Example procedure 1. The safety denth/contaur must be determined by calculating actual draught and a UKC value, which factors in allowances for: a. Minimum safe clearance b. Plus squat &. Plus pitchiroll d. Correction for water density e, Plus assessments for quality of available charted depth information 2. Finally, the predicted height of tide is subtracted from the calculated value to give the safety depth/contour for that predicted height of tide only (see note below) 3, The safety depth and Safety Contour are then entered into the ECDIS. 4, If the exact value is not available in the ENC, the ECDIS will then display the next deeper contour as the Safety Contour. This should be contirmed by visual inspection 5. Isolated dangers in safe water should now be displayed. Where the ECDIS allows, Isolated dangers Inside the Safety Contour should be selected ON and checked by visual inspection 6. The selected values must be contirmed at the review stage of the plan Note ‘The Safety Contour is one of the critical safety settings used in ECDIS and should be set and adjusted by the Master or Navigating Officer so as to always be appropriate to your type of navigation (for example ocean, coastal or pilotage). The intended route and cross track corridor should always remain clear of the Safety Contour uring ogean passages the Safety Contour should tako into account the lowest possible heightof tide during the voyage (normally Lowest Astronomical Tide), the deepestdraught ‘of the vessel during the vayage (considering fuel state, pitch and roll and squat) and a suitable safety margin (to take into account anomalies such as the effect of weather, | inaccuracies in charting or navigation) During coastal or pilotage navigation the Safety Contour may. be calculated more | accurately so as to maximise navigable water within a harbour or area of constrained | navigation. This calculation should take into account the safety depth using the precise time the Safety Contour will be in force for and the lowest tidal height for this period, squat at the planned speed, the vessel's current draught and any effects of the current expected weather conditions. This more precise Safety Contour will only be valid for ‘the time period used in the calculation which should be borne in mind if the vessel encounters a delay/advancement when using the Safety Contout ECDIS models vary in the functionality available and the settings which configure their use. Critical safety settings should be consistent between different manufacturers but some variability may exist in other settings. The ECDIS settings procedure should cover as wide a range of settings as is practicable. The rest of this section (12.13-12.18) covers aspects of these parameters. Although they are not as safety-critical as the setting of the Safety Contour they should not be ignored and the use of Mariner's Notes as planning cues should be encouraged. Manual updates set to generate alarms can be used to show hazards in particular areas. It should also be noted that when Using RNC in RCDS mode, the Raster data itself will not trigger automatic alarms (for example for anti-grounding) but where a route uses RCDS/RNC data, alarms can be generated from user inserted manual updates. These could include, for instance: ‘© Clearing lines + Isolated dangers + Danger areas ILLEGAL COPY ILLEGAL COPY|