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Proper ECDIS settings in

navigational waters
by The Editorial Team — July 26, 2018 in E-navigation, Maritime Knowledge

Credit: Shutterstock / Image by: Jorge Felix Costa

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Industry stakeholders have discussed a lot about the pros and

cons of paperless navigation concluding that ECDIS does have an
edge over the traditional paper chart navigation. However, the
question for the navigating officers remains the same. Can they
steer the vessel, following a pre scheduled passage plan, within
the safety margins that they set, from berth to berth, avoiding
grounding? At this point, it is worth to mention the passage plan’s
main purpose which is to use the available ‘navigational waters’
for the indented voyage so that the vessel could safely conduct
the voyage.
The ‘navigational waters’ can be mainly a!ected by the water depth, which is indicated both
on paper charts and ENCs. Specifically, the depth measurement, as indicated, is the result of
a relevant depth survey which varies in age and quality depending on the measurement
techniques and the available technology.

Because priority for surveying is

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unfamiliar waters away from these
routes should be able to interpret
the various quality indicators that
are, or should be, indicated on every chart. This is why many guides are available with best
practices of navigation for commercial vessels and cruising yachts that help mariners to
decide on how much confidence they should show on the marked depths. However, a mariner
should be always wary of any chart that does not feature these indicators, irrespective of
whether it is a traditional paper chart, or an ENC.

ECDIS dispay vs traditional paper charts

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On the traditional paper charts, the Reliability Diagram (old charts) or Zone of Confidence
diagram (new charts) indicate the depth accuracy based on surveys. Navigators should
carefully check the areas that they have chosen to sail, find the relevant indication on
diagram and apply additional measures or safety features to protect the vessel from
grounding. On ENCs the same policy is followed with the exception of the indication of
accuracy which is well spread and marked on the chart with CATZOCs (Categories of zone of

confidence). The typical marks of A1, A2, B, C have now been replaced by symbol which
indicates the accuracy of depth.

This indication is subject to ON or OFF selection by the navigator, therefore, for an unfamiliar
user the risk is increasing. In particular, there is risk of not displaying and checking the depth
accuracy, resulting in unpleasant situations for the passage planning, thus, vessels to reach
the depth limits (in accordance with calculated UKC) and finally to run aground because the
depth result was not as accurate as the navigators expected to be.

Key issues of navigational waters

In order to prevent such situations ECDIS has by default a depth alarm system which sets the
required depths for navigation. Di!erent contours and depths indicate di!erent parts of
navigational waters. The following are some of the most common issues regarding
navigational waters:

Shallow Contour: Indicates the depth below a vessel could run aground and it is equal to
vessel’s maximum static draft.

Safety Depth = Maximum Draft(static) + UKC (Company’s Policy) + Squat(Maximum) –

Height of Tide

Safety Contour: Is calculated same as per Safety depth AND activates ALARM when
depth is less

Deep Contour: Indicates the limit of sea area where shallow water e!ects occur that can
a!ect a vessel. It should be estimated twice or four times the draught of vessel
(depending on the depth of water available)

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Image 1: Areas of Navigational Waters

:
ECDIS safe settings

Although color code may vary in di!erent ECDIS system displays, the generic idea remains
the same. Another key issue to consider is to include the chart depth accuracy into UKC
calculation or make a comparison between the CATZOC with the UKC (Under Keel Clearance)
which is more common.

The UKC sets the minimum level of distance between the deepest point of a vessel and sea
bottom. In particular, it is a company-specific measurement, therefore, it is company’s
responsibility to specify this distance and Masters must consider it during passage planning
(especially in shallow waters).

Again, the depth accuracy emerges as an important issue for UKC calculations. For example, if
a vessel has set the UKC to 0.5m but the chart accuracy has +/- 1 m, this may cause problem
and the navigating o"cers are advised to take this issue into consideration. Table 1 shows
UKC correction due to the di!erent Zone of Confidence of ENCs.

The Category D is worse than Category C; it cannot be trusted and large anomalies in the
depth can be expected. Also, the Category U is the unassessed category; the quality of the
bathymetric data is not yet assessed.

In conclusion, Electronic charts and ECDIS are necessary tools for navigators in order to plan
the route and monitor the position easier and faster. Considering that these electronic means
are based on human surveys and measurements, the possibility of false information regarding
depths, heights etc cannot be excluded. This is an additional factor to be considered during
e-navigation and therefore all mariners (navigators, OOW and Masters) are advised to be
always alerted and stay focused when they use these means of navigation.
[/two_third_last]
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 Table 1: Recommended table of UKC correction due to di!erent Zone of Confidence of

ENCs.

Tags: ECDIS ENC Passage Planning safe navigation training

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