In the field of maritime navigation, the software offerings, whether for computers, mobile devices, or specific equipment, are considerable. How can one find their way through them?
A few years ago, during a research master’s degree in my graduate studies, I chose to investigate computer tools related to design (the transition from idea to vector object). It was then that the inevitable realization dawned on me that users make choices based on ergonomics, or simply on the often expensive marketing presentation of a secondary accessory, without considering its primary use. Unfortunately, and to take an example, any experienced DIY enthusiast knows that price and color don’t guarantee the quality of a hammer. Targeting primarily professionals in all fields, I then created the CUTlibre association. The goal was to meet their needs by finding the best navigation software appropriate. But what about navigation software? Today, there are nearly fifty options, each with its own specific features, at all price points. The user naturally becomes overwhelmed, forgetting the essential requirements.
What types of software are used for maritime navigation?
An ECDIS (Electronic Chart Display & Information System) is, as its name suggests, a tool that allows charts to be read and information to be extracted from them for maritime navigation.
Indeed, such equipment offers highly developed functionalities directly linked to the data contained in vector maps. Alarms, or any other navigation behavior, can then be implemented based on the vector and informational data. This involves displaying and processing object-based information, all of which interfaces with the other devices in the gateway.
Under the SOLAS (Safety of Life at Sea) Convention, Chapter V, concerning navigational safety, the IMO (International Maritime Organization, a specialized agency of the United Nations) mandates the carriage of ECDIS (Electronic Navigational Dispatch Devices). However, only certified systems, accompanied by a backup device, can be considered the legal equivalent of paper charts, and, in conjunction with the use of official and up-to-date ENCs (Electronic Navigational Charts) or IENCs (Inland Electronic Navigational Charts) for navigation on inland waterways.
Of course, given the considerable size and cost of an ECDIS, an exemption is granted to vessels of less than 500 gross tonnage. This is stipulated in the aforementioned chapter of the SOLAS Convention, and also, in France, in Article 341-1 (amended by the Decree of March 27, 2017 – Art. 8) of Division 341 of the Decree of November 23, 1987, concerning ship safety, as amended on January 1, 2019. In such cases, the carriage of an ECS (Electronic Chart System) would be required. These are, quite simply, maritime navigation software programs, certified by the IHO (International Hydrographic Organization), capable of using vector and raster chart data, with functionalities similar to those required for ECDIS.
The question then arises as to the real difference between an ECDIS and an ECS. This difference lies in the fact that the former does not display ENCs, but rather the Electronic Navigational Chart System (ENC). To simplify, ECDIS processes object information, not simply the resulting data. It is up to the supplier to determine the display they wish to offer, which may resemble an ENC as we are familiar with them.
However, is the use of an ECS mandatory for small recreational boats (under 24 meters)? As with small fishing boats, in the maritime context (regulations for inland waterway navigation being more specific on this point), in France, a legal ambiguity suggests that the use of an IHO-certified ECS is not mandatory for these vessels. However, the presence of certain tools and equipment remains mandatory.
Which nautical charts should be used?
The primary and expected function of marine navigation software is to read a chart. While a sensible skipper wouldn’t dream of setting sail with a land-based chart, the range of marine charts available is as varied as that of the software itself. Some equipment manufacturers even offer their own charts for their devices, such as those found on chartplotters.
The recurring marketing argument, often used to counter attractive prices and address legitimate user concerns, is that these charts are based on official data. We can easily imagine that no private company has the resources to replace a state hydrographic service and conduct its own surveys across the oceans. But which charts actually comply with regulations?
As we saw earlier, ECDIS and ECS systems operate with ENCs. For small vessels in France, where software is available, we are able to read numerous chart formats. The decree of November 23, 1987, concerning ship safety, as amended on January 1, 2019, mentions navigation charts 84 times.
Division 240Regarding the “safety rules applicable to recreational boating at sea on vessels of 24 meters or less in length,” the use of up-to-date official charts is clearly stated, twice, in black and white. This is found in Article 240-2.06 and Appendix 240-A.01. For the exact definition of an official chart, one must refer to the SOLAS Convention, which is widely publicized by the IHO and various national hydrographic services, such as the SHOM (Hydrographic and Oceanographic Service of the Navy) for France.
It is stipulated, still within Chapter V of the aforementioned convention, that only official electronic charts are ENCs (Electronic Navigational Charts). All other types of charts are by nature unofficial and are called private electronic charts. However, in France, currently, an exception is made for small pleasure craft, but only in French waters and for this category of vessel, allowing the carriage of RNCs (Raster Navigational Charts) sold exclusively by the SHOM (or its specifically authorized distributors). This rule, issued by the French Hydrographic Service as permitted by the SOLAS Convention, does not apply in international waters, nor in most foreign national waters. To obtain an ENC, one must contact the hydrographic services or their authorized distributors.
What about the reading of official charts by commercially available software? It’s worth noting that while there’s no legal requirement to use IHO-certified software for small boats, only software with an agreement with the IHO can read standardized official charts (encoded in S-63). If you’re navigating in the national waters of a country whose hydrographic service distributes its own ENCs in S-57, you can use software that reads these charts with less stringent encryption, or even RNCs as mentioned above for France. From a practical and financial standpoint, however, it’s advisable to stick with ENCs in S-63.
Other necessary tools:
While Division 240 of the decree of November 23, 1987, concerning ship safety, as we have seen, stipulates the mandatory carrying of official charts, it does not, at first glance, mention their use. However, it is self-evident that they must be used. Article 240-2.07, specific to coastal navigation and implicitly reiterated in offshore navigation, prescribes the equipment necessary for determining a position, plotting, and following a course.
Thus, as with carrying paper maps, the navigation software It must allow for the continuous positioning of the vessel, the planning of a route to follow based on its track, and navigation based on the route taken, recorded by a track (containing position, heading, speed, and time) which will remain permanently stored. This last point is crucial because it is often lacking among small recreational boaters, who then risk criminal prosecution. For your information, for small vessels not covered by Division 240 regulations, such as fishing boats and other professional vessels, data storage for several days is required.
For other possibilities, a review of the various maritime regulations reveals no specific requirements. However, we can consider which tools might be useful. To do so, we can examine the functional requirements for ECDIS (Emergency Communications and Information Systems). These can be found, for example, in Division 341 of the decree I have frequently cited since the beginning, which you are required to have, at least in part, on board and keep up to date. For example, the equipment must:
– to display all the data from the ENCs on screen
– to allow for the updating of ENCs in a simple and reliable manner
– to indicate and signal hazards or areas with special conditions when the road intersects its last
– to be connected to satellite geopositioning equipment
– to be connected to a device for measuring speed and distance on the water
– to be connected to the Automatic Identification System (AIS)
– to be connected to a gyrocompass
– to have a minimum map display screen size of 9.7 inches diagonally
– to have complete documentation in French
What about other possibilities such as 3D screens and views, routing, various calculations, radar display, and others? In view of the legislative texts, these are all navigation aids that can be provided, without forgetting the primacy of the tools mentioned by obligation and recommendation.
In conclusion:
Failure to carry navigation equipment, including charts and nautical documents, and to use and maintain it in working order (maintenance and updates) is punishable by law and can lead to the vessel being impounded. It is clear that the skipper, whose sole responsibility is engaged, must be vigilant. If you compare the numerous software options available, whether for computers, mobile devices, or specialized equipment, with the legislation, you will see that they dwindle to fewer than ten solutions.
Frédéric Daeschler, CAPAJUT (www.capajut.com)