3. Deep Contour

The depth of water when squat is likely to be experienced. The deep contour should be set equal to twice the vessels static draft.

4. Height Alarm (if fitted)

The alarm setting for the height alarm should be set to the final air draft plus minimum clearance specified in Fleet Operations Part A - Navigation Section 3.2.14c.

5. Cross track error (xte)

It is crucial that this parameter is set realistically for each leg of the voyage. The voyage plan check function only flags up hazards within the intended footprint of the passage. Alerts will not be activated for navigational hazards outside of the XTE tram lines. Therefore, these must be set to realistic distances. For example, on approaches to port the XTE may be confined to 185 metres (1 cable) or the width of a buoyed channel, and when open sea the parameters may be extended to reflect the Master’s CPA requirements (e.g. 2nm).

3.8.10 Voyage planning and checking

Masters and navigation officers preparing passage plans must conduct a risk assessment for areas where the ship will be trading to determine if there is suitable electronic chart coverage and whether an appropriate folio of paper charts is needed. The management office should be contacted if additional licences are required for electronic charts.

ECDIS provides a number of additional planning functions and features. Unlike in the case of paper charts, ECDIS allows the operator to easily adjust a planned route by adding and deleting waypoints, changing the position of a waypoint, and even changing the order of waypoints, all using drag and drop, or by a click of the mouse. Distances are re-calculated and revised ETAs shown.

Paperless vessels using ECDIS as the sole means of navigation must have two independent units. The voyage plan must be loaded on both ECDIS units ready for immediate use in the event of equipment failure. The second ECDIS may still be used for other purposes such as passage planning.

Masters and Navigating Officers must visually review each leg of the passage before it is used in Monitoring mode. It is also essential to make use of the in-built automatic checking functions provided when validating and approving the voyage plan.

The passage plan from berth to berth should be cut in as many independent legs as necessary. For example, one file for the passage berth to out of coastal navigation, one file for the ocean passage and one file for the passage entering coastal waters to berth.

This allows only the relevant alarms when performing the “safety check” of the passage planning on ECDIS as the alarm parameters will be different. If there is only a single leg several non-relevant alarms can be raised for coastal part of this leg.

Safety depth and contour settings would be different during ocean passage and in coastal waters.

Prior to departure the Master must approve and sign the passage plan, confirming compliance with all international, local and company requirements within these procedures. Any subsequent changes to the plan must be approved and initialled.

An electronic archive of ECDIS passage plans is to be maintained for a period of at least one year.