As Master, what does your ECDIS passage planning approval check include for a coastal voyage, and what are the critical ECDIS errors that have caused groundings?

A. ECDIS PASSAGE PLAN APPROVAL — MASTER'S CHECK: ECDIS approval includes verifying the following are correct: (1) ENC COVERAGE AND SCALE: (a) are the correct, most recent Electronic Navigational Charts loaded for the entire voyage? (b) Are ENCs at the LARGEST SCALE available for all coastal and port approach sections? (c) Are chart updates applied (weekly updates from AVCS or equivalent)? CRITICAL: using a smaller-scale ENC when a larger-scale version exists is a common cause of hazard features being missed — the larger scale has more detail; (2) SAFETY DEPTH/SAFETY CONTOUR SETTINGS: (a) Safety Depth = the vessel's draught + UKC policy allowance. Soundings shallower than this should be highlighted. (b) Safety Contour = the same value. All water SHALLOWER than the safety contour appears as shallow water (danger) and the vessel should never cross it without specific clearance; (3) NO-GO AREAS: have all no-go areas been set on the ECDIS? Do they match the passage plan? Are the chart objects loaded correctly?; (4) CROSS-TRACK ERROR ALARM: is the XTE (cross-track error) alarm distance set appropriately for the waters being transited? In open ocean, a wide XTE may be acceptable. In restricted waters, the XTE should match the safe corridor width; (5) ANTI-GROUNDING ALARMS: has the Look-Ahead alert been tested and is it enabled?; (6) DATUM CONSISTENCY: is the ECDIS operating in WGS84 datum to match GPS? Datum mismatch has caused groundings; (7) LAYERED INFORMATION: are all relevant layers enabled — wrecks, obstructions, routeing measures, offshore installations, TSS?

B. ECDIS manages safety settings automatically. The master only needs to check that the route is plotted and the ECDIS is switched on.

C. Safety depth and safety contour settings are technical settings configured by the manufacturer. The master does not need to verify these settings.

D. Passage planning on ECDIS is complete once the waypoints are entered and the system shows a green "route OK" indicator. No further master review is required.

A. PASSAGE PLAN APPROVAL — MASTER'S SOLAS V/34 OBLIGATIONS: SOLAS V/34 LEGAL REQUIREMENT: "Prior to proceeding to sea, the master shall ensure that the intended voyage has been planned using an appropriate chart and appropriate nautical publications for the area concerned, taking into account the guidelines and recommendations developed by the IMO." This is an absolute obligation on THE MASTER — not the chief officer. The master cannot delegate this legal responsibility. WHAT THE MASTER MUST VERIFY IN THE PASSAGE PLAN: (1) APPRAISAL: is the passage planned using the correct, up-to-date charts (latest edition, NTM corrections applied)? Have the relevant nautical publications been consulted (Sailing Directions, Light Lists, Tide Tables, NtM, Notices to Mariners)? Have weather routing service recommendations been considered?; (2) PLANNING: is the passage plan complete from berth to berth? Does it include: (a) waypoints with safe clearing bearings or distances; (b) no-go areas clearly marked; (c) abort points — where is the last point at which the vessel can safely alter to an alternative port?; (d) wheel-over positions for planned alterations?; (e) UKC calculations at minimum water depth points?; (f) speed calculations to ensure arrival at pilot station at the correct tidal window?; (3) EXECUTION CHECKS: are monitoring intervals appropriate to the waters transited? Are danger waypoint checks included?; (4) CONTINGENCY: is there a documented contingency plan for engine failure, medical emergency, severe weather forcing diversion?; (5) MASTER'S SIGN-OFF: the master must sign the passage plan, confirming approval. This signature carries legal weight.

B. SOLAS V/34 is fulfilled as long as a passage plan exists in any form. The master does not need to review the detail — that is the chief officer's responsibility.

C. Passage planning only applies to coastal and restricted waters. For an open-ocean transatlantic passage, a general course line and waypoints are sufficient compliance.

D. The master can delegate the legal obligation for passage planning to the chief officer. If the chief officer is competent, the master's review is optional.

A. UKC CALCULATION AND POLICY APPLICATION: BASIC UKC CALCULATION: Available water depth = Chart depth + Tidal height = 16.2 + 0.8 = 17.0m. Vessel draught = 14.5m. Static UKC = 17.0 - 14.5 = 2.5m. UKC policy requirement = 10% of draught = 1.45m. STATIC RESULT: 2.5m available vs 1.45m required — APPEARS SUFFICIENT. HOWEVER — THE MASTER MUST CONSIDER DYNAMIC UKC FACTORS: (1) SQUAT: at speed in shallow water, the vessel will "sink" relative to the water surface due to Bernoulli pressure reduction. For a vessel of this draught in 17m of water (h/d ratio = 17/14.5 = 1.17 — VERY SHALLOW), squat could be 0.5-1.0m at standard speeds. Use squat formula or company guidance; (2) HEEL ALLOWANCE: if the vessel is turning or wind-heeled, the draught at the low side increases. A 2° list or heel adds ~0.5m to draught at the side; (3) TIDE PREDICTION UNCERTAINTY: is the 0.8m tidal height taken from a standard tidal prediction? In practice, meteorological conditions can reduce tidal height significantly. A strong onshore wind can ADD height; an offshore wind can REDUCE it; (4) CHART DATUM UNCERTAINTY: is the 16.2m from a recent survey? Chart datum may differ from actual current depths in silting areas; (5) WAVE RESPONSE: in swells, the vessel pitches and the bow drops lower — "hogging/sagging" effects; DECISION: with static UKC of 2.5m against 1.45m required — the margin appears sufficient. But with squat at speed potentially 0.5-1.0m, the DYNAMIC UKC may be as low as 1.0-1.5m. If squat approaches 1.0m, the remaining dynamic UKC is 1.5m — which is at the policy limit. RECOMMENDATION: reduce speed to minimise squat, use VHF confirmation of current tidal height, arrive at the shallowest point at maximum tidal height.

B. Static UKC of 2.5m exceeds the 1.45m policy requirement. Proceed at full speed — there are no further calculations required.

C. The 10% policy gives 1.45m minimum UKC. As the static UKC is 2.5m — there is more than adequate margin for all conditions. Squat is only relevant for small vessel operations.

D. Tidal height of only 0.8m is insufficient. Wait for high water (which adds significantly more height) before attempting the passage.