Guide to Safe Navigation

(including ECDIS)
INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 37
 Guide to Safe Navigation
(Including ECDIS)
1st Edition 2017
All rights reserved. No part of this publication may be reproduced in any material form, (including
photocopying or storing it in any medium by electronic means and whether or not transiently or
incidentally to some other use of this publication) without the written permission of
INTERTANKO. Applications for INTERTANKOs written permission to reproduce any
part of this publication should be addressed to thepublisher.

Whilst every effort has been made to ensure that the information contained in this publication is correct,
neither the authors nor INTERTANKO can accept any responsibility for any errors or omissions or any
consequences resulting therefrom.

No reliance should be placed on the information or advice contained inthis publication without
independent verification.

INTERTANKO 2017

(Rev. 1)
1. Introduction 5

2. Zone of Confidence (ZOC)  6

1) Definition 6
2) ZOC and Passage Planning 11

3. Under Keel Clearance (UKC) 12

4. Area Settings 14

5. Frequency of Position Fixing in Paper Charts and Frequency of Position

Verification in ECDIS/Chartradars 15

6. Depth Contours In ENCs in Relation to Safety Contour and Safety Depth

Function 17

1) Introduction 17
2) The Problem  22
3) Possible Workarounds for Scenario #2 23
i. Workaround #1 24
ii. Workaround #2 25
iii. Workaround #3 26
4) Conclusion 27

7. Temporary And Preliminary Notices 28

8. Air Draft  29

9. Use Of ECDIS On Ships Having Paper Charts As Primary Means Of Navigation

31

10. Annex I 32

Lists Showing the Status of T & P Production and Incorporation in ENCs

for All the National Hydrographic Offices 32

11. Annex II 33

IHO S-52 ECDIS Presentation Library Edition 4.0 Main Changes  33

4 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

1. Introduction

During the INTERTANKO Safety and Technical Committee (ISTEC) meeting in London (9-10 March 2016) it was
decided that the Navigation, Safety, Ports and terminals working group should become a Sub-Committee of
ISTEC. Formal approval of this change was taken by the INTERTANKO Council in May 2016.

In the Terms of Reference (TOR) it is stated that the Nautical Sub-Committee (NSC) should meet twice a year
intersessional to ISTECs meetings.

INTERTANKO Nautical Sub-Committee

Main aims:

Promote safe navigation and enhance navigational standard, safe loading/discharging operation and
INTERTANKOs viewpoint on ports and terminals through communication and experience sharing.
Support the INTERTANKO representation in IMO and other industry meetings so as to ensure proper
representation.
Advise and develop industry best practice in order to promote efficient and professional operation in
matters pertaining to the Sub-Committee to keep INTERTANKO as a leader in the industry.
Take active part in developing resource materials, BMP, Guides etc. for the wider membership.
Foster co-operation with bodies such as OCIMF, Nautical Institute, International Hydrographic Organization
(IHO), International Association of Ports and Harbors (IAPH), European Sea Ports Organisation (ESPO),
International Harbour Masters Association (IHMA), International Maritime Pilots Association (IMPA),
Federation of European Tank Storage Associations (FETSA) and other recognised bodies involved with
tanker navigation, loading/discharging and ports and terminals.
Support and exchange knowledge with academy and research activities in the areas concerned for the
Sub-Committee, enabling INTERTANKO to take the lead in developing best practices.

One of the main issues for the NSC has been to create Guidelines for our Members when it comes to safe use
of ECDIS during navigation, such as this document.

Companies are encouraged to prepare their own specific procedures while considering their operational
profile, company policies, fleet diversity and existing safety requirements.

Once a company has created their specific procedures, a thorough validation process, including the need for
proper familiarisation, on-board training and compliance with other industry guidelines such as ICSs Bridge
Procedures Guide should be considered.

The only way to ECDIS performance excellence is through continuous training and establishment of an open
forum where issues encountered with ECDIS operations are brought forward.

The NSC encourages all its members and all concerned industry stakeholders to send in ideas and issues
regarding ECDIS operation and navigation in order that these Guidelines may be updated and, as such, always
be the aid to safe navigation they are intended to be.

Please send ideas and issues to: [email protected]

Capt. Pr Brandholm, Chairman of the Nautical Sub-Committee

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 5

2. Zone of Confidence

2. Zone of Confidence (ZOC)

1) Definition
Source diagrams have been used on paper charts for well over 100 years to indicate the survey method and
the date it was conducted. The direct link between the date of a survey and its dependability is based partly
on the assumption that, as surveyors have always been limited by the capabilities of their instruments and
equipment, it has been possible gradually to increase the accuracy and completeness of the work as, over the
years, the instruments and surveying techniques have evolved and improved. The mariner weighs up these
factors, usually in light of his own personal knowledge of the area, and makes prudent allowance for possible
unreported or incompletely charted dangers to calculate an Under Keel Clearance (UKC).

The Quality of Data (M_QUAL) object in an ENC is included to assist the Mariner in determining a safe value
for their UKC. By having an understanding of the positional and depth accuracy of the information contained
in the ENC the Mariner can make an informed decision as to the amount of UKC that will be necessary for
their vessel while conducting a passage.

ENC Category Zone of Confidence (CATZOC):

ECDIS present the Quality of Data object within the ENC as a repeating symbol across areas with the same
value. The pattern of stars in the symbol is directly linked to the attribute value contained in Category Zone of
Confidence (CATZOC). A CATZOC attribute value of A1 will result in a triangular symbol containing six stars,
this indicates the data is of a high quality and has been collected by modern survey.

A very recent development is the use of CATZOC on paper charts.

Consequently the ZOC is a system used to portray the quality of bathymetric data contained in Navigational
Charts. A ZOC system allows a hydrographic authority to encode depth position data against five categories
(ZOC A1, A2, B, C, D) with a sixth category (U) for data that has not been assessed. The assignment of category
is based on three factors (position accuracy, depth accuracy and sea floor coverage) the details of each factor
are given in Table 1.

The existing system of portraying bathymetric data in Navigational Charts is given as an example in (Fig 1).

6 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 2. Zone of Confidence

Fig 1: Bathymetric data in navigational charts

The ZOC portrayal system of bathymetric data is currently being used in both paper charts (Fig 2) and Electronic
Navigational Charts (Fig 3), both displayed overleaf, although the previous system (Fig 1) is still the prevalent
portrayal system for paper charts. With this data in hand, the Mariner can easily identify at a glance which
parts of the chart are based on good, or which are based on poor information, and accordingly where and
when he/she should navigate with caution.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 7

2. Zone of Confidence

Fig 2: ZOC in Paper Charts

Fig 3: ZOC in ENCs

8 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 2. Zone of Confidence

NAVIGATION AND ECDIS GUIDELINES 2017

1 2 3 4 5
1 2 3 5
ZOC Position Accuracy Depth Accuracy Seafloor Coverage Typical Survey Characteristics

6
5 m + 5% depth =0.50 + 1%d Full area search undertaken. Controlled, systematic survey . High
Significant seafloor features position and depth accuracy achieved
4
detected and depths measured. using DGPS or a minimum three high
Depth (m) Accuracy (m) quality lines of position (LOP) and a
multibeam, channel or mechanical
10 0.6 sweep system.
30 0.8
100 1.5
1000 10.5
6
= 1.00 + 2%d Full area search undertaken. Controlled, systematic survey
Significant seafloor features achieving position and depth accuracy
4
Depth (m) Accuracy (m) detected and depths measured. less than ZOC A1 and using a modern
7
20 m survey echosounder and a sonar or
10 1.2 mechanical sweep system.
30 1.6
100 3.0
1000 21.0
= 1.00 + 2%d Full area search not achieved; Controlled, systematic survey
uncharted features, hazardous to achieving similar depth but lesser
Depth (m) Accuracy (m) surface navigation are not position accuracies than ZOCA2, using
50 m expected but may exist. a modern survey echosounder, but no
sonar or mechanical sweep system.
10 1.2
30 1.6
100 3.0
1000 21.0
= 2.00 + 5%d Full area search not achieved, Low accuracy survey or data collected
depth anomalies may be on an opportunity basis such as
Depth (m) Accuracy (m) expected. soundings on passage.
500 m
10 2.5
30 3.5
100 7.0
1000 52.0
Full area search not achieved, Poor quality data or data that cannot
large depth anomalies may be be quality assessed due to lack of
Worse than ZOC C Worse than ZOC C
expected. information.

Unassessed - The quality of the bathymetric data has yet to be assessed

Table 1 ZOC table (source Admiralty publication NP100)

Table 1: ZOC table (source Admiralty publication NP100)
To decide on a ZOC Category, all conditions outlined in columns 2 to 4 of the table must be met.

5
INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017
NAUTICAL SUB COMMITTEE 9
2. Zone of Confidence

Explanatory notes quoted in the table:

1. The allocation of a ZOC indicates that that particular data meets the minimum criteria for position and
depth accuracy and seafloor coverage defined in this Table. ZOC categories reflect a charting standard
and not just a hydrographic survey standard. Depth and position accuracies specified for each ZOC
category refer to the errors of the final depicted soundings and include not only survey errors but also
other errors introduced in the chart production process. Data may be further qualified by Object Class
Quality of Data (M_QUAL) sub-attributes as follows:

a. Positional Accuracy (POSACC) and Sounding Accuracy (SOUACC) may be used to indicate that a
higher position or depth accuracy has been achieved than defined in this Table (e.g. a survey where full
seafloor coverage was not achieved could not be classified higher than ZOC B; however, if the position
accuracy was, for instance, 15 metres, the sub-attribute POSACC could be used to indicate this).

b. Swept areas where the clearance depth is accurately known but the actual seabed depth is not may
be granted a higher ZOC (i.e. A1 or A2) providing positional and depth accuracies of the swept depth
meets the criteria in this Table. In this instance, Depth Range Value 1 (DRVAL1) may be used to specify
the swept depth. The position accuracy criteria apply to the boundaries of swept areas.

c. SURSTA (the start date of the survey), SUREND (the end date of the survey) and TECSOU (the method
or equipment used to obtain the objects depth) may be used to indicate the start and end dates of
the survey and the technique of sounding measurement.

2. Position Accuracy of depicted soundings at 95% CI (2.45 sigma) with respect to the given datum. It
is the cumulative error and includes survey, transformation and digitising errors, etc. Position accuracy
need not be rigorously computed for ZOCs B, C and D but may be estimated based on the type of
equipment used, calibration regime, historical accuracy, etc.

3. Depth accuracy of depicted soundings = a + (b*d)/100 at 95% CI (2.00 sigma), where d = depth in
metres at the critical depth. Depth accuracy need not be rigorously computed for ZOCs B, C and D but
may be estimated based on type of equipment, calibration regime, historical accuracy etc.

4. Significant seafloor features are defined as those rising above depicted depths by more than:

Depth Significant Feature

a. <40m 2m

b. >40m 10% depth

A full seafloor search indicates that a systematic survey was conducted using detection systems, depth
measurement systems, procedures, and trained personnel designed to detect and measure depths on significant
seafloor features. Significant features are included on the chart as scale allows. It is impossible to guarantee
that no significant feature could remain undetected, and significant features may have become present in the
area since the time of the survey.

5. Typical Survey Characteristics these descriptions should be seen as indicative examples only.

6. Controlled, systematic surveys (ZOC A1, A2 and B) surveys comprising planned survey lines, on a
geodetic datum that can be transformed to WGS 84.

7. Modern survey echosounder high-precision single beam depth measuring equipment, generally
including all survey echosounders designed post 1970.

8. The depth accuracy guidance found in NP100 does not require the accuracy values to be deducted
from the charted depth but for the mariner to be aware of the likelihood of a different depth within
the accuracy values.

10 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 2. Zone of Confidence

2) ZOC and Passage Planning

With the advent of ZOCs (the assessment of depth accuracy of the charts) the issue of accounting for charted
depth accuracy during passage planning has started to gain momentum.

ZOC depth uncertainty should be addressed during passage planning. Taking into account the Under Keel
Clearance (UKC) policy of the Company and the ZOC data of the Chart, the Mariner eventually reaches either
of the following outcomes (for each leg of the passage planned):

The UKC required (the Safe Margin/Bottom Clearance) is greater (or equal) than the ZOC depth
uncertainty
The UKC required (the Safe Margin/Bottom Clearance) is less than the ZOC depth uncertainty.

When the UKC required (the Safe Margin/Bottom Clearance) is greater (or equal) than the ZOC depth
uncertainty, there is no need for additional measures. Accordingly, it is recorded in the passage plan and no
additional measures are taken.

When the ZOC depth uncertainty is greater (or equal) than UKC allowance required or, when ZOC category
is D or U and the UKC is less than 50% of the ships static draft, the Master illustrates these hazards
at a dedicated Risk Assessment and sets the necessary mitigating measures in order to minimise the risks to
tolerable levels basis the companys guidelines. Accordingly, the shipmaster, if so decided, in consultation with
the head office, determines if the vessel can proceed through a sea leg of the passage plan where the ZOC
depth uncertainty is greater (or equal) than the required UKC allowance.

Consideration should be given to the possible applicability of the below given controls in reaching such a
decision:
Up-to-date Navigational Charts Scale for the inland / port waters
Other relevant Nautical Publications
Caution Notes such as (Navarea messages, Navtex warnings, etc.)
Bottom quality / nature of the sea bottom
State of the water (calm or rough)
Control of transit speed (to minimise squat)
Accuracy of the ships draught
Channel transit during high water
Manoeuvrability of the vessel
Any other operational constraints that may be applicable due to vessels UKC
General and expected movement of traffic in the area.

Additional measures could include information obtained by Local Authorities such as the Harbour Master, Port
Agent and Pilot regarding:
Date of the most recent dredging
Maximum allowed arrival/departure draft
Most recent deepest arrival / departure draft (arrival and safe berthing of vessels of similar size and
draft establishes a degree of safety for the transit under prevailing environmental conditions)
Please note this is not an exhaustive list and other information may be requested.

When the pilot boards the vessel, the Master should present the passage plan to the pilot along with the UKC
calculation of the transit. The Master should bring to the attention of the pilot the parts of the transit through
shallow waters and discuss in detail the following points:
the ships dynamic UKC
the uncertainties derived by the ZOC category of the Navigational chart covering the transit.

Masters should maintain a record of the exchange of information in the relevant SMS form (Master/Pilot
exchange of information checklist).

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 11

3. Under Keel Clearance (UKC)

3. Under Keel Clearance (UKC)

Each shipping company issues instructions on their own particular Under Keel Clearance (UKC) policy.

Below is an example of a generic, acceptable UKC policy. Members should produce their own policy. The
generic policy here is for demonstration purposes only.

(a) Open/Deep Sea1

1. When the water depths are more than twice the vessels static draft then no UKC calculations are
required.

2. When the water depths are less than or equal to twice the vessels static draft, the minimum UKC
should be 50% of the static draft.

(b) Coastal Passage/Shallow waters passage2 20% of ships static draft.

(c) Port approaches, channels, fairways 10% of the static draft.

(d) Alongside 1.5% of the vessel beam or 0.3m whichever is the greater.

(e) SBM/CBM should not be less than 20% of ships static draft.

(f) At anchor

1. Unprotected waters should not be less than 20% of ships static draft.

2. Protected/Sheltered waters should not be less than 10% of ships static draft.

If Charterers3, Port and Canal Authorities have rules that are stricter than the above criteria then such stricter
UKC allowance should be adhered to. It is essential that information is made available to the vessel prior to
fixing the vessel in order for the vessel to safely load.

The UKC applies to the dynamic condition of the vessel where variables as listed below are applied to the static
draft.
(a) The effect of squat based on the vessels speed through the water.
(b) The location of the vessel: open waters or confined waters.
(c) Environmental conditions such as: water density, prevailing weather, height of swell, tidal height and
range, atmospheric pressure, local anomalies, current.
(d) The nature and stability of the bottom (e.g. sand wave phenomena, silting).
(e) Reduced depths over pipelines or any other obstructions.
(f) The vessels size and handling characteristics and how the vessel squats, whether by head or stern.
(g) The reliability of the ships draft observations and calculations, including estimates of hogging or
sagging.
(h) Increase in draft due to heel when turning/rolling.
(i) Wave response allowance, which is the vertical displacement of the hull due to heave, roll and pitch
motions.
(j) The accuracy/reliability of hydrographic data and tidal predictions. This is generally found described on
tabulated source diagrams or as Zones of Confidence and takes into account how the depths were
obtained originally, i.e. via hand leads or sophisticated survey methods (see chapter on CATZOC).

1
A vessel is considered to perform Open/Deep Sea passage when transiting at a distance more than 12 nm
from the coastline.
2
A vessel is considered to perform coastal passage/shallow waters passage when transiting at a distance
equal to or less than 12 nm from the coastline.
3
Please note that it might not be within the Charterers contractual rights to ask Owners to adhere to a
higher UKC allowance.

12 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 3. Under Keel Clearance (UKC)

The dynamic draft is the draft of the vessel when it is subject to squat, sea and swell influences and increase
of draft due to heel when turning / rolling or trim when pitching.

The static draft is the deepest draft when the vessel is not making way and is not subject to squat, sea and
swell influences.

There may be occasions when the Master is unable to meet company UKC policy requirements, for instance
he may have advice from the pilot on the basis of a maximum safe draft for the port. If this is the case, it
is important that the Master consults with his technical operations department immediately and does not
proceed until a full appraisal and risk assessment have been made to determine if passage may be carried out
safely. The decision to proceed is ultimately at the Masters discretion. Local rules and practice should not be
neglected in the assessment. In order to ensure these occasions are avoided, Charterers and Terminals should
provide accurate and robust information at time of fixtures.

Masters should continue to seek the latest and most accurate data, utilising the latest editions of properly
corrected charts, bearing in mind that locally validated data may be the most accurate. Hydrographic Offices
rely on validated local survey information to ensure charts are up to date. When receiving data through
Agents and Shippers, great care needs to be taken to cross check and to verify to the furthest extent possible
that the data is valid. Port Authorities can often be a good source. This includes tidal data which can be quite
different due to local anomalies. Best use of tides should always be made and with contingencies in place for
unexpected events, e.g. if the berth becomes unavailable in a tidal waterway.

It is good practice in ports which are subject to silting or shoaling to sound round the vessel shortly after arrival
when conditions permit. Silting/shoaling can frequently be noted on berths. It is also good practice and good
seamanship to check the water density of the port upon arrival and, if the port is subject to water density
changes due to tidal factors, then also check the water density at the high and low water phases.

Lastly it is also necessary for the Master to discuss with the pilot(s) the anticipated UKC. Accordingly, it is
strongly suggested Master to present to the pilot the passage plan along with the UKC calculation of the
transit. Master should bring to attention of the pilot the transits through shallow waters and discuss in detail
the ships dynamic UKC. It is also advised that Masters maintain a record of information exchanged in the
relevant SMS form (Master/Pilot exchange of information checklist).

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 13

4. Area Settings

4. Area Settings
Sufficient information should be available on the electronic charts in use to safely navigate the vessel. On
the top of the BASE and STANDARD display categories (by default selected), some additional information
should also be displayed from the OTHER display category, depending on the needs of the mariner. In order
to optimise the information received from the bridge watch keeper, for each leg of the passage the following
information from the STANDARD and OTHER display category are recommended to be selected:

Standard display
Viewing Group Name of viewing group layer Open/Deep Coastal
Approaches1
Layer in the ECDIS Sea Passage
1 Display Base X X X
2 Drying line X X X
Buoys, beacons, aids to
3 X X X
navigation
3.1 Buoys, beacons, structures X X X

3.2 Lights X X X

4 Boundaries and limits

5 Prohibited and restricted areas X X
6 Chart scale boundaries
7 Cautionary notes
Ships routeing systems and ferry
8 X X
routes
9 Archipelagic sea lanes X
10 Miscellaneous
11 Spot soundings X X X
12 Submarine cables and pipelines X X
13 All isolated dangers X X X
14 Magnetic variation
15 Depth contours X X X
16 Seabed X
17 Tidal X
18 Miscellaneous
Other display
11 Spot soundings X X X
12 Submarine cables and pipelines X X
13 All isolated dangers X X X
14 Magnetic variation
15 Depth contours X X X
16 Seabed X
17 Tidal X
18 Miscellaneous
1
Including Anchoring and Berthing/Unberthing

14 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 5. Frequency of Position Fixing in Paper Charts and Frequency of Position Verification in ECDIS/Chartradars

5. Frequency of Position Fixing in Paper Charts

and Frequency of Position Verification in ECDIS/
Chartradars
When paper charts were used, the frequency was heavily dependent on the hazards around the area of sailing.
As a matter of fact, the frequency was such that the vessel could not run into danger during the interval
between two fixes. At that time, without a position fixing, it is true, the Master was not aware of the vessels
position. Nowadays, the GNSS units constantly feed the ECDIS with position information and therefore the
Master witnesses the vessels position in real time. This is actually one of the main strong points of the ECDIS.
Since the ships position is live on a chart, spatial awareness is improved, making the decision making
process simple and robust.

Taking into account the fact that the ships position can be seen in real time, we should stop talking about
position fixing. It should be called position verification since the position of the vessel is well known. In other
words, the bridge watch keeper verifies that the vessel is indeed on the position appeared on the screen. Since
the ECDIS consists of many parts, their harmonious interaction is verified. The bridge watch keeper has to
verify that all of the following function harmoniously:
the hardware (ECDIS unit)
the software (the operating system, and ECDIS presentation software)
and the data (ENCs, their corrections and GNSS signal).

To date there are no reports in the market for frequent ECDIS failures. In addition, as a piece of equipment its
good working condition should be verified periodically, not constantly. Bearing in mind these two facts, it is
not necessary for the position verification to be frequent. The following example will better illustrate the above
statement. The steering gear is very important to safely navigate the vessel in confined waters. Yet, it is not
tested every few minutes to verify its working condition. We rely on the pre-arrival test which is conducted
many hours before the arrival at the port. The same applies to the main engine. It is tested ahead and astern
before the arrival at the port and we rely on the test to safely enter a port.

The same should be applied on the ECDIS, particularly when the vessel is sailing in coastal waters/port
approaches and the Master needs all the bridge team members to safely navigate his vessel. The accuracy of
the system and its components should be tested periodically, not frequently. We should also take into account
one more fact. In the era of the paper chart, the junior officers were only plotting position fixes on the chart
and were unable to offer any other assistance to the Master. The position fixes were so frequent that in some
instances they actually were not able to visually observe where the vessel was sailing, they were solely relying
on the position plotted on the paper chart. If the same frequent intervals for position fixing are applied to the
ECDIS, we will end up with the same bad practice, i.e., during the approach to a port, a junior deck officer
solely takes the duty of position fixing and thus he minimises his input to the bridge team. In addition, the
value of his duty is meaningless since the position of the vessel, as a piece of information, is already available
to the Master.

Therefore, we recommend the following position verification intervals:

Open/Deep Sea:
While the vessel is at open sea, the accuracy of position verification is checked once every watch.
Coastal Passage/Approaching, Anchoring and Berthing /Unberthing:
In these cases, ships position on the ECDIS is compared with other means at least every one hour.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 15

5. Frequency of Position Fixing in Paper Charts and Frequency of Position Verification in ECDIS/Chartradars

Position verification methods include, but are not limited to, any or combination of the following methods:
Visual observations
Radar observations
Parallel Index
Radar Overlay4/ENC Underlay5
Dilution of Precision (DOP) checking6
Signal or Carrier to Noise Ratio (SNR or CNR).6

Whichever of the above methods the OOW may choose to verify the ships position, it is necessary to mark
the verification on the ENC. The methods available for plotting the verification on the ENCs vary depending
on the options provided by each ECDIS maker. Options such as Entering Position, Event Mark, User Map
Editor are just a few.

4
An additional method that can be used by the Officer on Watch (OOW) to verify the ships position is the
Radar Overlay. Radar Overlay can be activated in order to determine the proper function of the unit. Should
the coastal features described on the ENCs coincide with the radar echoes, the unit is functioning properly and
no further action is deemed necessary.

5
For vessels equipped with approved Chart Radars (IEC 62388 Chapter 11) the function of Chart Underlay
on the radar(s) may instead be used by the OOW to verify the ships position in a similar way as for the above
described Radar Overlay to ECDIS. A Chart Radar is an approved system that is intended to improve the
position verification method for the OOW.

6
These two methods should be used only for Open/Deep Sea. In coastal waters navigator will have other
methods to verify GPS position.

16 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

6. Depth Contours in Encs in Relation to Safety Contour and Safety Depth Function

6. Depth Contours in ENCs in Relation to Safety

Contour and Safety Depth Function
1) Introduction
In the era of paper charts the colours defining different depth areas were permanently set. The mariners only
option to clearly distinguish between areas where he could safely navigate and areas he could not (No Go
Areas) was to manually draw the outline of the No Go Areas and clearly mark them. By doing that the OOW
had a clear picture which waters were safe to navigate through when monitoring the passage of the vessel.

The arrival of ECDIS has changed that. ENCs give the Navigator the option to change the colours of the various
depth areas. He can effect this change by simply inputting in metres the safety contour (safety contour=depth
boundary between safe and unsafe waters).7

Fig 4: Safety Depth 14 metres, Safety contour 10 metres, Isolated dangers with a depth equal to or below
10m shown

7
The safety contour as explained above intends to provide a visible boundary between safe and unsafe
water with respect to depth, and is highlighted on the display to enable easy identification, however, to date
and because of the limitation of available depth contours, the safety contour usually cannot perform this
function. This is described at length in para 2) of this chapter.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 17

6. Depth Contours in Encs in Relation to Safety Contour and Safety Depth Function

The Navigator can further change how soundings are depicted by entering a safety depth in metres (all
soundings with a shallower depth than the safety depth entered are shown in a bold font). This can be clearly
seen in Fig 4 and 5 where the safety depth has been set to 14 metres.

The choice of safety contour is of great importance as it is used to trigger alarms and is also used to decide
how and where on the chart isolated dangers (small shoals, rocks, wrecks, obstructions) are shown. This is in
accordance with IMO ECDIS Performance Standards and IHO S52 Ed 6.1.1, where it is defined that isolated
dangers of depth equal to or less than the own-ship safety contour must always be displayed in safe waters
(waters deeper than the safety contour). Systems must also provide the navigators with the option to decide if
they want the isolated dangers displayed within unsafe waters (waters between the safety contour and the
zero metres contour). This can be seen in Fig 4 and 5. The latter option is given because, as we will see further
on in the chapter, the mariner might be forced to navigate in such unsafe waters.

In Fig 4 the safety contour is set to 10 metres and isolated dangers which result in depths of less than 10
metres are shown within the safe waters area but not in the unsafe waters area as the function show
isolated danger in shallow area is not activated.

In Fig 5 the safety contour has been set to 20 metres so the isolated dangers which were visible with the
previous setting of 10 metres are not visible anymore since the area enclosed by the safety contour is considered
an unsafe area as a whole and the show isolated danger in shallow area is not activated.

Picture 5

Fig 5: Safety Depth 14 metres, Safety contour 20 metres, Isolated dangers with a depth equal to or below 20m
not shown, compare with Fig 4

18 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

The mariner finally has the option to choose between a two colour depth area pattern (shown in Fig 6 below
and explained in table 2) and a four colour depth area pattern (shown in Fig 7 overleaf and explained in Table
3).

Fig 6: A sea area with Two Colour Depth display

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 19

6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

Fig 7: The same sea area as Fig 6 with Four Colour Depth display

20 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

Table 2

Table 3

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 21

6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

2) The Problem
In the best ENCs you get 5-10-15-208 metres depth contours but the safe draft (safe draft=dynamic draft+UKC
requirement as per company policy) of ocean going vessels varies considerably and can be anywhere from 4
metres for a small gas carriers to 25 metres for a ULCC. As one can imagine it is a very rare occurrence that the
safe draft of a vessel coincides exactly with the currently available depth contour.
Depending on the safe draft of the vessel and the available depth contours there are the two possible scenarios.

Fig 8 Safe draft equal with one of the available depth contours

Scenario one: The safe draft of the vessel is equal with one of the available depth contours for example, the
safe draft of the vessel is 10.9 metres and the depth contours available in the ENC are 5.4-9.1-10.9-18.26
metres.

8
Please note that there might be variations of the 5-10-15-20 metres contour pattern when the charts are
based on fathoms soundings. In those situations we usually have 5.4-9.1-10.9-18.2 metres depth contours
available.

22 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

Scenario two: The safe draft of the vessel is not equal with any of the available depth contours for example
the safe draft of the vessel is 13 metres and the depth contours available in the ENC are 5.4-9.1-10.9-18.26
metres.

For scenario one the situation is clear (Fig 8, p22). The mariner will set the safety contour and safety depth
equal to the safe draft. The safety contour will become the boundary that distinguishes between safe and
unsafe waters and the depiction of this boundary will be clear to the OOW.

Fig: 9 Safe draft not equal with one of the available depth contours

For scenario two the situation becomes unclear (Fig 9 above). ECDIS systems are designed in such a way that
when the selected safety contour does not coincide with an available depth contour they default to the next
deeper depth contour. In the above example the safety contour will not perform its function namely, to be
the depth boundary between safe and unsafe waters. This of course results in an ENC image that does not
reflect the reality and herein lays the problem.

3) Possible Workarounds for Scenario #2

Scenario two can be addressed/worked around in a variety of ways. Each one has distinct advantages and
disadvantages but all of them include the manual drawing of No-Go Areas so that the safe area is easily
visible to the navigator. Any approach to this No-Go area will give a visible and audible alarm to the navigator.
Without drawing the No-Go Areas none of the following can be considered safe.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 23

6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

i. Workaround #1
Two colour pattern is used.

Safety contour and safety depth are set equal to safe draft and No-Go Areas are drawn manually by the
navigator.
Advantages
Procedure for deciding the safety contour and safety draft are clear, simple and always remains the
same, irrespective of the situation.
Isolated dangers which are applicable for the vessel will be shown (please note that isolated dangers
will be shown only if the function show isolated danger in shallow area is activated).

Disadvantages
Vessel will sail through blue waters, which is considered unsafe in scenario one.
Safety contour alarm will not sound at the proper depth but will sound at a much earlier stage.
Area portrayed as unsafe (area inside the safety contour) will not correspond to reality.
Image not clear in dusk and night time setting.
Misinterpretation and feeling of complacency by navigating with an activated anti-grounding alarm.

Fig 10: Safety contour=13m, Safety depth=13m, two color depth selected No-Go Areas are drawn
manually by the navigator

24 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

ii. Workaround #2
Two colour pattern is used.

Safety contour is set to the previous shallower depth contour than the safe draft. For example if the safe depth
is 13 metres and the available depth contours are 10m and 20m then the safety contour is set at 10m.

Safety depth is set equal to safe draft and No-Go Areas are drawn manually by the navigator.

Advantages
Image clear even in dusk and night time setting.
Applicable isolated dangers will be shown up to the safety contour depth setting.
Vessel will sail through safe waters. This might be considered as a disadvantage as more water will be
portrayed as safe than what is actually safe but the advantage will be that the navigators are getting
accustomed to how the display should look.
Safety contour alarm will not sound without it being actually applicable.
Disadvantages
Procedure for setting depth alarm settings (safety depth, safety contour) is more complicated than the
procedure in Workaround #1
Area portrayed as safe (area outside the safety contour) does not correspond to the reality.
Safety contour alarm will not sound at the proper depth but will sound at a later stage.

Fig 11: Safety contour=10m, Safety depth=13m, two color depth selected and No-Go Areas
are drawn manually by the navigator

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 25

6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

iii. Workaround #3
Four colour pattern is used.

Safety contour is set to the previous shallower depth contour than the safe draft. For example if the safe
depth is 13 metres and the available depth contours are 10m and 20m then the safety contour is set at 10m.

Deep contour is set to the next deeper depth contour than the safe draft. For example if the safe depth is
13 metres and the available depth contours are 10m and 20m then the deep contour is set at 20m.

Shallow contour may be set to any available contour lower than the safety contour.

Safety depth set equal to safe draft and No-Go Areas are drawn manually by the navigator.

Advantages
Applicable isolated dangers will be shown up to the safety contour depth setting.
Vessel will sail through safe waters. This might be considered as a disadvantage as more water will
be portrayed as safe than what is actually safe but the advantage is that the navigators are getting
accustomed to how the display should look.
Safety contour alarm will not sound without it being actually applicable.
The navigable waters area in this case is narrower and provides to the navigator an extra visual warning
that they are approaching dangerous waters.
No doubt about the safety of the white area (deep water area in the four colour pattern) as this area is
clearly distinguishable and contains all of the area which is deeper than the deep contour setting.

Disadvantages
Procedure for setting depth alarm settings (safety depth, safety contour, deep contour, shallow contour)
more complicated than the procedure in workaround #1 and workaround #2
Area portrayed as safe (area outside the safe contour) does not correspond to reality.
Safety contour alarm will not sound at the proper depth but will sound at a later stage.

26 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 6. Depth Contours in ENCs in Relation to Safety Contour and Safety Depth Function

Fig 12: Safety contour=10m, Safety depth=13m, Four Colour Depth selected and No-Go Areas
drawn manually by the navigator
4) Conclusion

Until the day when bathymetric data are portrayed in ENCs with greater density (so that the safe draft always
coincides with a depth contour) each company should choose for itself one of the above workarounds after it
weighs each ones advantages and disadvantages.

It is worth clarifying the fact that the main tool to clearly distinguish between safe and
unsafe waters remains the No-Go Area manually plotted by the navigator.

INTERTANKO, along with other industry stakeholders, will push regulators to legislate measures which will
solve the problem.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 27

7. Temporary and Preliminary Notices (T & Ps)

7. Temporary and Preliminary Notices (T & Ps)

Temporary and Preliminary Notices is a paper chart feature that has somehow found its way into the digital
chart domain.

Currently, there is no unified approach by Hydrographic Offices (HOs) with regards to their approach about T &
Ps on general ENCs. A number of HOs include the T & Ps in the weekly corrections of their ENCs, while others
do not. There are some HOs that do not produce T & P notices and also some for which the status of T & P
production and their incorporation is unclear. Annex 1 contains the links to the two lists prepared separately
by UKHO and PRIMAR showing the status of T & P production and incorporation in ENCs for all the HOs. The
International Hydrographic Organisation (IHO) is aware of the problem and with the help of organisations such
as INTERTANKO is trying to address it. IHO is developing guidelines for all HOs to ensure all hydrographic data,
whether it has a temporal aspect or not, is promulgated via ENC updates. However, since this has not yet been
put into force at the time of publishing, we have laid out below how this could be managed today.

However, the fact remains that the unresolved situation described above is a problem for Owners, Operators
and Managers of seagoing vessels when they try to decide how they will manage the T & P application
procedure for their fleets.

We recognise that there are currently two options available to address the issue.

The first option is only available for ECDISs which use Admiralty ENCs. Admiralty provides an option to users
called Admiralty Information Overlay (AIO). The AIO feature is an optional additional overlay that can be turned
on and off within ECDIS, independently of the display of ENC data. When activated it displays all the T & P
notices produced by the UKHO as an overlay to the ENC and is intended to support passage planning and
demonstration of compliance.9

Although the UKHO is trying its best to avoid duplicate presentation of T & Ps in ENCs, duplication of T & Ps
remains an issue for ENCs made by HOs which produce and include T & Ps in the electronic navigational charts.
IHOs Inter-Regional Coordination Committee has tried in the past to resolve the issue and in its 8th session
reached a decision on Marine Information Overlays such as AIO. In its decision, IHO recommends to Member
States that in order to avoid problems like the one described above, the HOs which are concerned are to work
together bilaterally and agree on the content of the MIO before it is promulgated.

The second option is to enter the T & P notices manually into the ENCs. A log should be kept on board and
used for inserting/removing/controlling all T & P notices as appropriate. Specifically, the Navigation Officer will
go through the T & P notices in force during passage planning and see which T & Ps are applicable for the
current voyage. The navigation officer will then use the drawing tool of the onboard ECDIS unit and insert/
draw manually the T & P notice in the vessels ECDIS unit. Finally, the Navigation officer monitors the validity
and applicability of the T & Ps throughout the voyage and insert/remove as appropriate.

9
AIO features are shown as simple polygons drawn on top of the ENC data with a text description. Where
necessary, text and picture files are included to provide further detail. The Navigator should assess them and
decide if, for the safety of navigation, the Notice should be inputted as an actual manual correction.

28 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 8. Air Draft

8. Air Draft
Each shipping company issues instructions on their own particular air draft policy. In order to assist Members,
the following is what we understand to be generally deemed as safe and within the expectations of the oil
companies.

The overhead clearance is calculated for each overhead object the mariner plans to pass under with the vessel.
The overhead clearance is the difference between the highest point of the ship and the lowest point of any
bridge, cable or other overhead obstruction.

Allowance should be made for tidal height and swell. In case of bridges with a maximum clearance in the
centerline only, allowance should be made for the ships steering performance and drift angle.

Many bridges of the suspension type have the highest point in a narrow section. In such cases the ship is
required to pass with the highest point (normally the main mast) positioned in this narrow gap. The crew will,
therefore, need to assess the ships steering performance.

If there are currents or wind affecting the ship as she is passing under an overhead obstruction, the heading
might need to be adjusted to maintain the desired course. In such cases the effect of this change in heading
will need to be considered.

The minimum required overhead clearance to general obstacles should normally be one (1) metre.

Power lines need an additional safety margin due to the risk of electrical discharge between the ship and the
power line. In some charts, the safe passing height that includes an extra margin is indicated, and in other
charts the actual distance to the power line is shown. A ships overhead margin to the indicated safe passing
height should not be less than two (2) metres, unless the power line is confirmed powered off (in which case
it is considered a general obstacle).

Below is a summary of factors which can affect the overhead clearance:

Ships air draft, as measured from the baseline (keel)
Ship (baseline) draft
Effect of trim
Movements in sea and swell
Tidal height / water level.

If the Master, for operational reasons, wishes to reduce the stated safety margins, a formal risk is conducted
and forwarded to the head office for approval/consent. The overhead clearance should never be equal to or
less than zero, and should not be based on sinkage by squat. The results of the risk assessment should be
included in the passage plan.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 29

 8. Air Draft

When making a risk assessment to decide on a safe overhead clearance, the following factors should be
considered.

General
Clearance according to chart or authorities
Air draft of own ship
Tidal height
Width of the overhead clearance
Steering performance and leeway
Ships movement in sea and swell
Reliability of all data used in calculation.

Power lines
Voltage the risk of electrical discharge
In rare occasions: Lower clearance due to heavy ice build-up on the cables.

30 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 9. Use of ECDIS on Ships Having Paper Charts as Primary Means of Navigation

9. Use of ECDIS on Ships Having Paper Charts as

Primary Means of Navigation
When paper charts are used as the primary means of navigation, ECDIS equipment should be actively used
by the bridge team during the whole voyage to the extent practicable, as if it were designated as the primary
means of navigation.

In particular, the following requirements related to use of the ECDIS equipment should be complied with:

Official ENCs providing coverage to an appropriate scale for navigation are available and used during
sailing.
All electronic charts for the intended voyage should be kept up to date.
Plotting of the planned route should be carried out in the ECDIS equipment for the whole voyage,
berth-to-berth. All ECDIS-related settings, checklists and plotting of information relevant to safety of
navigation should be carried out by the crew to the extent appropriate for efficient and effective use of
ECDIS as an aid for navigation during the voyage.
The ships positions fixed on the paper charts should be regularly cross-checked with the ships positions
on the ECDIS equipment.

It should be noted that there are Maritime Authorities which consider that the ECDIS should be used as
the primary means of navigation. Where the Master/Company has decided to navigate using paper charts,
the Maritime Authorities expect that a formal risk assessment would have been carried out and properly
documented for inspection.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 31

10. Annex I

10. Annex I
Links for the two lists prepared by UKHO and PRIMAR showing the status of T & P production and incorporation
in ENCs for all the National Hydrographic Offices:

UKHO: https://www.admiralty.co.uk/AdmiraltyDownloadMedia/AVCS/ENC-TandP-NM-Status.pdf

PRIMAR: https://www.primar.org/t-p-notices

32 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

 11. Annex II

11. Annex II
IHO S-52 ECDIS Presentation Library Edition 4.0 Main Changes

IHO S-52 Changes Mariners Benefits

A new section Detection and Notification of Ensures all ECDIS raise the required alerts in a
Navigational Hazard has been added. consistent manner, reducing training needs and
improving safety at sea.
For each ENC feature and its associated attributes
this defines the priority of the alert to be raised Reduces the number of alarms raised as a result of
when a navigational hazard is detected. ECDIS safety checking.
A new section Detection of Areas, for which Ensures all ECDIS raise the required alerts in a
Special Conditions Exist has been added. consistent manner, reducing training needs and
improving safety at sea.
Lists the ENC features and attributes that will raise
an indication or alert in the ECDIS as defined by Reduces the number of alarms raised as a result
the mariner of ECDIS safety checking.
Detecting the Safety Contour: Reduces the number of alarms on ECDIS, whilst
ensuring that the mariner remains aware of
The IMO ECDIS Performance Standard (PS) states
dangers as rocks, wrecks and obstructions will
that rocks, wrecks and obstruction detected inside
still be detected if they meet the Detection and
the safety contour should result in an indication on
Notification of Navigational Hazards criteria.
the ECDIS.
The previous edition of S-52 included rocks,
wrecks and obstructions to the detection of the
safety contour, resulting in alarms, as opposed to
indications, being raised. They have been moved
to Detection and Notification of Navigational
Hazards.
Added a new symbol Indication Highlight Clear and unambiguous presentation of features
designed for warning and caution conditions that that require an indication highlight.
require an indication highlight on the ENC.
New standardised symbols have been added to Ensures the mariner is aware of updates that have
identify where automatic ENC updates have been been applied automatically to their ENCs.
applied.
New symbol to indicate where in the ENC features Will allow mariners to quickly identify where
with temporal attributes are located. features that have temporal attributes are located,
such as seasonal buoys, traffic separation schemes
etc.
A means for the mariner to insert a date or date Will allow the mariner the ability to plan and check
range within the ECDIS to display date dependent routes, viewing the conditions they will encounter
features. on a given date or time period in the future.
Ability to turn isolated dangers in shallow water In certain circumstances mariners must navigate
on/off. across the safety contour, this change allows the
mariner the flexibility to navigate in shoal areas
with or without the isolated danger symbol
displaying on the ENC.
Mandatory selector for the display of the shallow Important feature in ECDIS as it becomes
water pattern. increasingly difficult to detect the changes in the
ENC depth shades during night navigation.
Added guidance on the implementation of the If provided, the hover-over function speeds up the
optional hover-over function available for a process of ENC enquiry by the mariner. The new
limited number of ENC features. guidance ensures that the hover-over function
does not result in the ENC presentation becoming
obscured.

INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017 33

IHO S-52 ECDIS Presentation Library Edition 4.0 Main Changes (cont...)

IHO S-52 Changes Mariners Benefits

Display of complete tidal stream panel in ECDIS pick Provides the mariner with tidal data in a form that is
report. similar to the paper chart equivalent.
Changes to S-52 display provisions: Allows the mariner to navigate to an anchorage
without the need to repeatedly interrogate each area
Anchorage area display of name in ENC;
on the ENC by:
Fairway display of name in ENC;
1. Presenting the name of fairway on the ENC
Nautical publication new visible presentation for quick identification of location;
for the meta feature nautical publication.
2. Presenting a graphical indication on the ENC
to give mariners the ability to easily select the
nautical publication feature using the pick
report.
Standardization of the ECDIS pick report. Ensures all ECDIS present pick report information in
a consistent manner, reducing training needs and
improving safety at sea.
The viewing groups may be used by the mariner to Ensures all ECDIS use viewing group nomenclature
customise the ENC information presented on the in a consistent manner, reducing training needs and
ECDIS display. The names of these viewing groups improving safety at sea.
have been standardized.

Source: Information on IHO Standards related to ENC and ECDIS (International Hydrographic Organization)

34 INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017

INTERTANKO London
St Clare House
30-33 Minories
London EC3N 1DD
United Kingdom
Tel: +44 20 7977 7010
Fax:+44 20 7977 7011
[email protected]

INTERTANKO Oslo
Nedre Vollgate 4
5th oor
PO Box 761 Sentrum
N-0106 Oslo
Norway
Tel: +47 22 12 26 40
Fax:+47 22 12 26 41
[email protected]

INTERTANKO Asia
5 Temasek Boulevard
#12-07 Suntec City Tower 5
Singapore 038985
Tel: +65 6333 4007
Fax:+65 6333 5004
[email protected]

INTERTANKO North America

801 North Quincy Street Suite 200
Arlington, VA 22203
USA
Tel: +1 703 373 2269
Fax:+1 703 841 0389
[email protected]

INTERTANKO Athens
Karagiorgi Servias 2
Syntagma
Athens 10 562
Greece
Tel: +30 210 373 1772/1775
Fax: +30 210 876 4877
[email protected]

INTERTANKO Brussels
Rue du Congrs 37-41
B-1000 Brussels
Belgium
Tel: +32 2 609 54 40
Fax: +32 2 609 54 49
[email protected]
36 www.intertanko.com
INTERTANKO Guide to Safe Navigation (Including ECDIS) 2017