was adopted in 1914, in response to the Titanic disaster. It aims to promulgate all laws, decrees, orders and regulations and to take all other steps which may be necessary to give the present Convention full and complete effect, so as to ensure that, from the point of view of safety of life, a ship is fit for the service for which it is intended.
Standard SubscriptionA fixed period contract for the supply of ENC Data to a Subscriber. Subscription The minimum contract term is three months, and the maximum term is twelve months.
TEWGTechnical Experts Working Goup.

The TEWG is a working group of the IC-ENC Steering Committee, constituted under the Cooperation Arrangement within IC-ENC. It provides a forum for reviewing and enhancing all technical aspects of the creation, content, quality control and application of the ENC data produced by the IC-ENC Cooperating Hydrographic Offices (CHOs), with the ultimate aim of achieving greater consistency in the quality and content of the ENCs produced by the CHOs.
TOMTechnical Operating Model.

A model which allow the development of the current system architecture within IC-ENC, enabling IC-ENC to provide new capabilities to HOs, VARs, RENCs, and potential future customers and data suppliers. The TOM aims to restructure IC- ENC operations from IC-ENC UK (HQ) and all IC-ENC Regional Offices into one single service which is held centrally.
TSMADTransfer Standard Maintenance and Applications Develpment Working Group.

TSMAD are responsible for the maintainance, development and extension of the IHO transfer standard for digital hydrographic data including the development and maintenance of relevant application profiles.
VARValue Added Reseller.

A distributor of ENCs to the marketplace through which all IC-ENC members validated data passes.
WENCWorldwide ENC Coordinating Centre.

A Worldwide ENC Coordinating Centre, or IHO RENC, is a concept established by the work of the RHSG, but not supported by the IC-ENC SC.
WENDWorldwide ENC Database.

The chief objective of the WEND committee was to promote the establishment of a World-wide Electronic Navigational Chart Database (WEND) suitable for the needs of international shipping.
WENDWGWorldwide ENC Database Working Group.

A group which promotes the development of the Worldwide ENC Database, suitable for the needs of international shipping.

About ECDIS

The Electronic Chart Display and Information Systems (ECDIS) is an advanced computer system that integrates Electronic Navigational Charts, Electronic Coastal Charts, Electronic Sailing Directions, Electronic Tidal Current Tables and other information. This system provides the safety-critical data to ensure safe navigation for vessels transiting in coastal waters and within international shipping lanes.

In 1990, the IMO adopted performance standards for electronic charts. In 2000, it amended SOLAS regulation V/19 to allow ECDISs (electronic chart display and information system) to meet the requirements that previously applied only to paper charts.

Closeup fragment of ships navigation radar screen

What are the benefits of Electronic Chart Display and Information Systems?

The amended SOLAS regulation V/19 requires all newly built passenger ships of 500 gross tonnage and upwards, as well as newly built cargo ships of 3,000 gross tonnage and upwards engaged on international voyages to be fitted with ECDIS. For existing ships, phase-in introduction of fitting requirements are being introduced for all ships.

Navigating by hand presents a significant potential for navigational errors, such as off-course maneuvers, equipment failure leading to collision with obstacles or accidental grounding of the ship on rocks or other potentially disastrous events.

Electronic chart display integrated information system (ECDIS) is a complex, safety-relevant software-based navigation system with multiple options for the displays and integration of various navigation data from sources such as electronic charts and navigational publications.

The term “electronic chart” (EC) is generally used to refer to graphical representations of the geographic features on the surface of Earth along with their geospatial information in a database that can be displayed graphically or viewed as text.

The ECDIS utilises the feature of the Global Positioning System (GPS) to successfully pinpoint the navigational points in the world and to use this information for navigating a ship.

The Electronic Chart Display and Information System (ECDIS) is an International Maritime Organization standard that provides safe navigation by integrating all of these elements in one system, including navigational warnings and alerts provided by other ships or from shore stations.

ECDIS is a navigational information system that interfaces with other navigation equipment, such as GPS, Gyro, RADAR and Echo Sounder.

The advantages of ECDIS over traditional paper charts on ships.

  1. All data is processed in real-time and available for immediate charting.
  2. Navigational charts are used for simplified passage planning.
  3. A ship needs to retain important navigational information in order for their voyage to go smoothly.
  4. Systems and alarms are in place to indicate and highlight danger.
  5. ECDIS navigation is more accurate than paper charts.
  6. Charts can be customized as per the requirements of the voyage.
  7. Other navigational equipments such as the AIS, ARPA etc can be overlayed and integrated into it.
  8. Charts may be oriented as desired
  9. With a variety of features and the ability to zoom in or out, one can examine the charts as needed.
  10. The distance traveled, time taken by the ship and estimated arrival time.
  11. Obtaining a more accurate ETA.
  12. Charts contain detailed information
  13. In conclusion, having charts and publications is an important safety measure for all ships.

The safe and effective use of electronic chart display information systems in the maritime industry requires everyone’s help, including seafarers, equipment manufacturers and software providers.

These stakeholders are uniquely positioned to enforce continuous development of ECDIS in a manner which aligns with international and national regulations, as well as best marine safety practices.

Answers to ECDIS questions

An Electronic Chart Display and Information System (ECDIS) is a geographic information system used for nautical navigation that complies with International Maritime Organization (IMO) regulations as an alternative to paper nautical charts. ECDIS is designed to enhance the safety of navigation by presenting a clearer, more accurate and up-to-date picture of what’s happening in the surrounding area.

The Electronic Chart Display and Information System (ECDIS) is an Electronic chart system that has been developed for vessel traffic services as well as nautical use. The primary objective of this Electronic chart display and information system is on providing navigational data with high relevance to safe navigation through a graphical interface. It also provides other features such as search functions, route plotting, alarms and monitoring facilities.

A major feature provided by ECDIS which distinguishes it from paper charts or any other traditional Electronic charting systems was its ability to present detailed information about nearshore areas.

What are the elements of Ecdis?

The major elements that compose an ECDIS are the computer system (including all essential hardware to make it work), a display, software and, of course, IMO compliant electronic navigation charts. For an ECDIS to be considered an ECDIS, it needs to be installed according to the standards and regulations set by the IMO.

The Electronic Chart Display and Information System (ECDIS) is a geographic information system that includes charts, which comply with International Maritime Organization regulations as an alternative to paper nautical charts. It provides for plotting, alarms and monitoring facilities needed by the navigator at sea in compliance with IMO resolutions A.694(16). This type of charting is not just limited to coastal navigation or inland waterway navigation but also extends offshore into territorial waters. An ECDIS can be installed on board any vessel above 150 tons carrying oil products (or other harmful substances), complying with both SOLAS 74/78 and MARPOL 73/78 conventions or it could be fitted only as bridge equipment on fishing vessels currently over 100 GRT according to FAO.

Merchant container ship

What is Ecdis function?

The Electronic Chart Display and Information System (ECDIS) is a geographic information system that has been developed to enhance the efficiency of navigation. It consists of an integrated computer system with display, software and electronic charts for marine use. ECDIS provides navigators with graphical views of the environment around them in real time, including terrestrial features such as coastline, lights on land and buoys at sea; nautical features like depth soundings; current flows; currents profiles ; water depths or other data from sensors mounted on vessels  or buoys. Electronic Charts are documents containing graphic representations and textual descriptions of physical features which show hydrographic characteristics according to set standards so that they can be used safely by mariners under normal conditions.

Is Ecdis mandatory?

ECDIS is not mandatory for a vessel navigating in the territorial sea of any State Party. ECDIS may be voluntarily installed on vessels operating within 15 nautical miles (NM) of the baseline from which the breadth of its territorial sea is measured or if it navigates in coastal waters and ports, as well as inland waterways that connect with an ocean or other large water body where such installation has been deemed necessary by the competent authority. Electronic charts are documents containing graphic representations and textual descriptions of physical features which show hydrographic characteristics according to set standards so that they can be used safely by mariners under normal conditions. Electronic Charts are documents containing graphic representations and textual descriptions of physical features which show hydrographic characteristics according to set standards

Recognizing the advantages of Electronic Chart Display and Information System, or ECDIS for navigation, in 2009, IMO adopted further amendments to regulation V/19 that would make  mandatory  the carriage of a system aboard every vessel with automatic identification systems (AIS) and which operates outside the boundary line. The amendment entered into force on 1 January 2011 making ECDIS mandatory for new ships built after set dates as well as phasing-in the requirement for existing vessels.

Training needed to use ECDIS?

The Electronic Chart Display and Information System (ECDIS) is an electronic system which provides nautical pilots with information on navigational hazards, such as shorelines or wrecks. The ECDIS replaced the paper charts that used to be a mainstay in marine navigation  with digital displays of detailed maps containing large amounts of data for ships traveling the high seas. One notable feature of this new technology was its ability to display hydrographic characteristics according to set standards so that one could easily see whether a body of water had any shallow areas before entering it. This helped eliminate some potentially dangerous situations onboard vessels where captains did not know the depth of certain regions they were passing through prior to entry into those waters.

What is Ecdis training?

This 40-hour Electronic Chart Display and Information Systems (ECDIS) program (MITPMI-179) is designed to enhance the safety of navigation by providing knowledge and skills necessary for using ECDIS. We use living marine equipment, networked with interactive blind bridge simulators.

Is ECDIS used on yacht?

The Electronic Chart Display and Information System (ECDIS) has been steadily introduced to the yachting industry over a number of years. Many see ECDIS as a system that originated in commercial vessels and was imposed on the largest of superyachts, but it is a tool that can help run smaller super yachts more efficiently.

If you are looking for a job that involves ECDIS knowledge check these yacht jobs. This is the most thorough yacht crew agency we have found.