Ecdis - age Planning 3g1z6u
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ECDIS AGE PLANNING Contents Foreword Abbreviations
ECDIS age Planning 1.
Introduction
2.
The Appraisal
3.
Planning
Annexes Annex A - ECDIS Planning Checklist
Foreword The primary objective of this booklet is to assist with the appraisal and planning stages of an ECDIS age plan. The fundamentals and principles of age planning remain unchanged when using electronic charts, and the navigating officer must still thoroughly research the route, and record workings, notes, charts, timings, etc. in a work book or an accepted electronic log. This publication is a reference and information document to assist responsible persons, who may require clarification on certain aspects of age planning.
Abbreviations ALL - iralty List of Lights ALRS - iralty List of Radio Signals APC - appropriate portfolio of paper charts ATT - iralty Tide Tables CATZOC - Category of Zone of Confidence in data DW - Deep Water Route ECAs - Emission Control Areas ECDIS - Electronic Chart Data Information System ENC - Electronic Navigational Chart MLC - Maritime Labour Convention from ILO NTM - Notice to Mariners PSSA - Particularly Sensitive Sea Areas RCDS - Raster Chart Display System SECA - Sulphur Emission Control Area SMS - Safety Management System SOG - Speed over the ground STCW - Standards for Training and Certification of Watchkeepers T&Ps - Temporary and Preliminary Notices TSS - Traffic Separation Schemes UKC - under keel clearance VTS - Vessel Traffic Service XTL - Cross Track Limit
1. Introduction This section deals specifically with planning a age using electronic chart display and information systems (ECDIS). It is important to that although a digital system is being used to age plan, rather than paper charts, the fundamentals of age planning remain unchanged. ECDIS brings new challenges that must be overcome in pursuit of an effective plan and so the skills required in age planning are not negated when using ECDIS as a planning tool.
1.1 Effective Planning on ECDIS Effective age planning is a process that requires skill and meticulous research. The navigating officer must be conscientious and seek to produce a comprehensive and detailed berth to berth plan based upon the fullest possible appraisal that takes into all possibilities and eventualities while reducing navigational risk. An effective age plan completed on ECDIS must fulfil all of the following criteria:
Clearly define the safest navigational route from berth to berth
comprehensive and detailed, reducing navigational risk
take into established safety margins
satisfy a rigorous checking process
easy to follow allowing safe execution of the plan
economical.
age planning on ECDIS is very different to using paper charts and it will take time to get used to it. This is mainly due to the technology being, on the whole, unintuitive and over-complicated. However, many of the frustrations and shortfalls within ECDIS can be overcome with practice. The key is to know the onboard equipment well, particularly its shortfalls and related workarounds. Only by knowing what it cannot do as well as what it can, will the underlying benefits be recognized. Once proficient, planning on ECDIS can provide a faster and more efficient means of plotting ages than the paper alternative.
1.2 The Four Stages of Planning ECDIS age planning consists of the same four recognized stages: 1.
Appraisal
-
preliminary research
-
feasibility brief.
2.
Planning
-
system configuration
-
route creation
-
route check
-
supplementary information
-
detailed brief.
3.
Execution.
4.
Monitoring.
Arguably, ‘Analysis' is a fifth stage in the process, where the execution of the age is reviewed. This provides an opportunity to discuss what was done well, what could have been done better and if anything needs to be amended to improve future voyages. This section covers the Appraisal and Planning phases only. The content should be used in conjunction with other, more detailed publications on ECDIS use.
1.3 Key to Symbols Key to symbols used throughout this section:
Mariner’s Information Note. This symbol draws attention to important information.
Mariner’s Caution Note. This symbol draws attention to safety critical information.
ECDIS is seldom intuitive to operate and this symbol draws attention to certain frustrations that may be encountered. Beware of frustration - know what the onboard system can and cannot do!
2. The Appraisal Before the planning phase can commence a great deal of preliminary planning and study is required. Although ECDIS provides efficiencies in the practical plotting of routes, it does not facilitate many of the checks, calculations and background reading required prior to commencing the physical planning. It will be necessary to undertake a feasibility study, select the best route by identifying all areas of danger and study the appropriate references before briefing the Master. This phase is called the 'Appraisal' and comprises two steps:
Preliminary research
feasibility brief.
This chapter provides guidance on the preliminary calculations and checks that must be completed prior to commencing the ‘Planning’ phase.
2.1 Preliminary Research Although the navigational plan will be constructed and ultimately displayed on an ECDIS screen for the Execution and Monitoring phases, the basis for the chosen age plan must be ed by calculations and research. There are many factors that must be ascertained, such as speed, time and distance, tide and environmental data. Such information should be documented along with ing extracts from relevant publications. For the specific purpose of recording thought processes and background information, a workbook should be used. As soon as the ship's intended age is known, research can begin to establish whether it is feasible within existing constraints. It will also identify all areas of danger, any difficulties and hazards associated with the age. If early study discovers that the destination is unsuitable for the vessel or the intended age is unachievable or dangerous, then planning time has been saved. The following will need to be determined to establish whether or not the intended age is achievable:
Destination
suitability
distance
time
speed and endurance
chart installation, update and review
weather and environment
other considerations.
There is a great deal of research material available in the form of paper based and digital publications. Ensure that publications held onboard are issued by a competent authority and are up-to-date. A list of useful publications is provided at Annex B. Some ECDIS allow integration with official tide and current databases, weather data and specific tools, which may aid in this process. Information is also available to the planner from the relevant ENC (Electronic Navigational Chart) using ‘cursor pick'. Furthermore, if the ECDIS fitted onboard is compatible with RNCs (Raster Navigational Charts) then the relevant chart notes can also be viewed. However, this method rarely yields sufficient detail and is extremely time consuming. Therefore, use of publications issued in paper or digital format by a competent authority is recommended.
Be aware when using databases provided by ECDIS manufacturers for planning purposes, particularly tidal databases, as they may not be official or endorsed by flag State.
2.1.1 Destination It is tempting at this stage to start constructing a route on ECDIS. However, doing so at such an early stage will raise numerous routing and safety related questions, all of which the Appraisal phase seeks to address. Planning will be quicker, more efficient and safer once the necessary facts have been gathered through detailed research.
Suitability We must consider the suitability of the vessel with reference to the destination. Consider the following constraining factors:
Vessel
condition and state
stability
equipment
operational limitations
draught
maneuvering data
restrictions and limitations
competent and well-rested crew
cargo
any special characteristics (especially if hazardous)
distribution, stowage and securing on board
port
available port information
restrictions and limitations (such as cargo, vessel size and draught)
availability of shore-based emergency response arrangements and equipment
other
up-to-date certificates and documents concerning the vessel, its equipment, crew, engers or cargo.
Consultation with the ‘Maneuvering Booklet’ and relevant ‘Sailing Directions’ will help to determine whether any of the above factors affect the vessel’s ability to enter port at the chosen destination. Distance The distances involved in the age must be established. There are a number of different techniques used to determine a distance between two points, such as using the ‘Sailings Formula’ and tables in ‘Nories’. Another method is to use the ‘Distance Tables' to provide the shortest (Great Circle) distance between ports. If using this method, that the distances provided have regard to normal navigational constraints, but they do not take into ocean currents, prevailing weather conditions and Traffic Separation Schemes (TSS). Therefore, it should be used in conjunction with ‘Ocean ages for the World'. Regardless of which method is used, any calculation of distance should be cross checked by another means. Be sure to locate the correct geographical area as many ports have the same name. Publications such as ‘Nodes’ and ‘Ports of the World’ contain a list of ports with their corresponding latitude and longitude for this purpose.
Time The amount of time there is to complete the age must be established to confirm that the age is achievable at an economical speed. Before this can be calculated it must first be ascertained whether the time of departure and arrival is critical to achieve certain tidal windows. This will depend on the required under keel clearance (UKC), tidal stream, current and port regulations, which may constrain the time of arrival and departure. Consultation with tide tables, tidal atlases and the relevant ‘Sailing Directions’ will help to determine this. Consider the following with regard to the vessel conducting the age:
Tidal constraints high water (HW), low water (LW), height of tide (HoT), % springs draught in relation to HoT, squat and required UKC times of strong tidal stream and current
port regulations and restrictions draught permissible in fairway and port restrictions with regard to port sailing times pilot availability.
The calculations arising from this research should identify relevant tidal windows and provide an estimated time of departure (ETD) and estimated time of arrival (ETA).
Speed and endurance
The overall speed required to make the ETA can now be established. Consider whether any of the following will hamper achieving and maintaining this calculated speed:
Speed constraints machinery limitations and defects environmental factors economical speed range
limits and restrictions
endurance
fuel economy
bunker capacity and minimum reserve of fuel
stability
refueling opportunities.
If, by this stage, factors that make the age unfeasible have been identified, they must be brought to the attention of the Master at the earliest opportunity.
2.1.2 Chart Installation, Update and Review The next stage of research is to ensure that ECDIS has charts of an appropriate scale and format installed for the age, that they are up-to-date and that they have been reviewed for content and accuracy. , to meet SOLAS requirements the electronic charts must be official, meaning they must be issued by or on authority of a government authorized hydrographic office. If sufficient ENCs of an appropriate scale to cover the entire route are not available, then RNCs may be used to cover the gaps. However, the RNCs must also be official and used in conjunction with an appropriate portfolio of paper charts (APC) when in RCDS (Raster Chart Display System) mode. Use the diagram below to ascertain whether the chart outfit is SOLAS compliant.
Identifying any shortfalls in the chart outfit at an early stage is crucial to the success of the plan given that planning cannot start without the relevant charts first being installed on ECDIS. If the required charts are not already installed, then additional charts and their corresponding permits will need to be sourced. To establish what charts are required it is necessary to consult the relevant official digital chart catalogue.
When researching chart availability and reviewing age charts, carefully consider the following:
Official chart formats
the entire route is covered by ENCs of an appropriate scale and accuracy ECDIS s RODS mode
the relevant flag State permits RODS mode gaps in ENC coverage are filled by appropriate scale RNCs an appropriate portfolio of paper charts is available gaps in ENC coverage are filled by appropriate scale paper charts if ECDIS does not RCDS mode RCDS mode risk assessment conducted
sufficient chart provision in case of diversion and contingency length of time to procure and receive charts length of time to install charts.
chart updates charts are up-to-date on all ECDIS to the latest:
notices to mariners (NTM) temporary and preliminary notices to mariners (T&P) local NM radio navigational warnings (NAVAREAS)
the latest NTM update is held onboard length of time to update all ECDIS ECDIS s the iralty information overlay (AIO)
chart permits and license relevant ENC and RNC permits held chart permits are up-to-date chart permit expiry (will any expire during the voyage?) ECDIS license expiry (will it expire during the voyage?).
Some ECDIS do not facilitate operation in RCDS mode. If this is the case official paper charts will be required to fill the gaps in ENC coverage. , if chart permits expire during the age it may not be possible to update them with official updates.
2.1.3 Weather and Environment The weather and any environmental factors likely to affect the age must now be determined. It will be necessary to gather climatological, meteorological and oceanographic data to estimate the likely statistical weather for the age. Routing Charts’, ‘Routing Guides’ and ‘Sailing Directions’, published by competent authorities, should be consulted for this purpose. The following factors should be taken into :
Likely statistical weather conditions wind strength hurricane season tropical storms
wave height precipitation visibility and probability of fog mean temperature mean pressure
likely statistical environmental conditions ocean currents ice limits.
Information on the facilities and availability for receiving accurate weather routing and forecasting should be sought for the duration of the age.
2.1.4 Other Considerations The final stage of the preliminary research is to consider any additional factors that may affect the age. As a minimum the following should be given consideration:
Routing limiting latitudes shipping lanes traffic separation schemes (TSS) vessel traffic services and ship reporting systems (VTS) traffic density and likely concentrations of fishing vessels IALA buoyage systems territorial waters canals load lines piracy danger areas areas to be avoided
precautionary areas deep water (DW) routes military/naval weapon practice areas day or night transit of critical points NAVAID coverage WGS84 datum coverage time zones and time zone changes bridge manning anchorage(s) pilotage embarkation, disembarkation and exchange of information environmental protection marine environmental protection measures/particularly sensitive sea areas (PSSA) ‘International Convention for the Prevention of Pollution from Ships’ (MARPOL) emission control areas (ECAs)
delays operations such gas freeing, purging, cargo grade change, ballast water exchange likelihood of a change in orders
ECDIS latest software generic and type specific training.
A thorough overall appraisal of the intended voyage should now have been completed and relevant information documented in a workbook. that a change of any influencing factor will affect the plan as a whole. A diversion for a tropical storm will increase the overall distance which, in turn, will affect fuel usage and cause the overall speed calculation to rise. A diversion may also require new charts to be sourced, unless it was envisaged during the appraisal as a contingency.
2.2 Feasibility Brief Armed with all the facts from the fullest possible appraisal, the Master will now need to be briefed about the age in order to provide approval prior to the commencement of the physical planning. This briefing will also provide a convenient opportunity for the Master to make any inputs with regard to the intended plan. The brief should cover all relevant information obtained during the research. A checklist of relevant material for the brief can be found at Annex A.
3. Planning Once the briefing is complete and the age concepts have been approved by the Master, detailed planning can take place. The Planning phase is made up of five stages:
3.1
System configuration route creation route check supplementary information detailed brief.
System Configuration
Before beginning the physical aspects of planning, ECDIS must be configured appropriately. There are two aspects to configuration:
Software configuration display configuration.
3.1.1 Software Configuration It is essential for the safety of navigation that the manufacturer’s software within ECDIS works fully in accordance with IMO performance standards, the latest IHO presentation library and data protection standards. Only then will ECDIS be capable of displaying all the relevant digital information contained within the ENC. Ultimately, failure to update the software may mean the ECDIS fitted onboard does not meet the carriage requirements set out in SOLAS. Failure to update the software may also result in the following shortfalls:
Navigationally significant features are not displayed appropriate alarms and indications may not be activated the latest charted features, such as ASLs or PSSAs, are not displayed ENCs may fail to install or load.
As with all software, there will always be glitches. Known anomalies within ECDIS are usually rectified by the manufacturer with software patches. It is, therefore, important that the latest patch is installed in ECDIS and that the latest IMO guidance on ECDIS anomalies have been read. Moreover, any anomalies encountered during operation should be fed back to the appropriate authority in a timely fashion.
3.1.2 Display Configuration Unlike a paper chart that contains a specific level of detail, ECDIS provides a layering of information, much of which can be turned on or off. Prior to physically planning a age it is, therefore, necessary to configure display settings so that all safety related information is shown.
Display mode To ensure that no potential dangers are hidden, it is recommended that the display mode ‘All Other’ (sometimes called ‘All’ or ‘Other’) is used. Failure to select ‘All Other’ may result in the following anomalies:
Objects falling on a contour line may not display foul areas and obstructions may display incorrectly some shoal soundings may not display.
The following list provides recommendations and considerations when configuring the display for route planning. It is not exhaustive and other settings may be available, depending on the ECDIS in use:
Display set-up unload all routes unload all manual constructs full screen (hide sidebar) day white palette
chart settings display mode ‘All Other' chart priority ENC chart autoload ON chart auto scale ON scale minimum ON AIO layer ON shallow pattern ON full light lines ON show correction ON chart boundaries ON show isolated dangers in shallow water ON traditional chart symbols or simplified traditional areas or symbolized two or four colors shades
safety settings safety depth (see 10.2.2 b for guidance) safety contour (see 10.2.2 b for guidance) shallow contour deep contour
route settings display of cross track limit (XTL) display of distances display of true courses display of waypoint names display of turn radius.
Determination of safety depth One of the safety features of ECDIS is its ability to alarm for dangers. Although certain alarms are inherent within the system, others must be set by the operator. A failure to turn on or set an alarm to a relevant, thought out value may mean it does not alarm or does so too late to allow avoiding action to be taken. Of particular importance is configuration of the display to differentiate areas of safe navigable water from unsafe water. This is highlighted on the ECDIS display by the safety contour, but this itself is governed by the safety depth value, the calculation of which is shown in the following diagram.
Once the safety depth value is inserted in ECDIS, all depths equal to or less than this value will be highlighted in bold type when the display of ‘spot soundings' is turned on. Furthermore, the safety contour should be set automatically by the system to the next available deeper contour and displayed on the ECDIS as a bold contour line. Depending on the preference for two or four-color shading, additional contour values for the shallow and deep contour may be entered. The relationship between these contours, the safety contour and safe or unsafe water is shown in the diagram below. , the safety contour itself marks the limits of navigable water.
Enter the calculated Safety Depth value into ECDIS and check the corresponding value of the Safety Contour. If the preference is to plan in four shades, input values for the Shallow and Deep Contours.
If the Safety Depth value will change throughout the voyage, then a worst-case value can be used. If it is the intention to change the value during the age, then consideration should be given as to how this can be managed safely.
A value for Safety Height or ‘Air Draught’ may be inserted for safe vertical clearance on some ECDIS. When calculating safe vertical clearance be aware that vertical datums differ between ENC producers.
3.2 Route Planning The detailed physical planning can now commence, covering the entire age from berth to berth, including those areas where the services of a pilot will be used. The objective is to use all information obtained during the appraisal to create the safest appropriate route, avoiding actions and activities that could cause damage to the environment while taking into the intended method of execution and monitoring. If planning is taking place while on age it should be conducted on the ECDIS planning terminal and not allowed to interfere with the operation of the primary and secondary ECDIS. 3.2.1 New Route Open the route planning function and select new route or equivalent. Some systems will allow the route to be named at this stage. Name the route clearly so it can be found quickly when it comes to executing the route, for example ‘SouthamptonStockholm20Feb14' (from, to, date of age).
Some ECDIS route planning functions are more intuitive than others. This can cause frustration. However, with practice and knowledge of the onboard system it will soon get less onerous.
3.2.2 Adding Waypoints Use the zoom function to view the start and end locations. Some systems provide a database of world ports to facilitate this. There are a number of ways to construct the route and it is up to personal preference what the best method is. Whichever method is used will depend on the proximity of the destination, although efficient route planning on ECDIS should minimize the amount of zooming in and out required as this will prolong planning and cause frustration. The method described below involves planning a route on small scale ENCs before positioning waypoints on appropriate large scale ENCs. , a waypoint is positioned in ECDIS as a geographical location and is not assigned to a specific chart, but to all installed charts that cover that location. Therefore, a route displayed on a smallscale chart as an overview, can be analyzed in greater detail by zooming and loading larger scale charts. Using small scale ENCs, begin by adding a waypoint in the vicinity of the start location via the cursor method or by entering the latitude and longitude manually. Remaining on small scale ENCs, and armed with the routing knowledge required during the appraisal, construct the route by adding successive waypoints, completing the route by adding a waypoint in the vicinity of the destination. The position of waypoints need only be approximate at this stage as they will be fine-tuned in due course. 3.2.3 Rhumb Lines and Great Circles When two waypoints are inserted the system automatically s them together to form a leg. Details of the leg such as the true course, distance and time to reach the end of the leg at a given speed is computed and annotated in the route table. The system will normally create legs by default as rhumb lines, but this can be changed to a Great Circle for ocean ages by adjusting the line properties. It will then be necessary to split the Great Circle into a series of individual rhumb lines for ease of navigation. There is usually an option to divide the Great Circle by a set number of degrees or by a set distance. Some ECDIS manufacturers also provide the ability to enter a limiting latitude. If required, a combination of rhumb lines and Great Circles can be used to form a composite track. If the intention is to use a Great Circle, then change the properties of the affected leg and divide as required.
Only a small number of ECDIS are capable of displaying gnomonic and polar stereographic projections for use at high latitudes. 3.2.4 Adjusting Waypoints Once planning is complete on small scale charts, return to the start position and using appropriate largescale charts fine tune all waypoints by positioning them as accurately as possible, taking into the following minimum criteria when doing so:
With particular regard to the vessel: draught in relation to the available depth of water and minimum UKC maneuvering characteristics effect on vessel draught and turning circle during course alteration o planned speed effect of expected tidal stream effect of expected current increase in draught due to squat and heel effect
positions where a change in machinery status is required positions where additional bridge or engine room manning is required
with particular regard to the route: safety and efficiency of navigation depth of water safe speed and proximity of navigational hazards use of ships’ routing, reporting systems and vessel traffic services considerations relating to the protection of the marine environment avoidance of danger areas alterations of speed en-route location of course alterations limitations of night age tidal restrictions adequate cross track limit (XTL) contingency planning deep water port of refuge or safe anchorage in the event of an emergency shore based emergency response arrangements and equipment nature of the cargo and of the emergency itself method and frequency of position fixing primary and secondary fixing options indication of areas where accuracy of position fixing is critical indication of areas where maximum reliability of position fixing must be obtained availability of relative navigation techniques to cross check accuracy of GNSS
visual and radar fixing radar image overlay parallel indices astronomical observation.
Note that values such as the latitude and longitude of waypoints, course, speed, distance and leg property can be manually adjusted in the route table where required.
Additionally, the following checks should be conducted for quality control while route planning:
Visual check of ENC isolated dangers outside of safety contour gaps in ENC coverage CATZOCs (category of zone of confidence in data) and accuracy of ENC comparison of equivalent RNC where possible cursor pick interrogate symbols interrogate objects and areas for more information where required AIO layer T&P NM information.
ENCs do not contain a source data diagram as depicted on paper charts. Instead the quality of survey data is displayed using ‘category of zone of confidence in data’, or CATZOC for short. The understanding of these symbols is critical to understanding the accuracy of the presented survey data. Explanations of the six CATZOC symbols are provided in the table below.
3.2.5 Route Table Once the route has been created the route table can be completed. Enter or adjust values for t following:
Latitude and longitude of waypoint XTL (port and starboard) arrival radius (for use with track control systems) planned speed leg property (RL or GC) rate of turn turn radius time zone course distance ETD ETA name waypoints where necessary draught (provided on some systems) UKC (provided on some systems).
Check the total distance against that calculated during the appraisal and the planned overall speed, noting any elements that have changed significantly. It may be necessary to refine the ETD, ETA or planned overall speed. Ensure that XTL is carefully considered to provide adequate sea room in case of lateral separation from the route, deviations for collision avoidance and nature of the environment. Once the route has been created, save it.
3.3 Route Check The created route must now be checked for potential dangers in case any have been overlooked during route creation. The system will conduct a check for charted dangers, unsafe depths and potential hazards only within the confines of the specified XTL. The check should consider all scales of ENCs on which the XTL is located. The route check will detect the following danger to navigation parameters within the XTL:
If the route crosses own ship’s safety contour point objects: a fixed or floating aid to navigation isolated danger boundaries of a prohibited or geographic area or a geographic area for which special conditions exist traffic separation zone inshore traffic zone restricted area caution area offshore production area areas to be avoided defined areas to be avoided military practice area seaplane landing area submarine transit lane anchorage area marine farm/aquaculture PSSA (particularly sensitive sea area).
The capabilities of ECDIS with regard to the route check vary considerably. However, most ECDIS will exceed the requirement by also checking for abnormalities in the construction of the route, such as two waypoints in a single location. Additionally, some ECDIS facilitate a check of ship specific data such as draught and UKC against charted depths within the XTL and turning data to ensure that planned turns are achievable.
Note that the automatic check will not detect charted dangers on an RNC. that the effectiveness of the system’s automatic check relies on the accuracy of the safety parameters set by the .
3.3.1 Configuration The display mode ‘all other’ should be selected. It is important that all available layers are turned on so that detected dangers are displayed. Not all systems will automatically set the correct criteria to display detected dangers during the check. 3.3.2 Automatic Check Load the created route and activate the route check function. The system will now check, within the stipulated XTL of the entire route, for dangers on all installed ENCs that cover the geographical area. This may take a while if the route is long as a large quantity of charts will need to be checked. When the check is complete all potential dangers will be listed. Normally the dangers will be listed according to the relevant leg affected. It should be possible to view an individual danger, which in turn will be highlighted by the system so it can be differentiated from other dangers. It may be necessary to perform a cursor pick on highlighted dangers to ascertain further information. Some detected dangers can be disregarded while others will require revision of the route, which is normally facilitated within the route check function itself. When editing is complete the system should automatically check the modification. The automatic check is complete when all dangers have been analyzed and either disregarded or the route amended and re-checked. A route check should also be performed prior to executing a route on the following occasions:
After modification of a route after a chart update.
Some systems facilitate a check where specific legs are validated without the need to check the entire route. If gaps in ENC coverage are being filled with RNCs then these will have to be checked visually.
There are many frustrating aspects associated with the route check. For example, when an area considered a danger is detected, many ECDIS will only highlight the affected section of the XTL and not the full extent of the area. This means additional investigation is required to establish the boundaries of the area to modify the route to avoid it, which can be time consuming. 3.3.3 Anomalies The nature and quantity of parameters that the automatic check seeks to detect means that even the shortest of routes may result in large quantities of detected dangers. If the check does not list any detected dangers, then something is wrong. The most likely cause is that no value has been set for XTL, but it may also be that the check has failed to scrutinise all chart scales available. If this happens set the XTL to an appropriate value and, where available, set the scale of charts to be checked to cover ‘all scales’ and run the check again. Although a useful tool, the route check is not an infallible safety check. Documented anomalies reported in some ECDIS, where dangers have not been detected during the check, are evidence of this. Therefore, careful visual inspection of the entire planned route should be conducted, on appropriate scale charts and using the 'all other’ display mode to confirm that the route, and any deviations from it, are clear of dangers. Once the visual check has been completed, save the route.
3.4 Supplementary Information Supplementary information significant to the execution of the planned age should now be added. The ability to insert text notes and information using manual constructs allows the navigating officer to annotate the age to alert and inform the OOW of potential dangers and action to be taken at certain points during the age. Supplementary information can be added during route creation, but it is recommended that it is left until after the check is complete. This is because the route may need to be modified subsequently and his would create unnecessary re-checking. 3.4.1 Manual Constructs A key feature of manual constructs is the ability to associate them with the ‘danger attribute’, meaning that they will alarm when detected by the anti-grounding cone during the execution of the route. The amount of additional information should be limited to that which is necessary to safely and efficiently execute the route. The following list provides examples of additional information that should be provided:
Information relevant to planned changes of safety depth and safety contour values information relevant to international regulations, codes and guidelines information relating to ships' routing and reporting systems with instructions information relating to vessel traffic services (VTS) information relating to planned time zone changes information relating to tidal diamonds highlight the true direction of the planned route highlight all areas of danger highlight areas of limited data highlight areas of special interest or concern such as piracy measures to be taken highlight areas where marine environmental protection considerations apply highlight points of ‘no return’ and contingency decisions highlight changes in IALA systems of maritime buoyage no go lines indication of areas where accuracy of position fixing is critical indication of areas where maximum reliability of position fixing must be obtained weather concerns and measures to be taken.
Ensure that manual constructs are positioned where they can be clearly seen. Where a SCAMIN value is required to be attributed, ensure the construct is visible at appropriate scales to avoid being hidden during the execution of the route.
3.4.2 RCDS Mode If gaps in ENC coverage are being filled with RNCs then the following shortfalls exist:
No safety contour or automatic alarms chart datum may not be WGS 84 depths may be in fathoms and not meters.
To draw attention to these inherent dangers, additional planning and risk assessment may be required where RNCs are being used to fill gaps in ENC coverage. In addition, to mitigate the risk, it is possible to insert manual constructs with danger attributes to act as alarmable ‘no go’ lines. Once supplementary information is added the age plan is ready for briefing. Ensure all manual constructs are saved.
3.5 Detailed Briefing The detailed age plan should now be presented to the Master for consideration and approval prior to the commencement of the age. The Master’s scrutiny of the detailed plan is an essential check as modifications may be required as a result of the briefing. The Master should be briefed using the ECDIS planning terminal and any critical phases of the age should be explained. Key points that may be appropriate in the Master’s brief are as follows:
Overall speed, time (ETD, ETA) and distance any elements that have changed significantly from the feasibility brief changes to speed en-route age graph
route and alternatives
no go lines
locations where concentrations of fishing vessels likely to be encountered
main shipping routes impinging on planned route
marine environment protection measures
MARPOL
other
sunrise and sunset times and locations
change of time zones and locations
predicted currents with their likely strength and direction
known meteorological data
territorial sea boundaries
anti-piracy areas.
On completion of the brief the approval of the plan by the Master should be recorded and all workings retained for Port State inspections and ISM, in a workbook or electronically. Route tables can be printed for this purpose. Lock or protect the route with a if necessary, and save a backup just in case it is erased in error.
Although some changes to the plan are inevitable, never underestimate the value of sound planning. The more complete the preparation, the easier the execution. , ECDIS is far from infallible, so never solely rely on it. Instead, go to great lengths to prove that the information it is providing, particularly positional information, is accurate.
Prior to sailing to carry out the following on all ECDIS: load the route and make it active load supplementary data configure safety settings configure display settings check sensor information Use the mnemonic “COMPETENT” on age: Communications Operations Meteorological Propulsion Errors & defects Tide & current ECDIS settings Navigation (includes fixing & critical points and ECDIS settings) Traffic
ANNEXES Annex A – ECDIS Planning Checklist System installation Chart installation
Official chart formats
SOLAS compliant ENCs of an appropriate scale and accuracy
RODS mode
appropriate RNCs appropriate folio of paper charts risk assessment Contingency chart provision
Time to procure and receive
Time to install
Updates Safety notices
Notices to mariners (NM)
Temporary and preliminary notices (T&P NM, AIO)
Local NM
Radio navigational warnings (NAVAREAS & WZs)
Time to update all ECDIS
Chart permits and license
Relevant ENC and RNC permits held onboard
Chart permits up-to-date
Chart permit expiry
ECDIS license expiry
ECDIS
Latest software Generic and type specific training
Software configuration ECDIS software
Latest manufacturer’s software patch is installed
Latest presentation library (IHO S-52)
Latest data protection standards (IHO S-63)
Read the latest IMO guidance on ECDIS anomalies
Report ECDIS anomalies to the appropriate authority
Display configuration Display mode
Display set-up unload all routes unload all manual constructs full screen (hide sidebar) day white palette
Chart settings Display mode ‘all other' chart priority ENC chart autoload ON chart auto scale ON scale minimum ON AIO layer ON shallow pattern ON full light lines ON show correction ON chart boundaries ON show isolated dangers in shallow water ON traditional chart symbols or simplified traditional areas or symbolized two or four-color shades
Safety settings Safety depth (see below for guidance) safety contour (see below for guidance) shallow contour deep contour
Route settings Display of cross track limit (XTL) display of distances display of true courses display of waypoint names display of turn radius
Safety values
Safety depth safety contour safety height
Other values
Shallow contour deep contour
Route planning
New route Berth to berth Areas where the services of a pilot will be used Name the route Locate start and end points
Adding waypoints
Add waypoint at start location Construct route on small scale Define leg properties as rhumb line or Great Circle If Great Circle divide leg into rhumb lines
Adjusting waypoints Regarding the vessel
Draught, available depth of water and minimum UKC Maneuvering characteristics Effect of course alteration on draught and turning circle Planned speed effect of expected tidal stream effect of expected current increase in draught due to squat and heel effect
Positions where change in machinery status is required Positions where additional manning is required
Regarding the route
Safety and efficiency of navigation Depth of water Safe speed and proximity of navigational hazards Use of ships’ routing, reporting systems and VTS Protection of the marine environment Avoidance of danger areas Alterations of speed en-route Location of course alterations Limitations of night age Tidal restrictions Adequate cross track limit (XTL) Contingency planning
Deep water port of refuge or safe anchorage in emergency shore-based emergency response arrangements nature of the cargo and of the emergency itself
Method and frequency of position fixing
Primary and secondary fixing options areas where accuracy of position fixing is critical areas of maximum reliability of position fixing availability of relative navigation technique visual and radar fixing o o o
Radar image overlay parallel indices astronomical observations
Save route
Quality control checks
Visual check of ENC
Cursor pick
Isolated dangers outside of safety contour gaps in ENC coverage CATZOCs and accuracy of ENC comparison of equivalent RNC where possible
Interrogate symbols interrogate objects and areas for more information
AIO layer
T&P NM information
Route table
Latitude and longitude of waypoint XTL (port and starboard) Arrival radius (for use with track control systems) Planned speed Leg property (RL or GC) Rate of turn Turn radius Time zone Course Distance ETD ETA Name waypoints where necessary Draught (provided on some systems) UKC (provided on some systems)
Route Check Automatic check Occasions for check
After route planning After modification of a route After a chart update
Configuration
All other display mode
Detected dangers
Route crosses own ship’s safety contour Point objects Fixed or floating aid to navigation isolated danger
Boundaries of a prohibited or geographic area Traffic separation zone inshore traffic zone restricted area caution area offshore production area areas to be avoided defined areas to be avoided anchorage area
Actions following check
View listed dangers Use cursor pick to view additional information Modify route to avoid listed dangers
Disregard dangers deemed not relevant Re-check relevant legs following modifications If gaps in ENC coverage visually check RNCs Visual check of entire route on appropriate scale charts Save route
Supplementary Information Manual constructs Highlight
Planned changes of safety depth and safety contour No go lines International regulations, codes and guidelines Ships’ routing, reporting systems and VTS Planned time zone changes Tidal diamonds True direction of the planned route All areas of danger Areas of limited data Areas of special interest and concern Areas of marine environmental protection Points of ‘no return' and contingencies Changes in IALA systems of maritime buoyage Areas where accuracy of position fixing is critical Areas of maximum reliability of position fixing Weather concerns and measures to be taken
Detailed Briefing
Overall speed, time (ETD, ETA) and distance Significant changes from the feasibility brief changes to speed en-route age graph
Route and alternatives No go lines likely concentrations of fishing vessels main shipping routes impinging on planned route marine environment protection measures MARPOL
Other
Sunrise and sunset times and locations change of time zones and locations predicted currents, likely strength and direction known meteorological data territorial sea boundaries anti-piracy areas
ECDIS age Planning 1.
Introduction
2.
The Appraisal
3.
Planning
Annexes Annex A - ECDIS Planning Checklist
Foreword The primary objective of this booklet is to assist with the appraisal and planning stages of an ECDIS age plan. The fundamentals and principles of age planning remain unchanged when using electronic charts, and the navigating officer must still thoroughly research the route, and record workings, notes, charts, timings, etc. in a work book or an accepted electronic log. This publication is a reference and information document to assist responsible persons, who may require clarification on certain aspects of age planning.
Abbreviations ALL - iralty List of Lights ALRS - iralty List of Radio Signals APC - appropriate portfolio of paper charts ATT - iralty Tide Tables CATZOC - Category of Zone of Confidence in data DW - Deep Water Route ECAs - Emission Control Areas ECDIS - Electronic Chart Data Information System ENC - Electronic Navigational Chart MLC - Maritime Labour Convention from ILO NTM - Notice to Mariners PSSA - Particularly Sensitive Sea Areas RCDS - Raster Chart Display System SECA - Sulphur Emission Control Area SMS - Safety Management System SOG - Speed over the ground STCW - Standards for Training and Certification of Watchkeepers T&Ps - Temporary and Preliminary Notices TSS - Traffic Separation Schemes UKC - under keel clearance VTS - Vessel Traffic Service XTL - Cross Track Limit
1. Introduction This section deals specifically with planning a age using electronic chart display and information systems (ECDIS). It is important to that although a digital system is being used to age plan, rather than paper charts, the fundamentals of age planning remain unchanged. ECDIS brings new challenges that must be overcome in pursuit of an effective plan and so the skills required in age planning are not negated when using ECDIS as a planning tool.
1.1 Effective Planning on ECDIS Effective age planning is a process that requires skill and meticulous research. The navigating officer must be conscientious and seek to produce a comprehensive and detailed berth to berth plan based upon the fullest possible appraisal that takes into all possibilities and eventualities while reducing navigational risk. An effective age plan completed on ECDIS must fulfil all of the following criteria:
Clearly define the safest navigational route from berth to berth
comprehensive and detailed, reducing navigational risk
take into established safety margins
satisfy a rigorous checking process
easy to follow allowing safe execution of the plan
economical.
age planning on ECDIS is very different to using paper charts and it will take time to get used to it. This is mainly due to the technology being, on the whole, unintuitive and over-complicated. However, many of the frustrations and shortfalls within ECDIS can be overcome with practice. The key is to know the onboard equipment well, particularly its shortfalls and related workarounds. Only by knowing what it cannot do as well as what it can, will the underlying benefits be recognized. Once proficient, planning on ECDIS can provide a faster and more efficient means of plotting ages than the paper alternative.
1.2 The Four Stages of Planning ECDIS age planning consists of the same four recognized stages: 1.
Appraisal
-
preliminary research
-
feasibility brief.
2.
Planning
-
system configuration
-
route creation
-
route check
-
supplementary information
-
detailed brief.
3.
Execution.
4.
Monitoring.
Arguably, ‘Analysis' is a fifth stage in the process, where the execution of the age is reviewed. This provides an opportunity to discuss what was done well, what could have been done better and if anything needs to be amended to improve future voyages. This section covers the Appraisal and Planning phases only. The content should be used in conjunction with other, more detailed publications on ECDIS use.
1.3 Key to Symbols Key to symbols used throughout this section:
Mariner’s Information Note. This symbol draws attention to important information.
Mariner’s Caution Note. This symbol draws attention to safety critical information.
ECDIS is seldom intuitive to operate and this symbol draws attention to certain frustrations that may be encountered. Beware of frustration - know what the onboard system can and cannot do!
2. The Appraisal Before the planning phase can commence a great deal of preliminary planning and study is required. Although ECDIS provides efficiencies in the practical plotting of routes, it does not facilitate many of the checks, calculations and background reading required prior to commencing the physical planning. It will be necessary to undertake a feasibility study, select the best route by identifying all areas of danger and study the appropriate references before briefing the Master. This phase is called the 'Appraisal' and comprises two steps:
Preliminary research
feasibility brief.
This chapter provides guidance on the preliminary calculations and checks that must be completed prior to commencing the ‘Planning’ phase.
2.1 Preliminary Research Although the navigational plan will be constructed and ultimately displayed on an ECDIS screen for the Execution and Monitoring phases, the basis for the chosen age plan must be ed by calculations and research. There are many factors that must be ascertained, such as speed, time and distance, tide and environmental data. Such information should be documented along with ing extracts from relevant publications. For the specific purpose of recording thought processes and background information, a workbook should be used. As soon as the ship's intended age is known, research can begin to establish whether it is feasible within existing constraints. It will also identify all areas of danger, any difficulties and hazards associated with the age. If early study discovers that the destination is unsuitable for the vessel or the intended age is unachievable or dangerous, then planning time has been saved. The following will need to be determined to establish whether or not the intended age is achievable:
Destination
suitability
distance
time
speed and endurance
chart installation, update and review
weather and environment
other considerations.
There is a great deal of research material available in the form of paper based and digital publications. Ensure that publications held onboard are issued by a competent authority and are up-to-date. A list of useful publications is provided at Annex B. Some ECDIS allow integration with official tide and current databases, weather data and specific tools, which may aid in this process. Information is also available to the planner from the relevant ENC (Electronic Navigational Chart) using ‘cursor pick'. Furthermore, if the ECDIS fitted onboard is compatible with RNCs (Raster Navigational Charts) then the relevant chart notes can also be viewed. However, this method rarely yields sufficient detail and is extremely time consuming. Therefore, use of publications issued in paper or digital format by a competent authority is recommended.
Be aware when using databases provided by ECDIS manufacturers for planning purposes, particularly tidal databases, as they may not be official or endorsed by flag State.
2.1.1 Destination It is tempting at this stage to start constructing a route on ECDIS. However, doing so at such an early stage will raise numerous routing and safety related questions, all of which the Appraisal phase seeks to address. Planning will be quicker, more efficient and safer once the necessary facts have been gathered through detailed research.
Suitability We must consider the suitability of the vessel with reference to the destination. Consider the following constraining factors:
Vessel
condition and state
stability
equipment
operational limitations
draught
maneuvering data
restrictions and limitations
competent and well-rested crew
cargo
any special characteristics (especially if hazardous)
distribution, stowage and securing on board
port
available port information
restrictions and limitations (such as cargo, vessel size and draught)
availability of shore-based emergency response arrangements and equipment
other
up-to-date certificates and documents concerning the vessel, its equipment, crew, engers or cargo.
Consultation with the ‘Maneuvering Booklet’ and relevant ‘Sailing Directions’ will help to determine whether any of the above factors affect the vessel’s ability to enter port at the chosen destination. Distance The distances involved in the age must be established. There are a number of different techniques used to determine a distance between two points, such as using the ‘Sailings Formula’ and tables in ‘Nories’. Another method is to use the ‘Distance Tables' to provide the shortest (Great Circle) distance between ports. If using this method, that the distances provided have regard to normal navigational constraints, but they do not take into ocean currents, prevailing weather conditions and Traffic Separation Schemes (TSS). Therefore, it should be used in conjunction with ‘Ocean ages for the World'. Regardless of which method is used, any calculation of distance should be cross checked by another means. Be sure to locate the correct geographical area as many ports have the same name. Publications such as ‘Nodes’ and ‘Ports of the World’ contain a list of ports with their corresponding latitude and longitude for this purpose.
Time The amount of time there is to complete the age must be established to confirm that the age is achievable at an economical speed. Before this can be calculated it must first be ascertained whether the time of departure and arrival is critical to achieve certain tidal windows. This will depend on the required under keel clearance (UKC), tidal stream, current and port regulations, which may constrain the time of arrival and departure. Consultation with tide tables, tidal atlases and the relevant ‘Sailing Directions’ will help to determine this. Consider the following with regard to the vessel conducting the age:
Tidal constraints high water (HW), low water (LW), height of tide (HoT), % springs draught in relation to HoT, squat and required UKC times of strong tidal stream and current
port regulations and restrictions draught permissible in fairway and port restrictions with regard to port sailing times pilot availability.
The calculations arising from this research should identify relevant tidal windows and provide an estimated time of departure (ETD) and estimated time of arrival (ETA).
Speed and endurance
The overall speed required to make the ETA can now be established. Consider whether any of the following will hamper achieving and maintaining this calculated speed:
Speed constraints machinery limitations and defects environmental factors economical speed range
limits and restrictions
endurance
fuel economy
bunker capacity and minimum reserve of fuel
stability
refueling opportunities.
If, by this stage, factors that make the age unfeasible have been identified, they must be brought to the attention of the Master at the earliest opportunity.
2.1.2 Chart Installation, Update and Review The next stage of research is to ensure that ECDIS has charts of an appropriate scale and format installed for the age, that they are up-to-date and that they have been reviewed for content and accuracy. , to meet SOLAS requirements the electronic charts must be official, meaning they must be issued by or on authority of a government authorized hydrographic office. If sufficient ENCs of an appropriate scale to cover the entire route are not available, then RNCs may be used to cover the gaps. However, the RNCs must also be official and used in conjunction with an appropriate portfolio of paper charts (APC) when in RCDS (Raster Chart Display System) mode. Use the diagram below to ascertain whether the chart outfit is SOLAS compliant.
Identifying any shortfalls in the chart outfit at an early stage is crucial to the success of the plan given that planning cannot start without the relevant charts first being installed on ECDIS. If the required charts are not already installed, then additional charts and their corresponding permits will need to be sourced. To establish what charts are required it is necessary to consult the relevant official digital chart catalogue.
When researching chart availability and reviewing age charts, carefully consider the following:
Official chart formats
the entire route is covered by ENCs of an appropriate scale and accuracy ECDIS s RODS mode
the relevant flag State permits RODS mode gaps in ENC coverage are filled by appropriate scale RNCs an appropriate portfolio of paper charts is available gaps in ENC coverage are filled by appropriate scale paper charts if ECDIS does not RCDS mode RCDS mode risk assessment conducted
sufficient chart provision in case of diversion and contingency length of time to procure and receive charts length of time to install charts.
chart updates charts are up-to-date on all ECDIS to the latest:
notices to mariners (NTM) temporary and preliminary notices to mariners (T&P) local NM radio navigational warnings (NAVAREAS)
the latest NTM update is held onboard length of time to update all ECDIS ECDIS s the iralty information overlay (AIO)
chart permits and license relevant ENC and RNC permits held chart permits are up-to-date chart permit expiry (will any expire during the voyage?) ECDIS license expiry (will it expire during the voyage?).
Some ECDIS do not facilitate operation in RCDS mode. If this is the case official paper charts will be required to fill the gaps in ENC coverage. , if chart permits expire during the age it may not be possible to update them with official updates.
2.1.3 Weather and Environment The weather and any environmental factors likely to affect the age must now be determined. It will be necessary to gather climatological, meteorological and oceanographic data to estimate the likely statistical weather for the age. Routing Charts’, ‘Routing Guides’ and ‘Sailing Directions’, published by competent authorities, should be consulted for this purpose. The following factors should be taken into :
Likely statistical weather conditions wind strength hurricane season tropical storms
wave height precipitation visibility and probability of fog mean temperature mean pressure
likely statistical environmental conditions ocean currents ice limits.
Information on the facilities and availability for receiving accurate weather routing and forecasting should be sought for the duration of the age.
2.1.4 Other Considerations The final stage of the preliminary research is to consider any additional factors that may affect the age. As a minimum the following should be given consideration:
Routing limiting latitudes shipping lanes traffic separation schemes (TSS) vessel traffic services and ship reporting systems (VTS) traffic density and likely concentrations of fishing vessels IALA buoyage systems territorial waters canals load lines piracy danger areas areas to be avoided
precautionary areas deep water (DW) routes military/naval weapon practice areas day or night transit of critical points NAVAID coverage WGS84 datum coverage time zones and time zone changes bridge manning anchorage(s) pilotage embarkation, disembarkation and exchange of information environmental protection marine environmental protection measures/particularly sensitive sea areas (PSSA) ‘International Convention for the Prevention of Pollution from Ships’ (MARPOL) emission control areas (ECAs)
delays operations such gas freeing, purging, cargo grade change, ballast water exchange likelihood of a change in orders
ECDIS latest software generic and type specific training.
A thorough overall appraisal of the intended voyage should now have been completed and relevant information documented in a workbook. that a change of any influencing factor will affect the plan as a whole. A diversion for a tropical storm will increase the overall distance which, in turn, will affect fuel usage and cause the overall speed calculation to rise. A diversion may also require new charts to be sourced, unless it was envisaged during the appraisal as a contingency.
2.2 Feasibility Brief Armed with all the facts from the fullest possible appraisal, the Master will now need to be briefed about the age in order to provide approval prior to the commencement of the physical planning. This briefing will also provide a convenient opportunity for the Master to make any inputs with regard to the intended plan. The brief should cover all relevant information obtained during the research. A checklist of relevant material for the brief can be found at Annex A.
3. Planning Once the briefing is complete and the age concepts have been approved by the Master, detailed planning can take place. The Planning phase is made up of five stages:
3.1
System configuration route creation route check supplementary information detailed brief.
System Configuration
Before beginning the physical aspects of planning, ECDIS must be configured appropriately. There are two aspects to configuration:
Software configuration display configuration.
3.1.1 Software Configuration It is essential for the safety of navigation that the manufacturer’s software within ECDIS works fully in accordance with IMO performance standards, the latest IHO presentation library and data protection standards. Only then will ECDIS be capable of displaying all the relevant digital information contained within the ENC. Ultimately, failure to update the software may mean the ECDIS fitted onboard does not meet the carriage requirements set out in SOLAS. Failure to update the software may also result in the following shortfalls:
Navigationally significant features are not displayed appropriate alarms and indications may not be activated the latest charted features, such as ASLs or PSSAs, are not displayed ENCs may fail to install or load.
As with all software, there will always be glitches. Known anomalies within ECDIS are usually rectified by the manufacturer with software patches. It is, therefore, important that the latest patch is installed in ECDIS and that the latest IMO guidance on ECDIS anomalies have been read. Moreover, any anomalies encountered during operation should be fed back to the appropriate authority in a timely fashion.
3.1.2 Display Configuration Unlike a paper chart that contains a specific level of detail, ECDIS provides a layering of information, much of which can be turned on or off. Prior to physically planning a age it is, therefore, necessary to configure display settings so that all safety related information is shown.
Display mode To ensure that no potential dangers are hidden, it is recommended that the display mode ‘All Other’ (sometimes called ‘All’ or ‘Other’) is used. Failure to select ‘All Other’ may result in the following anomalies:
Objects falling on a contour line may not display foul areas and obstructions may display incorrectly some shoal soundings may not display.
The following list provides recommendations and considerations when configuring the display for route planning. It is not exhaustive and other settings may be available, depending on the ECDIS in use:
Display set-up unload all routes unload all manual constructs full screen (hide sidebar) day white palette
chart settings display mode ‘All Other' chart priority ENC chart autoload ON chart auto scale ON scale minimum ON AIO layer ON shallow pattern ON full light lines ON show correction ON chart boundaries ON show isolated dangers in shallow water ON traditional chart symbols or simplified traditional areas or symbolized two or four colors shades
safety settings safety depth (see 10.2.2 b for guidance) safety contour (see 10.2.2 b for guidance) shallow contour deep contour
route settings display of cross track limit (XTL) display of distances display of true courses display of waypoint names display of turn radius.
Determination of safety depth One of the safety features of ECDIS is its ability to alarm for dangers. Although certain alarms are inherent within the system, others must be set by the operator. A failure to turn on or set an alarm to a relevant, thought out value may mean it does not alarm or does so too late to allow avoiding action to be taken. Of particular importance is configuration of the display to differentiate areas of safe navigable water from unsafe water. This is highlighted on the ECDIS display by the safety contour, but this itself is governed by the safety depth value, the calculation of which is shown in the following diagram.
Once the safety depth value is inserted in ECDIS, all depths equal to or less than this value will be highlighted in bold type when the display of ‘spot soundings' is turned on. Furthermore, the safety contour should be set automatically by the system to the next available deeper contour and displayed on the ECDIS as a bold contour line. Depending on the preference for two or four-color shading, additional contour values for the shallow and deep contour may be entered. The relationship between these contours, the safety contour and safe or unsafe water is shown in the diagram below. , the safety contour itself marks the limits of navigable water.
Enter the calculated Safety Depth value into ECDIS and check the corresponding value of the Safety Contour. If the preference is to plan in four shades, input values for the Shallow and Deep Contours.
If the Safety Depth value will change throughout the voyage, then a worst-case value can be used. If it is the intention to change the value during the age, then consideration should be given as to how this can be managed safely.
A value for Safety Height or ‘Air Draught’ may be inserted for safe vertical clearance on some ECDIS. When calculating safe vertical clearance be aware that vertical datums differ between ENC producers.
3.2 Route Planning The detailed physical planning can now commence, covering the entire age from berth to berth, including those areas where the services of a pilot will be used. The objective is to use all information obtained during the appraisal to create the safest appropriate route, avoiding actions and activities that could cause damage to the environment while taking into the intended method of execution and monitoring. If planning is taking place while on age it should be conducted on the ECDIS planning terminal and not allowed to interfere with the operation of the primary and secondary ECDIS. 3.2.1 New Route Open the route planning function and select new route or equivalent. Some systems will allow the route to be named at this stage. Name the route clearly so it can be found quickly when it comes to executing the route, for example ‘SouthamptonStockholm20Feb14' (from, to, date of age).
Some ECDIS route planning functions are more intuitive than others. This can cause frustration. However, with practice and knowledge of the onboard system it will soon get less onerous.
3.2.2 Adding Waypoints Use the zoom function to view the start and end locations. Some systems provide a database of world ports to facilitate this. There are a number of ways to construct the route and it is up to personal preference what the best method is. Whichever method is used will depend on the proximity of the destination, although efficient route planning on ECDIS should minimize the amount of zooming in and out required as this will prolong planning and cause frustration. The method described below involves planning a route on small scale ENCs before positioning waypoints on appropriate large scale ENCs. , a waypoint is positioned in ECDIS as a geographical location and is not assigned to a specific chart, but to all installed charts that cover that location. Therefore, a route displayed on a smallscale chart as an overview, can be analyzed in greater detail by zooming and loading larger scale charts. Using small scale ENCs, begin by adding a waypoint in the vicinity of the start location via the cursor method or by entering the latitude and longitude manually. Remaining on small scale ENCs, and armed with the routing knowledge required during the appraisal, construct the route by adding successive waypoints, completing the route by adding a waypoint in the vicinity of the destination. The position of waypoints need only be approximate at this stage as they will be fine-tuned in due course. 3.2.3 Rhumb Lines and Great Circles When two waypoints are inserted the system automatically s them together to form a leg. Details of the leg such as the true course, distance and time to reach the end of the leg at a given speed is computed and annotated in the route table. The system will normally create legs by default as rhumb lines, but this can be changed to a Great Circle for ocean ages by adjusting the line properties. It will then be necessary to split the Great Circle into a series of individual rhumb lines for ease of navigation. There is usually an option to divide the Great Circle by a set number of degrees or by a set distance. Some ECDIS manufacturers also provide the ability to enter a limiting latitude. If required, a combination of rhumb lines and Great Circles can be used to form a composite track. If the intention is to use a Great Circle, then change the properties of the affected leg and divide as required.
Only a small number of ECDIS are capable of displaying gnomonic and polar stereographic projections for use at high latitudes. 3.2.4 Adjusting Waypoints Once planning is complete on small scale charts, return to the start position and using appropriate largescale charts fine tune all waypoints by positioning them as accurately as possible, taking into the following minimum criteria when doing so:
With particular regard to the vessel: draught in relation to the available depth of water and minimum UKC maneuvering characteristics effect on vessel draught and turning circle during course alteration o planned speed effect of expected tidal stream effect of expected current increase in draught due to squat and heel effect
positions where a change in machinery status is required positions where additional bridge or engine room manning is required
with particular regard to the route: safety and efficiency of navigation depth of water safe speed and proximity of navigational hazards use of ships’ routing, reporting systems and vessel traffic services considerations relating to the protection of the marine environment avoidance of danger areas alterations of speed en-route location of course alterations limitations of night age tidal restrictions adequate cross track limit (XTL) contingency planning deep water port of refuge or safe anchorage in the event of an emergency shore based emergency response arrangements and equipment nature of the cargo and of the emergency itself method and frequency of position fixing primary and secondary fixing options indication of areas where accuracy of position fixing is critical indication of areas where maximum reliability of position fixing must be obtained availability of relative navigation techniques to cross check accuracy of GNSS
visual and radar fixing radar image overlay parallel indices astronomical observation.
Note that values such as the latitude and longitude of waypoints, course, speed, distance and leg property can be manually adjusted in the route table where required.
Additionally, the following checks should be conducted for quality control while route planning:
Visual check of ENC isolated dangers outside of safety contour gaps in ENC coverage CATZOCs (category of zone of confidence in data) and accuracy of ENC comparison of equivalent RNC where possible cursor pick interrogate symbols interrogate objects and areas for more information where required AIO layer T&P NM information.
ENCs do not contain a source data diagram as depicted on paper charts. Instead the quality of survey data is displayed using ‘category of zone of confidence in data’, or CATZOC for short. The understanding of these symbols is critical to understanding the accuracy of the presented survey data. Explanations of the six CATZOC symbols are provided in the table below.
3.2.5 Route Table Once the route has been created the route table can be completed. Enter or adjust values for t following:
Latitude and longitude of waypoint XTL (port and starboard) arrival radius (for use with track control systems) planned speed leg property (RL or GC) rate of turn turn radius time zone course distance ETD ETA name waypoints where necessary draught (provided on some systems) UKC (provided on some systems).
Check the total distance against that calculated during the appraisal and the planned overall speed, noting any elements that have changed significantly. It may be necessary to refine the ETD, ETA or planned overall speed. Ensure that XTL is carefully considered to provide adequate sea room in case of lateral separation from the route, deviations for collision avoidance and nature of the environment. Once the route has been created, save it.
3.3 Route Check The created route must now be checked for potential dangers in case any have been overlooked during route creation. The system will conduct a check for charted dangers, unsafe depths and potential hazards only within the confines of the specified XTL. The check should consider all scales of ENCs on which the XTL is located. The route check will detect the following danger to navigation parameters within the XTL:
If the route crosses own ship’s safety contour point objects: a fixed or floating aid to navigation isolated danger boundaries of a prohibited or geographic area or a geographic area for which special conditions exist traffic separation zone inshore traffic zone restricted area caution area offshore production area areas to be avoided defined areas to be avoided military practice area seaplane landing area submarine transit lane anchorage area marine farm/aquaculture PSSA (particularly sensitive sea area).
The capabilities of ECDIS with regard to the route check vary considerably. However, most ECDIS will exceed the requirement by also checking for abnormalities in the construction of the route, such as two waypoints in a single location. Additionally, some ECDIS facilitate a check of ship specific data such as draught and UKC against charted depths within the XTL and turning data to ensure that planned turns are achievable.
Note that the automatic check will not detect charted dangers on an RNC. that the effectiveness of the system’s automatic check relies on the accuracy of the safety parameters set by the .
3.3.1 Configuration The display mode ‘all other’ should be selected. It is important that all available layers are turned on so that detected dangers are displayed. Not all systems will automatically set the correct criteria to display detected dangers during the check. 3.3.2 Automatic Check Load the created route and activate the route check function. The system will now check, within the stipulated XTL of the entire route, for dangers on all installed ENCs that cover the geographical area. This may take a while if the route is long as a large quantity of charts will need to be checked. When the check is complete all potential dangers will be listed. Normally the dangers will be listed according to the relevant leg affected. It should be possible to view an individual danger, which in turn will be highlighted by the system so it can be differentiated from other dangers. It may be necessary to perform a cursor pick on highlighted dangers to ascertain further information. Some detected dangers can be disregarded while others will require revision of the route, which is normally facilitated within the route check function itself. When editing is complete the system should automatically check the modification. The automatic check is complete when all dangers have been analyzed and either disregarded or the route amended and re-checked. A route check should also be performed prior to executing a route on the following occasions:
After modification of a route after a chart update.
Some systems facilitate a check where specific legs are validated without the need to check the entire route. If gaps in ENC coverage are being filled with RNCs then these will have to be checked visually.
There are many frustrating aspects associated with the route check. For example, when an area considered a danger is detected, many ECDIS will only highlight the affected section of the XTL and not the full extent of the area. This means additional investigation is required to establish the boundaries of the area to modify the route to avoid it, which can be time consuming. 3.3.3 Anomalies The nature and quantity of parameters that the automatic check seeks to detect means that even the shortest of routes may result in large quantities of detected dangers. If the check does not list any detected dangers, then something is wrong. The most likely cause is that no value has been set for XTL, but it may also be that the check has failed to scrutinise all chart scales available. If this happens set the XTL to an appropriate value and, where available, set the scale of charts to be checked to cover ‘all scales’ and run the check again. Although a useful tool, the route check is not an infallible safety check. Documented anomalies reported in some ECDIS, where dangers have not been detected during the check, are evidence of this. Therefore, careful visual inspection of the entire planned route should be conducted, on appropriate scale charts and using the 'all other’ display mode to confirm that the route, and any deviations from it, are clear of dangers. Once the visual check has been completed, save the route.
3.4 Supplementary Information Supplementary information significant to the execution of the planned age should now be added. The ability to insert text notes and information using manual constructs allows the navigating officer to annotate the age to alert and inform the OOW of potential dangers and action to be taken at certain points during the age. Supplementary information can be added during route creation, but it is recommended that it is left until after the check is complete. This is because the route may need to be modified subsequently and his would create unnecessary re-checking. 3.4.1 Manual Constructs A key feature of manual constructs is the ability to associate them with the ‘danger attribute’, meaning that they will alarm when detected by the anti-grounding cone during the execution of the route. The amount of additional information should be limited to that which is necessary to safely and efficiently execute the route. The following list provides examples of additional information that should be provided:
Information relevant to planned changes of safety depth and safety contour values information relevant to international regulations, codes and guidelines information relating to ships' routing and reporting systems with instructions information relating to vessel traffic services (VTS) information relating to planned time zone changes information relating to tidal diamonds highlight the true direction of the planned route highlight all areas of danger highlight areas of limited data highlight areas of special interest or concern such as piracy measures to be taken highlight areas where marine environmental protection considerations apply highlight points of ‘no return’ and contingency decisions highlight changes in IALA systems of maritime buoyage no go lines indication of areas where accuracy of position fixing is critical indication of areas where maximum reliability of position fixing must be obtained weather concerns and measures to be taken.
Ensure that manual constructs are positioned where they can be clearly seen. Where a SCAMIN value is required to be attributed, ensure the construct is visible at appropriate scales to avoid being hidden during the execution of the route.
3.4.2 RCDS Mode If gaps in ENC coverage are being filled with RNCs then the following shortfalls exist:
No safety contour or automatic alarms chart datum may not be WGS 84 depths may be in fathoms and not meters.
To draw attention to these inherent dangers, additional planning and risk assessment may be required where RNCs are being used to fill gaps in ENC coverage. In addition, to mitigate the risk, it is possible to insert manual constructs with danger attributes to act as alarmable ‘no go’ lines. Once supplementary information is added the age plan is ready for briefing. Ensure all manual constructs are saved.
3.5 Detailed Briefing The detailed age plan should now be presented to the Master for consideration and approval prior to the commencement of the age. The Master’s scrutiny of the detailed plan is an essential check as modifications may be required as a result of the briefing. The Master should be briefed using the ECDIS planning terminal and any critical phases of the age should be explained. Key points that may be appropriate in the Master’s brief are as follows:
Overall speed, time (ETD, ETA) and distance any elements that have changed significantly from the feasibility brief changes to speed en-route age graph
route and alternatives
no go lines
locations where concentrations of fishing vessels likely to be encountered
main shipping routes impinging on planned route
marine environment protection measures
MARPOL
other
sunrise and sunset times and locations
change of time zones and locations
predicted currents with their likely strength and direction
known meteorological data
territorial sea boundaries
anti-piracy areas.
On completion of the brief the approval of the plan by the Master should be recorded and all workings retained for Port State inspections and ISM, in a workbook or electronically. Route tables can be printed for this purpose. Lock or protect the route with a if necessary, and save a backup just in case it is erased in error.
Although some changes to the plan are inevitable, never underestimate the value of sound planning. The more complete the preparation, the easier the execution. , ECDIS is far from infallible, so never solely rely on it. Instead, go to great lengths to prove that the information it is providing, particularly positional information, is accurate.
Prior to sailing to carry out the following on all ECDIS: load the route and make it active load supplementary data configure safety settings configure display settings check sensor information Use the mnemonic “COMPETENT” on age: Communications Operations Meteorological Propulsion Errors & defects Tide & current ECDIS settings Navigation (includes fixing & critical points and ECDIS settings) Traffic
ANNEXES Annex A – ECDIS Planning Checklist System installation Chart installation
Official chart formats
SOLAS compliant ENCs of an appropriate scale and accuracy
RODS mode
appropriate RNCs appropriate folio of paper charts risk assessment Contingency chart provision
Time to procure and receive
Time to install
Updates Safety notices
Notices to mariners (NM)
Temporary and preliminary notices (T&P NM, AIO)
Local NM
Radio navigational warnings (NAVAREAS & WZs)
Time to update all ECDIS
Chart permits and license
Relevant ENC and RNC permits held onboard
Chart permits up-to-date
Chart permit expiry
ECDIS license expiry
ECDIS
Latest software Generic and type specific training
Software configuration ECDIS software
Latest manufacturer’s software patch is installed
Latest presentation library (IHO S-52)
Latest data protection standards (IHO S-63)
Read the latest IMO guidance on ECDIS anomalies
Report ECDIS anomalies to the appropriate authority
Display configuration Display mode
Display set-up unload all routes unload all manual constructs full screen (hide sidebar) day white palette
Chart settings Display mode ‘all other' chart priority ENC chart autoload ON chart auto scale ON scale minimum ON AIO layer ON shallow pattern ON full light lines ON show correction ON chart boundaries ON show isolated dangers in shallow water ON traditional chart symbols or simplified traditional areas or symbolized two or four-color shades
Safety settings Safety depth (see below for guidance) safety contour (see below for guidance) shallow contour deep contour
Route settings Display of cross track limit (XTL) display of distances display of true courses display of waypoint names display of turn radius
Safety values
Safety depth safety contour safety height
Other values
Shallow contour deep contour
Route planning
New route Berth to berth Areas where the services of a pilot will be used Name the route Locate start and end points
Adding waypoints
Add waypoint at start location Construct route on small scale Define leg properties as rhumb line or Great Circle If Great Circle divide leg into rhumb lines
Adjusting waypoints Regarding the vessel
Draught, available depth of water and minimum UKC Maneuvering characteristics Effect of course alteration on draught and turning circle Planned speed effect of expected tidal stream effect of expected current increase in draught due to squat and heel effect
Positions where change in machinery status is required Positions where additional manning is required
Regarding the route
Safety and efficiency of navigation Depth of water Safe speed and proximity of navigational hazards Use of ships’ routing, reporting systems and VTS Protection of the marine environment Avoidance of danger areas Alterations of speed en-route Location of course alterations Limitations of night age Tidal restrictions Adequate cross track limit (XTL) Contingency planning
Deep water port of refuge or safe anchorage in emergency shore-based emergency response arrangements nature of the cargo and of the emergency itself
Method and frequency of position fixing
Primary and secondary fixing options areas where accuracy of position fixing is critical areas of maximum reliability of position fixing availability of relative navigation technique visual and radar fixing o o o
Radar image overlay parallel indices astronomical observations
Save route
Quality control checks
Visual check of ENC
Cursor pick
Isolated dangers outside of safety contour gaps in ENC coverage CATZOCs and accuracy of ENC comparison of equivalent RNC where possible
Interrogate symbols interrogate objects and areas for more information
AIO layer
T&P NM information
Route table
Latitude and longitude of waypoint XTL (port and starboard) Arrival radius (for use with track control systems) Planned speed Leg property (RL or GC) Rate of turn Turn radius Time zone Course Distance ETD ETA Name waypoints where necessary Draught (provided on some systems) UKC (provided on some systems)
Route Check Automatic check Occasions for check
After route planning After modification of a route After a chart update
Configuration
All other display mode
Detected dangers
Route crosses own ship’s safety contour Point objects Fixed or floating aid to navigation isolated danger
Boundaries of a prohibited or geographic area Traffic separation zone inshore traffic zone restricted area caution area offshore production area areas to be avoided defined areas to be avoided anchorage area
Actions following check
View listed dangers Use cursor pick to view additional information Modify route to avoid listed dangers
Disregard dangers deemed not relevant Re-check relevant legs following modifications If gaps in ENC coverage visually check RNCs Visual check of entire route on appropriate scale charts Save route
Supplementary Information Manual constructs Highlight
Planned changes of safety depth and safety contour No go lines International regulations, codes and guidelines Ships’ routing, reporting systems and VTS Planned time zone changes Tidal diamonds True direction of the planned route All areas of danger Areas of limited data Areas of special interest and concern Areas of marine environmental protection Points of ‘no return' and contingencies Changes in IALA systems of maritime buoyage Areas where accuracy of position fixing is critical Areas of maximum reliability of position fixing Weather concerns and measures to be taken
Detailed Briefing
Overall speed, time (ETD, ETA) and distance Significant changes from the feasibility brief changes to speed en-route age graph
Route and alternatives No go lines likely concentrations of fishing vessels main shipping routes impinging on planned route marine environment protection measures MARPOL
Other
Sunrise and sunset times and locations change of time zones and locations predicted currents, likely strength and direction known meteorological data territorial sea boundaries anti-piracy areas
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