Академический Документы
Профессиональный Документы
Культура Документы
NOTE:
This equipment has been tested and found to comply with the limits for a Class A digital device, pursuant
to Part 15 of the FCC Rules. These limits are designed to provide reasonable protection against harmful
interference when the equipment is operated in a commercial environment. This equipment generates,
uses, and can radiate radio frequency energy and, if not installed and used in accordance with the
instruction manual, may cause harmful interference to radio communications. Operation of this equip-
ment in a residential area is likely to cause harmful interference in which case the user will be required
to correct the interference at his own expense.
NOTICE:
This device complies with Part 15 of the FCC Rules.
Operation is subject to the following two conditions:
(1) this device may not cause harmful interference, and
(2) this device must accept any interference received, including interference that may cause undesired
operation.
NOTICE:
Changes or modifications made to this equipment not expressly approved by SAM Electronics GmbH in
Hamburg may void the FCC authorization to operate this equipment.
This transmitter must not be co-located or operating in conjunction with any other antenna or trans-
mitter.
Service
Customer Support Center
Phone: + 49 (0) 18 03 00 85 53
Fax: + 49 (0) 18 03 00 85 54
E-mail: shipservice@sam-electronics.de
NACOS Platinum Navigation List of Contents
Operating Instructions
GENERAL
1 About these Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . 21
1.1 Aim, Scope and Validity of these Operating Instructions. . . . ... . . . . . . . . . 22
1.2 Structure of the Operating Instructions . . . . . . . . . . . . . . . . ... . . . . . . . . . 23
1.3 How to Scroll through this Document . . . . . . . . . . . . . . . . . ... . . . . . . . . . 24
1.4 Typographical Conventions . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . 24
2 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.1 Warnings and Notes in these Operating Instructions . . . . . .. . . . . . . . . . . . 26
2.2 General Safety Note. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 27
2.3 Authorisation and Qualification of Personnel . . . . . . . . . . . .. . . . . . . . . . . . 27
2.4 Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 28
2.5 Chart Updates and Safety Inspections. . . . . . . . . . . . . . . . .. . . . . . . . . . . . 28
SYSTEM DESCRIPTION
1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
1.1 Platinum System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
1.2 Platinum System Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2 MFD (Multi-Function Display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.2 Display Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.3 TFT Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.4 Operating Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.4.1 The RADAR and Trackpilot Keyboard. . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.4.2 The ASCII Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.4.3 Trackball and Mouse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.4.4 DO and MORE Key of Mouse or Trackball . . . . . . . . . . . . . . . . . . . . . . . . 39
3 Style Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.1 Screen Layout . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 40
3.1.1 Title Bar . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 41
3.1.2 Sidebar . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 42
3.1.3 Sidebar - Permanent Area . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 43
3.1.4 Sidebar - Non-Permanent Area . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 44
3.1.5 Menu Bar and Full Screen Mode . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 45
3.1.6 Split Window . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 46
3.2 Lists & Tables . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 47
3.3 Dialogues . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 48
3.4 Overview of Controls . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 49
3.5 Details of Controls . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . .. . . . . . . . . . . 50
SETTINGS
1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
1.1 Structure of the Settings Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
2 AIS Settings (if AIS is connected) . . . . . . . . . . . . . . . . . . . . . . . . 101
2.1 Channel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
2.2 Transmitter ON/OFF and Long-range Mode (Earlier AIS Model). . . . . . . . . . 103
2.3 Transmitter ON/OFF and Long-range Mode (AIS Model after 2010). . . . . . . 104
2.4 Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
2.5 AIS Test (SAAB R5 only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
3 Settings for Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
3.1 Setting the Depth Limits . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 108
3.2 Escalation of Alerts . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 108
3.3 ECDIS Alerts and Look-Ahead Sector . . . . . . . . . . . .. . . . . . . . . . . . . . . . 109
3.4 Acquisition / Guard Zone Settings . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 110
3.5 Dangerous Targets Settings . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 111
4 Settings for Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
4.1 Chart (if ECDISPILOT is installed) . . . . . . . . . . ....... . . .. . . . . . . . . . . 113
4.2 Depth Contour (if ECDISPILOT is installed) . . . ....... . . .. . . . . . . . . . . 114
4.3 Own Ship Symbol . . . . . . . . . . . . . . . . . . . . . ....... . . .. . . . . . . . . . . 115
4.4 Route Presentation . . . . . . . . . . . . . . . . . . . . ....... . . .. . . . . . . . . . . 116
4.5 Display of Targets . . . . . . . . . . . . . . . . . . . . . ....... . . .. . . . . . . . . . . 117
4.6 Display of AIS-SART, AIS-MOB, and AIS-EPIRB Devices . . . .. . . . . . . . . . . 118
GENERAL FUNCTIONS
1 The Consistent Common Reference System (CCRS). . . . . . . . . . . .129
2 Graphical User Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
2.1 Super Home . . . . . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 131
2.2 Application Screen Layout . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 132
2.3 Title Bar . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 133
2.3.1 Brilliance . . . . . . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 134
2.3.2 Date and Time . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 135
2.3.3 Alive Indication . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 136
3 The Navigation Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
3.1 Display . . . . . . . . . . . . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 138
3.1.1 Orientation . . . . . . . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 139
3.1.2 Range . . . . . . . . . . . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 140
3.1.3 Rings . . . . . . . . . . . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 141
3.1.4 REF - Reference for CCRS . . . . . . . . ............ . . . . . . . . . . . . . . 142
3.1.5 Screen Stabilization . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 143
3.2 Navigation Sensors . . . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 146
3.2.1 Integrity Marking of Sensors. . . . . . . ............ . . . . . . . . . . . . . . 147
3.2.2 General about Heading and Speed . . ............ . . . . . . . . . . . . . . 148
3.2.3 HDG - Heading Sensor . . . . . . . . . . . ............ . . . . . . . . . . . . . . 149
3.2.4 General about Speed Sensors . . . . . . ............ . . . . . . . . . . . . . . 150
3.2.5 STW - Speed through Water . . . . . . ............ . . . . . . . . . . . . . . 151
3.2.6 COG - Course over Ground. . . . . . . . ............ . . . . . . . . . . . . . . 152
3.2.7 SOG - Speed over Ground . . . . . . . . ............ . . . . . . . . . . . . . . 153
3.2.8 Set Drift . . . . . . . . . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 154
3.2.9 General about Position Sensors. . . . . ............ . . . . . . . . . . . . . . 155
3.2.10 Position Sensor Selection . . . . . . . . . ............ . . . . . . . . . . . . . . 156
3.2.11 Position Integrity Monitoring. . . . . . . ............ . . . . . . . . . . . . . . 157
3.2.12 General about Position Adjust. . . . . . ............ . . . . . . . . . . . . . . 158
3.2.13 Correction by Position Adjust . . . . . . ............ . . . . . . . . . . . . . . 159
3.3 Vector and Trails . . . . . . . . . . . . . . . . . ............ . . . . . . . . . . . . . . 160
3.3.1 Ground / Water Stabilization. . . . . . . ............ . . . . . . . . . . . . . . 161
CHART FUNCTIONS
1 Introduction and Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
1.1 ECDIS Modes . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 182
1.2 Context Menus . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 183
1.3 The Chart Information Window. . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 184
1.4 Full Screen Mode and Split Window . . . ... . . . . . . . . . . . .. . . . . . . . . . . 185
1.4.1 Full Screen Mode . . . . . . . . . . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 185
1.4.2 Split Window . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 186
1.5 The Pan and Zoom Control . . . . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 187
1.6 The ECDIS Chart1 . . . . . . . . . . . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 188
1.7 Color and Contrast Examination . . . . . . ... . . . . . . . . . . . .. . . . . . . . . . . 189
2 Display of ENC Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
2.1 Categories of Display Groups . . . . . . . . . . . . . . . . . .. . . ... . . . . . . . . . . 192
2.2 Select a Category . . . . . . . . . . . . . . . . . . . . . . . . . .. . . ... . . . . . . . . . . 193
2.3 Select the Primary Chart Information Set (PCIS) . . . .. . . ... . . . . . . . . . . 194
2.4 Indication of Category in the Status Line. . . . . . . . . .. . . ... . . . . . . . . . . 194
2.5 Advanced Chart Settings . . . . . . . . . . . . . . . . . . . . .. . . ... . . . . . . . . . . 195
2.6 Switch on Conditionally Displayed Features . . . . . . . .. . . ... . . . . . . . . . . 196
2.7 Depth Contour. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . ... . . . . . . . . . . 197
3 Display of Raster Charts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
3.1 Change to ARCS and Select Chart Style . . . . . . . . . . . . . . . . . . . . . . . . . . 199
3.2 ARCS Status Line and Chart Information Window . ..... . . . . . . . . . . . . . 200
3.3 No Radar Overlay . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . . . . 200
3.4 Chart Datum . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . . . . 201
3.5 ECDIS Alerts and RCDS Options . . . . . . . . . . . . . . ..... . . . . . . . . . . . . . 202
4 Display of Admiralty Information Overlay (AIO). . . . . . . . . . . . . . .203
4.1 Using the Overlay in the Navigation Process . . . . . . . . . . . . . . . . . . . . . . . 203
4.2 Displaying the Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
TARGET HANDLING
1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .207
2 ARPA Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208
3 AIS Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
4 Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210
5 Manual Target Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211
6 Automatic Target Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212
7 Prerequisites for the Collision Avoidance Computation . . . . . . . . . .213
8 Deletion and Loss of Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . .214
9 Target List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215
9.1 Critical Target and Details of a Selected Target . . . . . . . . . . . . . . . . . . . . . 216
10 Show List of Received AIS Safety Messages . . . . . . . . . . . . . . . . .217
10.1 Transmit AIS Safety Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
RADAR FUNCTIONS
1 RADAR Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221
1.1 RADAR Safety Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
1.2 RADAR Safety Radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
1.3 RADAR Safety Mechanical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
2 RADAR Standards and Approval . . . . . . . . . . . . . . . . . . . . . . . . . .225
2.1 Overview about HW and SW Versions. . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
3 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227
3.1 Layout with Five Workstations and Conning . . . . . . . . . . . . . . . . . . . . . . . 228
3.2 Overview about Failure Modes and Measures . . . . . . . . . . . . . . . . . . . . . . 229
3.3 RADAR Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
3.3.1 Recovery Time after Power Break-down at the Radar Scanner . . . . . . . . 230
NAVIGATION TOOLS
1 Overview of Navigation Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . .289
2 MOB Drift Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290
3 EBL & VRM - Bearing Line and Range Marker . . . . . . . . . . . . . . . .291
3.1 EBL - Electronic Bearing Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
3.2 VRM - Variable Range Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
3.3 Operating VRM and EBL Jointly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
4 User Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .295
4.1 Placing a User Symbol - Graphic Mode . . . . . . . . . . . .. . . . . . . . . . . . . . . 296
4.2 Adjusting a Symbol - Numeric Mode . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 297
4.3 Adjusting a Symbol - UTM Data Entry. . . . . . . . . . . . .. . . . . . . . . . . . . . . 298
4.4 Placing an Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 300
4.5 Removing or Modifying an Area . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 301
4.6 Placing a Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 302
4.7 Danger Bearing or Clearing Lines . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 303
4.8 Events and Text . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . 304
4.9 Switching Off the User Symbol Layer . . . . . . . . . . . . .. . . . . . . . . . . . . . . 305
4.10 Assigning User Symbols to a Visibility Group . . . . . . . .. . . . . . . . . . . . . . . 306
4.11 Modifying Assignment & Details of User Symbols. . . . .. . . . . . . . . . . . . . . 307
TRACKPILOT
1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373
1.1 System Configuration . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 374
1.2 Preparations before Using the TRACKPILOT. . . . . . . .. . . . . . . . . . . . . . . . 375
1.3 If two TRACKPILOT Units are Installed . . . . . . . . . . .. . . . . . . . . . . . . . . . 375
1.4 The TRACKPILOT Expander . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 376
1.5 The TRACKPILOT Keyboard . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 377
2 Setting the TRACKPILOT Parameters . . . . . . . . . . . . . . . . . . . . . .378
2.1 The Trackpilot Setup Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
2.2 Setting the Rudder Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
2.3 Setting the Course Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
SPEEDPILOT
1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
1.1 The Operating Modes of the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 430
1.2 The SPEEDPILOT Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
1.3 The SPEEDPILOT Operating Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432
2 Setting the SPEEDPILOT Parameters . . . . . . . . . . . . . . . . . . . . . .433
2.1 Opening the SPEEDPILOT Settings Dialogue . . . . . . . . . . . . . . . . . . . . . . . 434
2.2 Setting the Response Threshold of the Speed Control Function . . . . . . . . . 435
2.3 Setting the Economical Control Behaviour . . . . . . . . . . . . . . . . . . . . . . . . . 436
2.4 Setting the Upper Limit of the Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . 437
2.5 Setting the Upper and the Lower Limit of the Lever Values . . . . . . . . . . . . 438
3 Sailing with the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
3.1 Activation of the SPEEDPILOT by Connecting to the Engine Control . . . . . . 440
3.2 Switch-Over of the Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441
3.3 Sailing in Set Lever Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442
3.4 Sailing in Set RPM Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
3.5 Sailing in Set Speed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
3.6 Sailing in Planned Speed Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
3.7 Deactivating the SPEEDPILOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
4 Useful Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . .447
CONNINGPILOT
1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451
1.1 Conning Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
DATA MAINTENANCE
1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .497
1.1 Chart Maintenance Application Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
1.2 Display Expander. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 499
2 Maintenance of IHO ENC and ARCS Charts. . . . . . . . . . . . . . . . . .500
2.1 Permits and Certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
2.2 Installation of IHO ENC and ARCS Permits . . . . . . . . . . . . . . . . . . . . . . . . 502
2.3 Installation of Certificates (only for IHO ENC) . . . . . . . . . . . . . . . . . . . . . . 503
2.4 Update of Charts from Media or from another Workstation (MFD) . . . . . . . 504
2.5 Messages during Chart Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 505
2.6 Display Contents of Your own MFD or another MFD (workstation) . . . . . . . 506
2.7 Maintenance of Charts on your Workstation . . . . . . . . . . . . . . . . . . . . . . . 507
2.8 Installation/ Maintenance of Admiralty Information Overlay (SW 2.0) . . . . . 508
2.8.1 Installing Overlay Permits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
2.8.2 Installing Overlay Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
2.8.3 Updating the Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
3 Manual ENC Update Editor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .509
3.1 Opening the Chart Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 509
3.2 Select Cell to be Updated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
3.3 Start Update Session . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
4 Maintenance of C-Map Charts . . . . . . . . . . . . . . . . . . . . . . . . . . .512
4.1 Request of C-Map Permits . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 513
4.2 Installation of C-Map Permits . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 514
4.3 Installation of C-Map Charts . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 515
4.4 Request of C-Map Real-time Update (RTU) . . . . . . . . . ..... . . . . . . . . . . 516
4.5 C-Map Real-time Update (RTU) . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 517
4.6 Update of Charts with new Version from base media. . ..... . . . . . . . . . . 518
WORKSTATION MAINTENANCE
1 Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 525
1.1 Display Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 525
1.2 Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 525
1.3 Sensor Interface, Network Switch, 24 VDC Power Supply . . . . . . . . . . . . . . 525
2 Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526
2.1 SW Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526
2.2 SW Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526
Do not forget to read the chapter on general safety measures. This is obligatory
to read! See page 26.
In this chapter, you will find general information about these operating instructions which have been
delivered with your NACOS Platinum Navigation. It informs you about:
Aim, scope and Validity on page 22
Structure of these Operating Instructions on page 23
How to use the hyper-links on
There will also be the case that you are basically familiar with the NACOS Platinum Navigation but
only need punctual information on one specific topic or detail. In order to find information on such
specific subjects, you can use the
List of contents
Index of key words
Quick start guide with brief operating instructions
List of abbreviations
This document uses inter-active hyper-links to refer a text paragraph on another page.
You may click to a hyper-link like the one at the end of this paragraph and read more details on the
referenced page, and you can come back to the origin by just using the two keys
[ALT] + [ ] together (in Adobe Acrobat Reader, other readers may differ)
Please try it now to jump to page 24 and back.
The NACOS Platinum Navigation must only be operated by persons who have
passed the relevant mandatory training on the respective systems and applica-
tions. Only reading these operating instructions cannot replace such training.
These operating instructions describe how the NACOS Platinum Navigation and its software applications
work, and how to operate the applications.
Since the operating instructions are generic for a family of products, some information and functions or
features described may not be used in your specific installation. This depends on the customisation of
your system.
When reading through or skimming through the overall operating instructions, it is always a good idea
to go from general to more specific subjects, i.e. to start with this general part of the operating instruc-
tions and then continue with the part describing the application you wish to learn about. Again, in the
descriptions of the applications, read the introductory chapters before getting into detail. Otherwise you
might miss information which are assumed to be understood in the chapters describing specific details.
You may scroll from page to page by using the scroll down keys on your keyboard. You can also jump
to a dedicated page by entering the page number in your Adobe Acrobat Reader. The page number
which is shown in the top line of the reader is the same as printed in the bottom line of the document.
This document uses inter-active hyper-links to refer a text paragraph on another page.
You may click to a hyper-link like the one at the end of this paragraph and read more details on the
referenced page, and you can come back to the origin by just using the two keys
[ALT] + [ ] together (in Adobe Acrobat Reader, other readers may differ)
Please try it now to jump to page 21 and back.
The typographical conventions used in the operating instructions are kept simple, but still it is essential
that you are sure to understand their meaning before reading the instructions. The following special signs
are used for specific purposes:
[ ] (square brackets)
< > (triangular brackets)
{ } (curly brackets)
These signs are used as shown in the following examples on the next page:
Expression Explanation
[KEY] + [2nd KEY] This convention is used to refer to a key combination . Example:
Press [ALT]+[F4] to close the window.
This means that you must press and hold the [ALT] key, and while holding the
[ALT] key you have to press [F4].
[ ] [ ] [ ] [ ] The symbols in the square brackets refer to the respective arrow keys on
operator panels.
Abcd List Heading capitalization and bold typeface are used when directly referring to
names of NACOS Platinum Navigation functions and UI elements. Example:
Select Color & in the main menu.
From any mode you can call up the Alarm List by pressing the [ALARM LIST]
key on the panel.
{nnn} Describes a number with a fixed number of digits which is input or output.
The number of letters inside the brackets describes the number of digits.
Example:
Enter a channel number in the format {nnn}.
You have to use zeros (0) to fill the empty spaces, if the number is less than
100 (e.g. 056)
{nnn.} Like {nnn}, but there may be a decimal point at any place in the number, or
none.
Example
The value is displayed in the format {nnnn.}.
In the example the value may be, e.g. "12.35" or "450.6" or "0045". When
entering such values, the decimal point will sometimes be preset by the
system.
HH:MM:SS The time format used in the system. The 24 hour format is used.
Examples: 06:30:00 stands for half past six and 0 seconds in the morning
(6:30 am) and 23:58:00 is two minutes to midnight.
2 Safety Precautions
This chapter describes general safety measures to be taken into account when working with or on the
NACOS Platinum Navigation. In the chapters describing the NACOS Platinum Navigation you will find
further important safety notes and warnings which are specific to the context.
A three-level system of warnings is used in these operating instructions which is a mix of ANSI and ISO
standards. The different warning levels have the following meaning:
This sign is used whenever severe injuries or even death will occur as conse-
quence of un-awareness or disregard of the described safety rules.
This sign is used whenever severe injuries or even death may occur as conse-
quence of un-awareness or disregard of the described safety rules.
This sign is used when special care must be taken to prevent unexpected conse-
quences such as damage to equipment, incorrect or incalculable operation and
behavior of equipment.
Notes & Hints: This symbol indicates useful notes and hints which will ease understanding the
system or speed up operation.
You are obliged to read these operating instructions prior to operation and to
adhere to the operating instructions in operation in order to prevent possible
danger and to ensure compliance with the designated use of the equipment.
Prevention of danger includes that operator personnel are trained and authorized
for safe operation of the equipment. We assume no liability for damage due to
improper operation which could have been prevented.
NOTE:
Further potential danger when working with and on the NACOS Platinum Naviga-
tion is described in the respective sections on these processes.
As a very general rule, keep your workplace clean and tidy, it helps preventing accidents! Ensure unob-
structed access to all workstations, operator panels, controls, and relevant switchgear cabinets in order
to enable instant response to alarms!
Persons authorized to operate the system are specially instructed and trained operating personnel of the
user. Persons authorized to carry out cleaning, maintenance, and troubleshooting are the specially
trained and skilled personnel of the user as well as SAM Electronics personnel being qualified by training,
knowledge and experience. Persons operating or servicing the NACOS Platinum Navigation must be
familiar with the general safety regulations and specific safety systems and they must have passed all
required training and must have read the relevant operating instructions and manuals before starting
work.
2.4 Commissioning
Inspect and survey the safety systems at intervals prescribed by the responsible classification society or
other relevant authorities.
1 Overview
For navigation the NACOS Platinum system is providing several interfaces as follows:
Two sensor interfaces, each with five serial in/out channels, are feeding serial data messages
from the navigation sensors (gyro, log, GPS, wind,...) into the ring network. The most important
sensors like the gyro are connected to both interfaces in parallel. If one interface fails, the same
data from the other one are automatically used. Some sensors are doubled and connected to
both interfaces. If one sensor fails, data from the second one from the other interface are auto-
matically used. Manual switch over between sensors and interfaces is possible as well.
Two or more radar transceivers are feeding raw video and target data into the network. If one
transceiver fails, an alarm is given and the user can switch over manually to another trans-
ceiver.
One AIS unit is feeding received target data into the network. Own ship data like system posi-
tion, speed, name of vessel, etc. are transmitted via AIS to all ships in the area. If the AIS unit
fails, the user can activate an optional back-up AIS unit which is typically part of the Safe-
Return-to-Port bridge (SRtP).
One NAVTEX receiver is receiving safety messages. Via sensor interface they are fed into the
network available on all MFDs. A back-up is typically not applied but possible.
For automation the NACOS Platinum system is providing various interfaces for engine monitoring and
control, for rudder and propeller indication and control, for generator monitoring, for pumps and valves
and a wide range of all other automation components. Data are collected via field processing devices
and distributed throughout the network. They can be displayed and controlled by any MFD (workstation)
in the system.
In a combined navigation and automation system the navigation network ring is coupled via managed
switches with the automation network ring. Traffic from automation side not required at the bridge is
filtered by the switches. The same applies the other way round. So the load on the networks is under
control at any time.
2.1 General
The bridge tasks like ROUTE PLANNING, ROUTE MONITORING, COLLISION AVOIDANCE, AUTOMATION
and other are provided by the corresponding NACOS Platinum applications. These applications are oper-
ated using a standardized MFD.
This MFD is based on a Personal Computer which has been prepared for maritime applications. A shock
and vibration damping installation platform is protecting the harddrive and other electronics and addi-
tional EMC measures have been implemented. This PC with the complete SW package consisting of the
operating system and the Platinum applications is called Display Electronics.
The user interface is the same on each MFD, i.e. the MFDs on-board are standardized. All Platinum appli-
cations can be made available on any MFD.
MFDs are comprising the Display Electronics with installation platform, the 22" or 26" Widescreen
Monitor, and the Operating Device.
Operating can take place either with a Trackball optionally combined with Radar and Track Control
keyboard or, for planning and automation control stations, simply with standard mouse and ASCII
keyboard.
Fig. II / 1 MFD
When the MFD is started, a basic screen is displayed, which is referred to as Super Home from where
you have access to all functions and information which are available on the specific MFD.
If the MFD is already running, select Super Home from the main menu or click in the bottom right
menu bar to switch over to Super Home.
The Display Electronics is the heart of the MFD (Multi-Function Display) or MFD and based on a Personal
Computer prepared for maritime applications. A shock and vibration damping installation platform is
protecting harddrive etc. and additional EMC measures have been implemented.
The Display Electronics comprises the PC hardware, the operating system (adapted to auto start and
protected access) and the Platinum application software. A dongle is required to run the Platinum appli-
cation.
The application software is operating under Windows 7. The user interface has been designed with WPF.
Direct access to Windows has been blocked. The MFD cannot be used like an office PC, e.g. to install
software and run applications other than the applications related to NACOS Platinum. Access to the oper-
ating system for service is possible but protected by password.
The NACOS Platinum user interface is displayed on a 22" or 26 TFT monitor which is an integrated part
of the MFD. The monitor is switched on and off automatically together with the MFD. To adjust the
monitors settings, use the software functions and controls of the Platinum application.
Nominal Viewing Distance and Recommended Installation
The monitors are designed according to the requirements in IEC 62288. According to chapter 4.6.1.2 of
this IEC test standard the largest dimension of a symbol for operational information shall have at least
5 mm/m (17 min of arc) at the nominal viewing distance, and include at least 16 pixels.
The applications provide text heights as follows:
- Large font with 5.5 mm for operational information
- Medium size font with 4.5 mm for
- Normal size font with 3.5 mm
- Small font with 2.5 mm
The small font is not used for navigation related tasks.
-> The large size font is used for navigation related information (i.e. heading value, position, speed)
and determines the nominal viewing distance with 1 meter for both monitors.
This is sufficient for sitting positions in front of one of the MFDs (typically 0.8 meter) as well as for a
standing position in front of the center steering console (typically 1.0 meter). In this case the console
has a depth of max. 0.8 meter.
All user interface controls are operated by the mouse or trackball which is connected to the respective
MFD. Even if you are already familiar with using input devices like mouse or trackball, you will find one
or the other important note in this section.
DO key
Mouse
Trackball, Desktop track-
flush-mounted ball (similar
design)
To start an operating step move the pointer on the screen by moving the trackball or mouse. Move the
pointer to the desired position on the screen, e.g. to a text item, a numerical value, a symbol, or any
desired position e.g. on the PPI. The shape of the pointer changes when you point at different elements
on screen. The pointers shape depends on the application and the element you point at.
When you point at a click-sensitive (clickable) element on screen then you can press and release (click)
one of the trackball keys to display information or activate a function. The possible types of clicks are
explained separately. The specific effect of clicking depends on the key used, the element you clicked,
and the operating situation. This is described in the specific parts of these operating instructions. Desktop
trackball or mouse have two different buttons, DO and MORE key. The functions of the DO and MORE
keys are described in the following.
DO Key
The most frequently used of the keys is the DO key, i.e. the middle key on the built-in trackball and the
left button of the desktop trackball and mouse. Most elements on screen respond to this key by opening
a menu from which you can select frequently used functions.
In these operating instructions, "clicking" always means pressing the DO key. When you have to
press the MORE key or the right mouse/trackball button, this will be explicitly explained in the
instructions.
MORE Keys
On the built-in trackballs the two keys are situated above the DO key, The right one is called MORE
key. The left key has no function. On the desktop trackball and mouse, this is the right button. The func-
tions of the MORE key depend on the element you point at on screen. In some cases pressing the MORE
key opens menus, in other cases additional information are displayed. However, not all elements which
can be operated by means of the DO key will also respond to the MORE key.
Scroll Wheel
If a scroll wheel is available, it can be used to scroll down lists or to zoom into or out of charts. Only
mouse and desktop trackball may be equipped with a scroll wheel.
Types of Clicks
In NACOS Platinum Navigation you point at elements on screen and click or press the MORE key to
display information or cause action. The following types of clicks are possible:
Click Explanation
Single click of Perform action. This means pressing and immediately releasing again the
left key or DO key DO key of the built-in trackball, or the left mouse or trackball key respec-
tively.
When you click on a button, this will start a process or open a dialogue.
when you click on dropdown menus, this will open the menu. In a menu,
to select an item, click on the item with a single click. A single click will also
select and thus highlight an entry in a list.
Double-click of In tables, a double-click will open a cell for editing. A cursor is displayed,
left key or DO key and you can change the respective value like a text field. Editing resembles
editing cells in Microsoft Excel. An example for such a table is a waypoint
list that contains the waypoint number, name, position and some other
properties, which you can change in that table by double-clicking on the
cells.
When you click on a folder icon in folder structures, which you will find,
e.g., in the Machinery application, a double-click opens that folder and lists
the subordinated contents.
Press the MORE key or Get information, in many cases via a context menu. This is used for
right-click using mouse or providing you with object-specific menu items, such as menus for properties
desktop trackball and maintenance. These functions also provide access to adjustments,
particularly in the Machinery application. Examples are: acknowledging
alarms, displaying properties, etc.
3 Style Guide
The NACOS Platinum design is the result of the efforts of a multidisciplinary usability team consisting of
specialists from SAM Electronics, Chalmers University (Gothenburg, Sweden) and TNO Human Factors
(Soesterberg, The Netherlands).
In addition to high quality and reliability of the cost-effective solution, the main focus of the NACOS Plat-
inum system is on usability, modularity and scalability, ease of installation, commissioning and servicing,
as well as integration with third-party systems.
The general screen layout is divided into two main areas: the sidebar and the application area.
The sidebar on the left provides access to details and functions of the applications. This sidebar is
described in the subsequent sections beginning on page 41.
The application area located on the right shows the main window of the active application. It can show
the RADAR video, the ECDIS chart or machinery mimics etc. The general behaviour of the application
area is described on page 57.
Title Bar
Permanent Area
Application Area
Non-Permanent Area
Menu Bar
Sidebar
The general screen layout, especially the size of the different areas, may vary between the different
available applications.
The title bar provides information and functions which are permanently available in the system.
The figure above shows an example of the title bar with the AUTOMATION application being the active
application. The name of the application, i.e. AUTOMATION, RADAR, ECDIS is indicated in the title bar.
Further functions of the title bar are:
Brilliance
You can use the moon and sun buttons in the top left corner of the title bar to toggle between the avail-
able color schemes for different ambient light conditions. Alternatively you can use the keys on the
console or the appropriate entry in the menu.
When the screen is hardly readable due to changing light conditions, you can increase brilliance by
pressing stepwise all three mouse buttons at the same time.
However, you can also individually adjust the brilliance of the
screen. Press the MORE key (right-click) while pointing to the
moon or sun button to open the Brilliance menu. To adjust
the settings, click on the right or left of the slider or drag the
slider. The new value is shown on the right and the screen
settings are adjusted accordingly.
There are no knobs or other controls on the monitor(s) to adjust the brightness.
3.1.2 Sidebar
The width of the sidebar in each application is fixed, but it varies from application to application. The
sidebar consists of a permanent area, a non-permanent area, a title bar and a menu bar, which are
explained in the subsequent chapters.
Title bar
Title bar
Permanent
area
Permanent area
Non-perma-
nent area
Non-perma-
nent area
The upper half of the sidebar is the permanent area. It shows status information and controls that are
mandatory according to regulations and thus must be permanently visible. This area can never be over-
lapped or hidden by permanent pop-ups or dialogue windows.
The height of the permanent area is fixed except of an additional group for the optional Trackpilot
control.
The width is fixed as well, except for an additional group for transceiver control if the RADAR application
has been selected. The figure below shows the permanent area of the RADAR application and the perma-
nent area of the machinery application:
The lower half of the sidebar is the non-permanent area. It shows on user request selected menues for
Settings and Tools. Several expanders can be kept open at the same time.
The figure below shows an example of the non-permanent area of the RADAR application:
Non-
permanent
area
The next figure shows an example of the non-permanent area of the machinery application:
Non-
permanent
area
To switch to the full screen mode, click on the button (Full Screen) in the menu bar (visible
depending on the application):
Once in Full Screen mode, the full screen button becomes the unhide sidebar button .
No other controls will be visible. To unhide the sidebar again, simply click on the button in the bottom
left corner. The sidebar will then be restored.
The Split Window Mode is a mechanism that divides the application area into two or more fixed
windows showing further instances of the same application or additional tables, lists, etc..
-> Split window mode is not available for RADAR, for ECDIS in monitoring mode, and operating the
TRACKPILOT in master mode.
To switch over to the split window mode, click to one of the symbols in the top
right corner of the screen. Symbols marked in grey can not be activated, this
split mode is not available for the current application.
A typical example for a split window mode is the ECDIS screen layout as shown below. One ECDIS has
been set to ENC chart mode, the other one to raster chart mode. In addition a waypoint list is shown.
The corresponding split window mode is shown in the top right corner.
Wherever useful in NACOS Platinum Navigation, system data which have a record structure are displayed
in lists, e.g. alarms, track details, etc.
The target list shows the the currently tracked RADAR, SART, and AIS targets. Using the scrollbar on the
right you can scroll up and down the list.
Lists have a header, a details pane, and a footer. You can change the sorting order by clicking on a
column heading. The sorting order is indicated by a small arrow. For example, the arrow up in the Name
column indicates that the list is sorted by the Name column in alphanumerically ascending order. When
you click on the Name column again, this will revert the sorting order to descending.
In some lists the sorting order is predefined. For example, the Alarm list must be sorted chronologically.
Hence it is predefined that the Alarm list is sorted by the time column in descending order starting with
the oldest alarm. The width of a column can be adjusted by dragging the separator line between two
column headings. In some cases adjusting of width may be disabled. Also showing, hiding and reordering
of columns can be enabled or restricted in the individual case.
The footer of a list in some cases contains the number of list entries.
3.3 Dialogues
Dialogues are opened when you click on buttons or they are opened by the system as a response to
actions or events, e.g. in case of error. Message dialogues and popup edit windows need to be differen-
tiated, and they are explained in the following.
Tooltips
Tooltips are an interface element that is used to provide you with instant information on elements you
see on screen. Tooltips are small text pop-ups which are displayed when you simply point at elements
on screen. After a short delay, a small popup is displayed with a short description informing you about
the function or meaning of the element you pointed at. After a short while, the tooltip is faded out so
that you can see all screen information again.
The figure below shows an example of a tooltip, which is displayed when you point at the dropdown
menu to select the radar source which is located in the permanent area of the radar application.
Most of the controls used in the NACOS Platinum Navigation applications are very similar to the known
controls used by Microsoft Windows. The picture below shows some examples of the controls:
Field group name Field group, controls for the same topic
Slider
Field with
dropdown menus
Push button
Check boxes
Dropdown menu
Scrollbar
Spin box
The individual controls shown in the figure are described in the following sub-sections.
Fields
In NACOS Platinum Navigation, values in form of text, numbers, slider settings, check boxes, etc. are
generally referred to as fields. A field consists of the value and a label, the field name. Some of the fields
are read-only, they only serve for information purposes. In other fields, the values can be adjusted.
Field Groups
Field groups are represented on the NACOS Platinum Navigation user interface by a thin frame line above
and below a group of fields. The frame indicates that the fields inside belong together, i.e. that they
belong to the same subject or to a group of related items. Field groups have a name which is a kind of
heading for the fields inside the group.
Sliders
By using sliders you can set a value within a possible range. The current
value is indicated as you drag the slider to either side (here 50). The
minimum value here i.e. is 0%, the maximum value is 100%. Simply
clicking on the sliders handle displays the current value of the slider.
When you click on the slider next to the current value, this will increase
or decrease the value by 10 or another predefined value.
Push Buttons
Push buttons resemble buttons in the real world. When you press them, something will happen. When
you click on a push button on screen an action will be carried out or details will be displayed. The
purpose of a button is indicated by its label, in some cases tooltips are provided.
The Hide Video / Overlay buttons are spring-loaded. They are
only active as long as the appropriate button of the pointing device
is pressed.
Dropdown Menus
Dropdown menus are indicated by a small downward arrow next to a
field. To open the menu, click on the arrow. To select a different value
for the field, click the desired item at the dropdown menu. The field is
then updated accordingly. To close the menu without making any
changes, just click on any free area on screen or press the [ESC] button
on the keyboard.
Check Boxes
Check boxes indicate that there is an option that can be set or not. In
the example in the figure to the right, the parallel index lines (PI) 1 to
4 are ticked off, i.e. not selected and thus de-activated. If they are
ticked on this is indicated by the small check mark. To select a check
box, just click on it so that it is ticked on. To clear the check box again,
click on it so that the check mark disappears.
Scroll Bars
Scroll bars are displayed when the contents
does not fit into a menu, box, or list, etc. You
can then use scroll bars to move the display
up and down or sideways to view hidden
parts. To scroll the display in small steps you can click on the scroll arrows at the end of the scrollbar.
To page through the display in larger steps click on the scrollbar or drag the scroll box.
Spin boxes
Spin boxes are used to display and adjust numeric values. To adjust
the value you can enter the new value directly in the text box. Alter-
natively, you can use the small arrow buttons. When you click on the
small arrows and hold the trackball button, then the velocity value in
the example will increase or decrease continuously until you release
the button again. A single click on one of the buttons will increase or decrease the value by one incre-
ment step.
Keys for Numeric Values
Whenever it is possible or needed to enter a numeric value, the appro-
priate keys wil be displayed in the control window. Select the value to
be changed and enter the desired value by clicking the appropriate
keys.
Zoom and Pan Control
The zoom and pan control consists of a slider to adjust the zoom factor
for, e.g., the ECDIS chart, and the compass control with pan buttons,
which you can use to move the image section currently displayed.
Compass control
with 4 pan arrows
Zoom in
Zoom out
To zoom in in increments, click on , you will then see more details on the respective display. However,
the overall area displayed is smaller. To zoom out again, click on the . You will then see less details
but you will have a better general overview of, e.g. an electronic chart displayed.
To pan the display, use the panning arrows of the compass control. For example, if you click on then
the display moves to the right in increments to view a different image section of a chart or whatever is
displayed. The effect is like travelling with the eye over a large map.
To center the display, e.g. after panning, just click on the icon once.
Alarms, Warnings, and Cautions are generically summed up under the term Alerts and they are charac-
terized by their priorities. From SW version 1.1 onwards these priorities have been redefined in order to
meet the new Bridge Alert Management (BAM) standard MSC.302(87) and the new INS standard IEC
61924-2:
1. An Emergency Alarm indicates immediate danger to human life or to the ship and requires imme-
diate action. The alarm source is not the NACOS Platinum Navigation system but i.e. a separate fire
alarm system. The emergency alarm is marked with a red triangle.
2. An Alarm requires immediate attention and action of the bridge team, to avoid a hazardous situa-
tion, i.e. heading invalid. The emergency alarm is marked with a red triangle.
3. A Warning requires immediate attention to make the bridge team aware of conditions which may
become hazardous. The warning is marked with an orange circle.
4. A Caution indicates a condition which still requires attention. It is marked with a yellow square.
Color & Priority and Criteria for the Classification
Symbol Classification
Alarms which indicate that immediate danger to human life or to
the ship and its machinery exists and that immediate action must
1 be taken. Emergency alarms are specified in the Code on Alerts
and Indicators, 2009(resolution A.1021(26)).
Emergency
Alarm In the NACOS Platinum Navigation system this is i.e. an alarm
from an external fire alarm system.
Conditions requiring immediate attention and action by the bridge
team to avoid any kind of hazardous situation and to maintain the
2 safe operation of the ship; and escalation required as alarm from
not acknowledged warning.
Alarm
In the NACOS Platinum Navigation system this is i.e. an invalid
heading alarm.
Conditions or situations which require immediate attention for
precautionary reasons, to make the bridge team aware of condi-
3 tions which are not immediately hazardous, but may become so.
Warning
In the NACOS Platinum Navigation system this is i.e. a crossing
danger, a wreck, or an own safety line warning
Awareness of a condition which still requires attention out of the
4 ordinary consideration of the situation or of given information.
A sensor signal is missing and the value has been entered manu-
Manual Set ally by the operator
For more details please refer to the main chapter about ALARMS, WARNINGS, AND CAUTIONS.
In NACOS Platinum Navigation you will experience that the shape of the mouse or trackball pointer will
change in different situations as you move it over the screen. The basic shape is always the arrow used
to open menus and options on screen. In text fields, the pointer becomes a text edit caret; on dividers,
the pointer turns into a double arrow indicating that you can resize something, and so on.
Pointer Explanation
Standard pointer when you are not pointing at any specific object on screen in the appli-
Arrow cation area but when you point at menus, fields and other controls in the sidebar, in
dialogues, or in frames showing lists etc.
Standard pointer when you are not pointing at any specific object on screen in the appli-
Cross hair cation area.
One target:
Gun site When the mouse pointer is over one target, the cross hair pointer indicates that the
target can be acquired. A single left click acquires the target.
Multiple targets:
When the mouse pointer is over multiple targets, the cross hair pointer indicates that the
targets can be acquired. A single left click opens a menu that displays the relevant acqui-
sition options (for instance Acquire RADAR, Acquire AIS, Acquire Both, Escape).
When the mouse pointer is over an acquired target a box around the target indicates
that it is already acquired and properties / data of the target can be accessed. A single
right click displays the properties in a tooltip or popup. This popup should automatically
hide after a few seconds.
When you move the pointer over the RADAR PPI
Position indication or the ECDIS display, then the respective posi-
tion is indicated in a text box together with
range and bearing.
When the mouse pointer is over a clickable object, the pointing hand indicates that the
Pointing hand object is clickable. Both left and right clicks can have an effect.
When the mouse pointer is over a moveable object, for example a "handle" of a variable
, , range marker, the arrows indicate the direction in which the handle of the object can be
moved.
Compared to an automation system, where most of the functions are automated in order to achieve a
24 h watch-free operation, an integrated navigation system is mainly supporting the manual operating
of the vessel.
Nevertheless a few functions are automated as well, these are:
1. Automatic Track Control along a pre-planned route (optional, see TRACKPILOT section)
2. Automatic Speed Control along a pre-planned route (optional, see SPEEDPILOT section)
3. The Automatic Sensor Selection (default setting) (see page 146)
In general automatic control functions are, depending on their safety level, either optionally activated by
the user (track control, speed control) or set per default (sensor selection). They are indicated during
the active phase and monitored.
If an automatic control function fails or remains with invalid input data, the function is deactivated or set
to a safe intermediate level and a warning is given.
Automatic control functions can be override at any time by the user.
Track Control
An example is given by
the TRACKPILOT. A sepa-
rate rudder selector
switch is used to change
from manual to automatic
operation. In case of a
failure the system
switches first back to
heading mode and finally
switches off accompanied by an alarm. The user can switch back at any time to the manual mode.
As far as the INS is concerned the operating mode is defined here as a pre-defined setting of user
controls like gain, filter, range, orientation, selected sensors, chart, dimming, etc.
Several sets of controls can be edited, and administrated in the Platinum system. They are called favorite
settings. One favorite setting can be activated at the time.
Favorite settings can be named according to the passage, i.e. open sea, coastal, pilotage, anchoring,
harbour. Or they can be assigned to user names like 1st officer on watch.
The operating mode, which has been set as the last
one is indicated if the cursor is moved over the favorite
settings icon in the bottom menu line.
This last operating mode could have been changed by
an operator in the meantime. He could have changed
one of the individual parameters. If in doubt just select
this mode again to ensure proper settings.
The set of parameters comprises local ones concerning the own worksttaion as well as global ones
concerning the whole Platinum system. For more details please refer to page 87.
There are other operator modes available like service, simulation, and training. They are indicated by
individual solutions depending on the application.
4 Applications
The following main applications are available for the NACOS Platinum system:
ECDISPILOT (includes route planning and monitoring)
RADARPILOT (includes route planning)
CONNINGPILOT
TRACKPILOT
MACHINERY
RADAR- and MULTIPILOT can be combined with the TRACKPILOT application. In that case the keyboard
of the corresponding MFD is fitted with the joystick and labeled with TRACKPILOT. Further on the hard-
ware is extended by an extra TRACKPILOT electronics unit as well as a special TRACKPILOT interface.
The TRACKPILOT application does not have its own user interface but is integrated in the sidebar of the
RADARPILOT and ECDISPILOT applications.
The TRACKPILOT can be extended with the optional SPEEDPILOT, a speed-control subsystem running on
the same electronics unit and using the same interface unit as the TRACKPILOT.
If the TRACKPILOT application is included, the CONNINGPILOT application may be added as well. It can
be used if an TRACKPILOT interface is included in a system configuration.
The CONNINGPILOT application may be added to each of these three products as an option. In this case
the user can switch between the ECDIS-/RADARPILOT application or the CONNINGPILOT application
during operation. This option is not written on the frame of the monitor.
The CONNINGPILOT application can be displayed as well on a second monitor connected to the MFD.
Further on the CONNINGPILOT application can be installed on a separate MFD and displayed separately.
In these cases the product name CONNINGPILOT is written at the top left frame corner of the separate
monitor.
Each product can be combined with the optional MACHINERY application. In that case the Platinum home
page shows the MACHINERY application in addition and the MFD is connected via network to the auto-
mation subsystems with data processing unit DPU 2010, various sensor interfaces and operating panels
for bridge, engine room and cabin.
The RADAR application shows the raw video as well as the radar targets processed by the antenna unit
which has been selected by the operator. The new IP RADAR technology allows the operator to switch
via network to any assigned antenna unit on-board (one or more X-band as well as one or more S-band
units).
Advanced filter techniques are used for clutter suppression and enhanced small target detection. Various
navigation tools are available for collision detection and calculation based on the pre-processed targets.
AIS targets from a separate AIS transponder unit are processed exactly in the same way as radar targets.
RADAR and AIS targets can be merged together.
The user may edit his own user symbols and route data on a separate layer under the radar presentation.
If an ECDIS application is installed in addition (MULTIPILOT), the RADAR can be used in "Chart Radar"
mode. It provides an ECDIS background within the bearing scale on the PPI. Chart data bases for ENC
are used. The Chart Radar is approved as ECDIS back-up.
The ECDIS application presents the own ship embedded in an ENC chart. Various tools are available for
route planning and voyage execution, for navigation, for route checking, for shallow water warning and
for collision avoidance.
AIS targets from a separate AIS transponder unit and radar targets are processed together and merged
in the same way as for the RADAR application. 1)
The CONNING application provides an overview of the navigational situation of the vessel. It displays all
navigation data and if fitted with the optional engine interface also rudder and propulsion related data.
The presentation varies with the individual propulsion and generator layout of the vessel. An individual
layout is shown below.
The TRACKPILOT application controls the vessel for constant heading, course or along a pre-planned
track as prepared with the ECDIS planning function. A common control principle in all its operating modes
is the radius steering, used during course change maneuver, operated manually or in automated control
modes.
With the option SPEEDPILOT the speed of the vessel along the different legs of the route can be
controlled to reach the final destination at a pre-planned time.
Additional manual operating modes are Set Lever and Set Speed and the optional Set RPM mode.
The MACHINERY application provides remote indicators and controls for the complete automation system
on-board. Subsystems may include main engine control, fuel supply, cooling, generators, fire detection,
electric power distribution, ballast, etc.
An approved INS configuration can be achieved if at least three Platinum MFDs (workstations) for navi-
gation are combined with redundant sensor interfaces to a minimum INS configuration as shown in the
following diagram.
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
This minimum INS configuration is providing the main nautical tasks for ROUTE PLANNING, ROUTE
MONITORING (ECDIS), and COLLISION AVOIDANCE (RADAR) even if one MFD or any system component
fails. All MFD are capable to provide all nautical tasks. If one MFD fails the operator can continue his
tasks on any other MFD. For details please refer to the FMEA (Failure Mode and Effect Analysis) in the
subsequent chapters.
Further MFDs for navigation may be added up to a number of 12 as required for a dedicated bridge
installation. In addition workstations for automation and machinery may be added.
The actual INS configuration can be visualized during operation. It shows the components like MFDs,
sensor interfaces, radar transceivers, network switches and the connection lines between them.
The components are marked according to their actual status.
1. If an alert is related to a component, the corresponding alert symbol is included, i.e. a red triangle
with a loudspeaker symbol for a non-acknowledged alarm.
2. If a connection is not available, the line is marked in red instead of green or grey.
FMEA is a systematic procedure for the analysis of a system to identify the potential failure modes, their
causes and effects on the system performance.
The standard procedure comprises a hazard identification, an assessment of hazards in terms of severity
and probability, an analysis of possible mitigations and a final risk assessment. For complex systems a
top level analysis based on the knowledge about the behaviour of subsystems can be applied.
For the INS the procedure is determined by the key requirement of the INS Performance Standard that
a single failure should not affect the proper function of three specific nautical tasks in parallel.
The subsequent analysis is focusing on this requirement. It will show which measures have been taken
in the design phase to assure that at least these three nautical tasks are available in case of a single
failure in any equipment.
The minimum configuration INS as considered here comprises three task stations (MFD Multi-Function
Display) and one additional display for status information.
Sensor data are received by two or more independent IEC 61162 sensor interfaces, these interfaces are
belonging to the INS.
Radar data are received from two or more independent antenna units (X-Band, and/or S-Band), these
units are belonging to the INS as well. Further on a track control unit is associated with the INS. All
components are connected via Ethernet network with four managed switches. For other subsystems like
VDR, AIS, and NAVTEX the INS is providing interfaces.
According to the IMO performance standard (MSC 252/11.1.4), the failure or loss of one hardware
component of the INS shall not result in the loss of any one of the following the INS tasks:
Route planning, Route monitoring, Collision avoidance, Navigation control data, Status and data
display, Alert management
Where track control is an INS function, this would not require the duplication of track control, heading
control or autopilot.
If one hardware component fails, the number of remaining MFDs should ensure proper operation of the
following three tasks in parallel:
ROUTE MONITORING (ECDIS)
COLLISION AVOIDANCE (RADAR)
NAVIGATION STATUS DATA (mainly CONNING)
they should not be affected. In the following chapters failure cases are discussed and it is shown that
under each failure condition the minimum INS configuration can support at least the above three tasks
in parallel.
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
All required navigational tasks can be operated at all times as long as one MFD (workstation)
only is in failure condition
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
1 2 3 4
Network Failure
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
No track control available, TP changes from status Track to status Failure, last rudder
Trackpilot Electronics setting is kept by buffer battery, immediate manual switch-over to steering by wheel
failed required
All required navigational tasks can be operated at all times
if the Trackpilot Electronics is in failure condition
1) Heading 1 1) Heading 2
2) STW 1 2) STW 2
3) POS 1 3) POS 2
4) Depth 4) Wind
5) AIS 5) NAVTEX
1) _2) _3) _4) _5) 1) _2) _3) _4) _5)
Two or more serial link sensor interfaces are used to receive sensor data from various sensors. The
protocol and the interface HW are designed according to IEC 61162-1 and -2 (equiv. NMEA 0183). The
assignment of sensors to the interfaces is optimized for a maximum of redundancy. The received sensor
data are checked and assessed for validity and quality based on range of values, checksum of telegrams,
error flags, and quality indicators (i.e. HDOP) as received from sensors.
In AUTO mode the most suitable sensor of two or more sensors is selected automatically. In addition a
MONITORING mode between the selected (primary) and any other suitable sensor (secondary) can be
activated by the user. The two sensors are compared depending on limits set by the user.
In general if a selected sensor fails, a warning is given. In case of low quality a caution is given. In AUTO
mode the next suitable sensor is selected. If a redundant or back-up sensor fails a caution is given as
well. Invalid data are not used (IEC 61924 6.3.1.2 b). In that case a fall back mode with DR (dead reck-
oning) is activated.
An alert is displayed within 3 sec for gyro and within 10 sec for other
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
230V AC
Trackpilot from mains,
buffered by
UPS and
emergency
supply
Sensor Interface 1 Sensor Interface 2
TP Interface
If mains supply fails, the MFDs required for minimum INS configuration, all network switches, and all
sensor interfaces are buffered at least for 45 sec by an UPS until the emergency power supply of the
vessel is up and running. The same applies to one X-band radar antenna unit. Further MFDs may be
connected to mains only and will stop operation in this case.
For each MFD an UPS with 420 W 1) is required. Note, the capacity of the UPS could be much smaller
(i.e. 150 W), because the power of 420 W has to be delivered for a few minutes only until the emergency
power is up and running. For each X-band antenna unit further 210 W are necessary.
Power Failed
Buffered MFDs and antenna units continue to operate
Other MFDs stop to operate showing black screen, other antenna units stop turning
Mains , no video, alarm messages are sent to active MFDs, operator changes to
supply fails remaining active MFDs, and switches TX to remaining active antenna units as indi-
cated in transceiver list (see screen shot to the right). Not Connected message
appears pointing to failed antenna unit.
Emergency No effect, INS continues to operate
supply fails
INS stops working when UPS is empty, typically after 15 min, INS is fully operational again within 4 min
Both after mains or emergency supply are back. MFDs are starting with Super Home page. From here the
supplies application (RADAR, ECDIS, CONNING) has to be selected. User settings from previous session are
failing restored as far as practical. Sensor selection is in AUTO mode. Heading/Course/Track mode is in OFF
position, and has to be activated again by the user.
1) This value applies to an MFD with 26" monitor, the 22" version requires 370 W.
8 Applicable Standards
Radar
IMO Resolution A.278(VIII) IEC 62388 Ed 2.0, 2013
IMO Resolution A.694(17) IEC 62288 Ed 2.0, 2014
IMO Resolution A.823(19) IEC 60945 Ed 4.0, 2002 incl. Corr.1, 2008
IMO Resolution MSC.191(79) IEC 661162-1 Ed 4.0, 2010
IMO Resolution MSC.192(79) IEC 61162-2 Ed 1.0, 1998
ITU-R M.1177-4
ECDIS
IMO Resolution A.694(17) IHO S-57 Ed 3.1.1 IEC 61174 Ed 3.0, 2008
IMO Resolution MSC.232(82) IHO S-61 Ed 1.0 IEC 62288 Ed 2.0, 2014
IMO Resolution A.97(73)- IHO S-52 Ed 6.0 Pres. Lib. 3.4 IEC 61993-2 Ed 1.0, 2001 1)
(HSC-Code 2000)13
IEC 60945 Ed 4.0, 2002 incl.
IMO Resolution MSC.191(79) IHO S-63 Ed 1.1 Corr.1, 2008
IMO SN. 1/ Circ. 266 UKHO ARCS IEC 661162-1 Ed 4.0, 2010
IEC 61162-2 Ed 1.0, 1998
1)
Limited to required data content to display and process other UAIS information as defined in IEC 61162-1 Ed 4.0
Reference is made to the system diagram in the previous chapter. The following data are exchanged
within the INS:
Sensor raw data like heading, speed, position, depth
System navigation data from CCRS and configuration data
Radar video and target data
Chart data
User commands and user symbols
AIS data, NAVTEX data, engine and automation data and commands
Sensor data are received by a five channel serial sensor interface. The message
protocol applied is the IEC 61162-1 equiv. NMEA 0183. The sensor interface is
checking messages for correct header and check-sum. Incomplete and wrong
messages are discarded. Correct messages are marked with the channel number
and distributed throughout the network to all MFDs. A second sensor interface is
used for redundant sensors or redundant sensor input and further-on for additional
sensors. These data are checked and marked as well and distributed to all MFDs.
The Platinum system is based on a Consistent Common Reference System (CCRS) for navigation data.
It references the data of each navigation sensor to a common reference point on-
board. This point is called the Consistent Common Reference Point (CCRP) and is
located at the conning position (where the helmsman is standing). The user can
select another reference point, i.e. the location of one of the radar antennas for
taking precise range and bearing in relation to the radar (for special nautical tasks,
quite seldom used).
Each MFD (workstation) is receiving messages from all navigation sensors. First it
adds a time stamp to each message, then the message is passed to one of the navigation instruments.
Each MFD has a number of these instruments, each one for position, speed over
ground, speed through water, heading, rate of turn, depth, draft, wind, and for
heel. Each instrument first decodes the incoming messages, corrects the position
in relation to the CCRP, and evaluates the received data. If data from redundant
sensors are available, the most appropriate are choosen for further distribution. For
this purpose each instrument has a sensor selector switch at the input in order to
select between main and redundant or alternative sensors. The selection can be
done automatically (AUTO mode) depending on data quality or manually (i.e. GPS
3) by the user. The sensor selection is synchronized between the MFDs. One MFD
is acting as the sensor master, assessing data quality and selecting a redundant
sensor if necessary. The other stations will follow. If the master station fails, another one is taking over
the master function.
Finally each MFD is displaying its own calculated navigation system data. The master MFD is distributing
its navigation system data throughout the network for central services like track control and for host
applications.
Each MFD is maintaining a local copy of the complete chart data base. If a chart update is required, this
can be performed at the planning station from USB stick or from DVD, and from there distributed to all
other MFDs in one step via network. One and the same chart licence is used for each MFD at the bridge.
Each MFD is using its local chart data base only. Most of the ECDIS alerts, i.e. a crossing safety contour
alarm, are based on local chart data. They are generated on one MFD and they are not distributed
systemwide. They have to be handled from the MFD where they appear.
User settings, controls, and symbols are generated at one MFD and depending on their type kept locally
or distributed system-wide via network. Examples are as follows:
Dimming can be set locally or system wide depending on the user parameter "take part in
system wide dimming".
Sensor selections are done at one MFD and distributed system wide. All MFDs will switch over
to the same sensor.
Transceiver selections are done for one MFD and kept local. Another MFD may select another
transceiver. If master mode is activated at one MFD for a specific transceiver, other MFDs are
set to slave mode.
ECDIS alerts are set locally for the actually used MFD.
User symbols like beacons, position fixes, danger areas, man-over-board, etc. are set locally
and updated periodically on each MFD in a time frame of some 10 seconds.
AIS data are received by the five channel serial sensor interface. The message protocol applied is
according to IEC61162-1 equiv. NMEA 0183. The sensor interface is checking messages for correct
header and check-sum. Incomplete and wrong messages are discarded. Correct messages are marked
with the channel number and distributed throughout the network to all MFDs.
All MFDs are displaying the received target data in ECDIS and RADAR as ship symbols and in the target
list. If the AIS system is failing, an alarm message is distributed by one MFD (master station) to all others
in the network. If this master station fails, another one is taking over the master function.
If the AIS unit fails, the user can activate an optional back-up AIS unit which is typically part of the Safe-
Return-to-Port bridge (SRtP).
NAVTEX data are received by the five channel serial sensor interface. The message protocol applied is
according to IEC61162-1 equiv. NMEA 0183. The sensor interface is checking messages for correct
header and check-sum. Incomplete and wrong messages are discarded. Correct messages are marked
with the channel number and distributed throughout the network to all MFDs.
All MFDs are displaying the received NAVTEX messages. If the NAVTEX system is failing, an alarm
message is distributed by one MFD (master station). If this master station fails, another one is taking
over the master function.
As far as latency is concerned, the Platinum INS is an integrated system with a straight signal flow.
Sensor data are received by the sensor interface, and distributed directly through the network to all
MFDs. Each MFD is receiving the sensor data without any additional latency.
When entering the MFD, sensor data are time stamped, and directly processed by the instrument system
(CCRS) without any further latency.
The handling of navigation sensor data in a navigation system is a real time related task. Update rates
of up to 1 Hz (10 Hz for new devices, 50 Hz for the gyro) have to be supported. Interpolation, dead
reckoning, CCRP correction, and datum conversion have to be processed in real time.
Position
Different IEC 61162 sentences have to be considered, for the position the following sentences are
proessed: $--GNS; $--GGA; $--GLL; $--RMC.
The order of the above list is the priority of processing. This means, if a GNS message is available, the
GGA, GLL, and RMC messages are ignored. The priority handling is timeout controlled. If i.e. the GNS
messages are not received for 5 sec, the instrument system is searching for lower priorized messages,
first for GGA, and than for the others.
Finally, if no valid positions are received, a position time out alarm is generated after 15 sec.
If no DTM sentences are received, a warning is given after 120 sec and the standard WGS84 datum is
applied.
Speed Over Ground - VBW and VTG sentences are processed. If no valid VBW messages are received,
the instrument system is searching for VTG messages. If no valid positions are received, a SOG/COG time
out alarm is generated after 15 sec.
Speed Through Water - BW and VHW sentences are processed. If VBW messages are received, the
instrument system is discarding VHW messages. If no valid speeds are received, a STW time out alarm
is generated after 15 sec.
Heading - THS and HDT sentences are processed with priority on THS. If no valid headings are
received, a time out alarm is generated after 3 sec.
Depth, Wind, Draft, and Heel - The same applies to depth (DPT, DBT), wind (MWV, MWD), draft,
and heel. If sentences in bold are received, the second ones are discarded. If no valid sentences are
received, a time out alarm is generated after 15 sec.
ROT - The rate of turn information can be derived from three different sources, first from gyro as a ROT
message (not always available), second calculated from heading message by using advanced filtering
methods (250 ms update rate), and third calculated for track control (different filter applied). If ROT from
gyro is available, it is applied with highest priority. The timeout is the same as for heading.
Dead-Reckoning
Integrity monitoring of position data is supported by two monitoring processes in parallel:
1. The first process compares the selected position sensor
(i.e. GPS 1) with the selected secondary position sensor
(i.e. GPS 2). If the comparison fails, the Position Moni-
toring Warning is given.
2. The second process compares the selected position
sensor (as above) with a dead-reckoning position (DR)
based on SOG and COG. If the comparison fails, the DR
Monitoring Warning is given. By acknowledging this
warning, the DR process is automatically reset.
The yellow caution symbol shown above in front of the position menu appears, if both position moni-
toring processes fail of have been switched off.
Sensor Data
Integrity
Monitoring
Status flag as a result of integ-
rity monitoring controls the
error indication
The table below gives an overview about the common NACOS Platinum functions which are used in the
RADAR and ECDIS applications and which can form a RADARPILOT, an ECDISPILOT, or a MULTIPILOT.
Machinery is listed as well with alarm handling only. The main differences are as follows:
- RADARPILOT: Basic radar functions incl. ARPA and AIS targets, no chart functions
- ECDISPILOT: Chart functions in full color, ARPA and AIS targets on top
- MULTIPILOT: Radar and Chart functions with ARPA and AIS targets
The S-Mode is a pre-defined setting of the ECDIS presentation in order to meet the most typical naviga-
tional scenarios. It can be used during change of the watch to give the next nautical officer a well-known
ECDIS presentation regardless of the last operating sequence carried out before. It might be also helpful
for the pilot on entering the bridge.
The S-Mode button can be found in the bottom left menu line (see red arrow below).
Pressing the S-Mode button for ECDIS leads to the following settings:
Range: 6 NM
Orientation: North Up and True Motion
Data entry for user symbols: Latitude/ Longitude input (UTM input is switched off)
The S-mode button has no effect on other settings like ARCS or ENC selection, target handling, disabled
dangerous target alarm, sensor selection, vector length, disabled alarm horn, disabled AIS transmitter,
or other. The user has to ensure that these settings are suitable for the actual traffic scenario.
The resulting screen after pressing the S-Mode button is as follows 1):
S-Mode Button
1) Later SW versions are showing a slightly different design of the menu line and the tab area.
Clicking to the S-Mode button in the bottom menu line will pre-set most of the Navigation Sidebar
settings to default values as shown in the subsequent screenshots.
All other settings remain as they have been set before, e.g. routes, user symbols, navigation lines,
parallel index lines, gain, sea and rain filter rain.
The default settings can be used e.g. for pilots or new crew members to familiarize with the equipment.
Stabilization is set Range rings are
to True Motion switched off
Orientation is set to
North-up
Range is switched
to 6 NM
Reference is switched
to Ground
Vector Mode is Charts are Target Fusion is off, EBL1 and VRM1
set to Relative switched and Sleeping Targets are switched on,
off are switched on, trial EBL2 and VRM2
mode is switched off are off
1) Ealier SW versions are showing a slightly different design of the Navigation Sidebar and Target Menu.
Clicking to the star next to the S-Mode button in the bottom menu line will open the list of user-specific
control settings. Select one pre-defined set and most of the Navigation Sidebar control settings will be
set to the initially saved values.
Click to Favorite Settings to edit a new set or to save, delete, rename, or view the currently selected
set.
All other settings remain as they have been set before, e.g. routes, user symbols, navigation lines,
parallel index lines, gain, sea filter, and rain filter.
The user-specific control settings can be used e.g. for adapting the RADAR and the ECDIS quickly to
different sailing modes like harbor, confined, or open sea. The sets for RADAR and ECDIS are indepen-
dent of each other and have to be maintained and selected separately.
Save, Delete, or
Rename the
actual setting
1) Earlier SW versions are showing a slightly different design of bottom menu line and settings viewer.
In case of a man overboard event just click to the corresponding symbol in the
bottom line of the menu bar:
1) Later SW versions are showing a slightly different design of the menu line and the tab area.
Switching On/Off: The system starts automatically after power-on from main switch- The latest unacknowledged alarm with highest priority shows up in a permanent DUHEDVHGRQZD\SRLQWOLVWVDQGVWRUHGLQOHV2QHRUPRUHURXWHVFDQEHVHOHFWHG
board with the Super Home Menu. The system is permanently up and running. It is only alarm headline. The priority is shown on the left side, here it is an alarm (red), also war- and overlaid on the chart. The pre-planned track is displayed automatically on
shut down by service personnel in case of repair. ning (orange), and caution (yellow). Silence horn and acknowledge as required. Click WKHFKDUW2QHURXWHFDQEHGHQHGDVWKH6\VWHP5RXWH
Select ECDIS: Click to the Chart Symbol or the selection lines underneath. on the Alerts/Warnings or Cautions but- Select a Route: Select Tools > Route Explorer, select a folder and from there a route.
Operating the Trackball or Mouse: Use trackball or mouse to move cursor to desired ton to open the full list or Cautions only. Open the route. Open waypoint list via context menu (MORE click on route entry). Click
HOGDQGWKHQEULH\SUHVVDO (left key on mouse). Most functions are operated with to Route in top line to select Save, Close, Activate, Schedule, Setup/ Print Passage Plan,
DO, clicking with MORE (right key on mouse) opens a context menu with several ent- Notes, Reverse or Check Route. Arrange columns by shifting title, add or hide columns.
ries, where one has to be selected with DO. Check a Route: Check covers safety contour, shallow water objects, own safety lines,
ASCII Keyboard: Optional device for editing routes and symbols, it is more convenient and danger highlight areas. The result is shown in the waypoint list by small icons in front
compared to the soft keys which are available in the basic package. of the waypoint numbers.
Navigation Sidebar: The important functions are arranged in the top left area, they are Activate a Route: Sets checked route as system route. It will change its colour from
described on page 2. This area is permanently available. orange to red and will be distributed for system-wide use, i.e. for track control, chart depth
Settings and Tools Sidebar: Various menues for Settings and Tools can be individu- monitoring, and voyage planning via context menu. (click with MORE on route entry).
ally arranged by the user in the bottom left area. Select the Settings button in the bottom
PHQXOLQHRUWKH7RROVEXWWRQWRRSHQDPHQXRIDVSHFLFIXQFWLRQJURXS
Click on slider in top left corner of chart to adjust zoom factor for ECDIS chart display.
Use the pan buttons to off-centre the own ship. Click on the centre button to re-centre
the screen.
Chart and Route Monitoring
Target Acquisition (if AIS and/or RADAR are connected) Monitor Chart Objects: Open Settings > ECDIS Alerts and set Distance and Width
of Look-Ahead Sector as required. Activate Safety Contour Alarm, Special Area, and
Start Target Tracking: Move pointer on top of a target. Pointer becomes either a gun
Obstruction ahead indication as required.
site or a hand, click to it. In case of a gun site symbol the object is marked automatically
Monitor Own Ship Draught: Set draught in Settings>Draught menu as required for
as ARPA or AIS target and tracking process starts. In case of a hand symbol a menu
chart monitoring.
pops up. Select either ARPA or AIS and tracking is started as well.
Monitor System Route: Open as above and activate Critical point on route alarm
Highlight a Target: Click to a tracked target in the chart, the corresponding entry is high-
for waypoint approach and Cross-track alarm for route deviation. In a distance as set
lighted in the target list. Click to another target and that one is highlighted. Click on any
above before the next WOP (wheel-over point) an alarm is raised. The cross track error
entry in the list and the corresponding target in chart is marked with a square.
limit for alarm is taken from the actual route leg in the XTD LIM column of waypoint list.
With CPA/TCPA Alarm: Open the menu Settings > Targets, and activate Dangerous
Targets On. Set limits for CPA and TCPA up to the Chart area
nautical situation. A tracked target falling short of
Screenshot shows own ship with look ahead sector and 2 guard zones. AIS target (op- Chart Maintenance
CPA/TCPA will cause an alarm. With Auto ACQ AIS
the automatic activation of dangerous AIS targets tion) has passed guard zone 2 and is in alarm status. One electronic bearing line (EBL)
and one range marker (RM) have been activated. Navigate to Super Home menu and click on Mainte-
can be selected. nance > Nautical Charts. Select Chart Database and
Cancel Tracking: Click on a target symbol with Mode. The following modes are available:
MORE, a context menu opens, select Target, a sub- Display: provides an overview of installed cells, per-
menu opens, choose Cancel to stop tracking for an Target List
PLWVDQGFHUWLFDWHV
ARPA, AIS or All targets. Maintenance: provides functions for verifying cells,
Select Tools > Target List. Click on
With Guard Zone (with AIS option) column title to sort rows. Move to and deleting cells and permits. Update: provides func-
Open the menu Settings > Guard Zones, and activa- Capacity to see remaining one, in tions for updating cells, and storing as well as restoring
te zones 1 and/or 2. maximum 40 for AIS, 200 for AIS user symbols and routes on USB stick.
Adjust Range: &OLFNRQWKHDUFWKDWGHQHVWKHJX- sleeping. The line for the selected Manual Update Editor: From overview of installed
ard zone and use the small handle to drag the zone target (click on tracked target in charts use Pan and Zoom control to navigate to the
to the desired size. chart) is high-lighted in blue. cell to be updated. Click on it with MORE and choose
Adjust Angle:&OLFNRQWKHDQJOHOLQHWKDWGHQHVWKH Manual ENC Update Editor > Select ENC Cell. Click
guard zone, use small handle to drag the zone to the on the cell. Open the Updates expander, Click on Ses-
desired angle (relative to ship heading, i.e. the guard zone turns with ships heading). sion Setup in the Update expander and enter the Manual ENC Update Session Data.
Acquisition: Any radar and AIS target enterering the zones will be acquired /activated, Then, click on Set. A click on Clear will erase all entered data, Cancel will close window
an alarm will be raised. After acknowledgement the automatic target tracking begins. without any further action.
ECDISPILOT Brief Operating Instructions Page 2 Permanent Area Sidebar Area ED 3100 G 310 39008729 Revision: 2015-01
The default setting is AUTO: The best available sensor is chosen automatically. If a Click to the Tools symbol in the sidebar or to the
Click on to adjust time. Click on to adjust
sensor fails, the backup sensor is chosen and warning is given. Click on LAT line and Settings symbol in the bottom menu line and select one of the available tools or settings.
brilliance. If screen is nearly dark press all three mouse or trackball buttons together,
select a sensor manually if required. Manual input of value as described before.
brilliance comes up again. If available use keyboard to raise brilliance.
Parallel Index Lines (PI)
Select Tools > Pilotage. Select one to four lines by checking the boxes in the PI group. Selected lines are
Display Vectors and Trails
superimposed in the chart appearing as displayed last time. Distance of a line is altered by clicking on it,
REF: Select REL or T(rue) for stabilisation of vectors etc. If there is any doubt about a small handle appears, click and hold handle and drag line to desired distance. Bearing is altered by
Orientation: Select Head Stab (1), Head Up (2), North Up (3), or Course up (4):
own ships speed data, use REL vectors and RELVWDELOLVDWLRQIRUFROOLVLRQDYRLGDQFH clicking on it, then click and hold line anywhere but not on the small handle and rotate it to the desired
1) Heading points upwards, chart view moves with yawing of ship, bearing scale stabi-
OL]HGZLWKJ\URVKRZLQJWUXHEHDULQJ$VDERYHEXWEHDULQJVFDOH[HGWRERZ REF: Select in addition Ground or Water. Set the length of vectors, trails, plots and path bearing. The balloontext shows the actual bearing and distance data of the line.
3) Geographic north points upwards, chart view is stabilized with gyro prediction according to the nautical situation. Own ships position plot is only displayed
4) Course at the instant of switch-on of this mode points upwards, chart view is thereafter as true plot, independent of T/REL setting. Plots and own ship path prediction are al- EBL and VRM
stabilized with gyro, re-orientation by MORE click on Course-up indicator. After switch-over ways ground stabilised. Select Tools > EBL&VRM Each toolset offers a variable range marker (VRM) and electronic bearing line
DQGUHRULHQWDWLRQWKHWDUJHWWUDLOVDUHQRWLQXHQFHGWKH\UHPDLQYLVLEOHLQWKHQHZPRGH (EBL). EBL: Check EBL box in toolset, EBL is superimposed on chart, appears as displayed last time,
Range: Select from 0.25 NM to 96 NM or 250 m or 500 m for docking. In all ranges alter bearing by a click on it, handle appears, click & hold handle, pull line to desired bearing, click and
distances are stated in NM and speeds in kn. Charts pull origin to desired position. VRM: Check VRM box in toolset, VRM is superimposed on chart, appears
REF: Select Reference Position CCRP (1), Radar (2), Track (3): as displayed last time, alter range by a click on it, 4 handles appear, click & hold to pull the ring.
1) measurements stated relative to conning position (CCRP) Select ENC, ARCS (option),
2) relative to selected radar antenna (only if radar is part of Platinum system) C-Map (option) or other. Adapt User Symbols
3) measurements stated relative to System Position (at bow) which is used for look ahead chart display settings under Select Tools > User Symbols. Open list of available symbols, areas, lines or text by a click to (+),
sector and track control. Settings > Chart.
select an item, click into chart area to place it where required. Your entry is stored permanently in the
In each case the ship symbol incl. heading line, speed vector, EBL, VRM, range rings and Select one of the chart catego-
databases of all workstations. Remove entry by selecting it again, then click with MORE, select User
stern line is starting from the selected reference point. All tools and the graphic cursor are ries Base, Primary, Standard,
relative to this reference point. The true scaled own ship symbol indicates the selected All, or Customized to adapt the Symbols and Delete. Check Visibility Group Setting, should be Global (or see manual).
reference point by a cross. details of the chart, i.e. text,
Stabilisation: Select True Motion (1), Relative Motion (2) or Browse (3) symbols, to the actual nautical Past Track
&KDUWYLHZLV[HGRZQVKLSV\PEROPRYHVDFURVVWKHVFUHHQFKDUWDUHDRULHQWD- situation. Select Settings > Own Ship Symbol and check Past Track or 2nd Past Track box. Select Track Lenght
tion is North-Up or Course-Up, own ship symbol is reset before chart area boundary The Base mode comprises in h and Time Labels in min. Choose Reset to clear screen and start again.
LVUHDFKHGUHVHWWDNHVSODFHDWRIIVHWFDQEHVHWXQGHUSettings >True Motion. coastlines (high water), own
2ZQVKLSVSRVLWLRQLV[HGFKDUWYLHZPRYHVUHODWLYHWRRZQVKLS\RXPD\FKRRVH ship safety contour, under- ENC Depth Display
between Head-Up, North-Up and Course-Up. water dangers, and other Select Settings > Depth Contour and drag the sliders to adjust the range of the different coloured safety zones.
3) Planning Mode in which a desired chart is set regardless of own position by manual dangers. Choose advanced The blue and light-blue zones are used for the non-navigable area. They coincide with the draft of the vessel
selection of the operator. settings like chart symbols or plus safety margin. The grey-white and white zones are used for the navigable area. Set sliders properly with
Rings: Switch ON [HGUDQJHULQJV with reference position as the centre. The radii of light descriptions as required. VXIFLHQWVDIHW\PDUJLQ Go to Settings > Draught to set your ships draft at bow and stern.
the rings are depending on the selected range with ring distances of typically 1/6 or 1/5 Day Night
of display range. color scheme color scheme
0m
General Info about Operating Chart and Route Monitoring Tools and Settings
Switching the Radar On/Off: 7KH V\VWHP VWDUWV DX Monitor Chart Objects 2SHQ 6HWWLQJV ! (&',6$OHUWV and set 'LVWDQFH and Width of
WRPDWLFDOO\DIWHUSRZHURQIURPPDLQVZLWFKERDUGZLWK /RRN$KHDG6HFWRUDVUHTXLUHG$FWLYDWH6DIHW\&RQWRXU $ODUP6SHFLDO$UHDand2EVW &OLFNWRWKHToolsV\PERO in the sidebar or to the SettingsV\PERO in the bot
6XSHU+RPH0HQX6HOHFWWKH5DGDU$SSOLFDWLRQDQG UXFWLRQDKHDGLQGLFDWLRQDVUHTXLUHGMonitor Own Ship Draught: 6HWGUDXJKWLQ6HWWLQJV WRPPHQXOLQHDQGVHOHFWRQHRIWKHDYDLODEOHWRROVRUVHWWLQJV
VZLWFKRQWUDQVFHLYHUDQGDQWHQQDPRWRUE\VHOHFWLQJ !'UDXJKWPHQXDVUHTXLUHGIRUFKDUWPRQLWRULQJ
WKH5DGDU7KH3ODWLQXPV\VWHPLVSHUPDQHQWO\XSDQG Monitor System Route: 2SHQ DV DERYH DQG DFWLYDWH &ULWLFDO SRLQW RQ URXWH DODUP for
Target List
UXQQLQJLWLVRQO\VKXWGRZQE\VHUYLFHSHUVRQQHOLQFDVHRIUHSDLU ZD\SRLQWDSSURDFKDQG&URVVWUDFNDODUPIRUURXWHGHYLDWLRQ,QDGLVWDQFHDVVHWDERYH
Operating the Trackball:0DQ\GLVSOD\HOGVRQVFUHHQDOVRDFWDVEXWWRQVRULQSXWHOGV EHIRUHWKHQH[W:23ZKHHORYHUSRLQWDQ 2SHQZLWK7RROV!7DUJHW/LVW&OLFNRQFROXPQWLWOHWRVRUWURZVIRULHLQFUHDVLQJ5DQJHDV
RUGLDORJXH8VHWUDFNEDOOWRPRYHFXUVRUWRGHVLUHGHOGDQGWKHQEULH\SUHVV'2 or DODUPLVUDLVHG7KHFURVVWUDFNHUURUOLPLWIRU
VKRZQKHUH&OLFNDJDLQIRUGHFUHDVLQJRUGHUVHHVPDOOEODFNWULDQJOH&KHFNER[IRU$XWR
025( NH\0RVWIXQFWLRQVDUHRSHUDWHGZLWK'2FHQWUHEXWWRQFOLFNLQJZLWK025( ULJKW aODUPLVWDNHQIURPWKHDFWXDOURXWHOHJLQ
SortWRVRUWHYHU\PLQXWHDJDLQ0RYHFXUVRUWR&DSDFLW\WRVHHWKHUHPDLQLQJRQHIRU
EXWWRQRSHQVSXOOGRZQPHQXVHOHFWGHVLUHGHQWU\ZLWK'2Radar Keyboard:2SWLRQDO the;7'/,0FROXPQRIZD\SRLQWOLVW
$53$IRU$,6IRU$,6VOHHSLQJ&OLFNWRDWDUJHWOLQHRUWRDWDUJHWV\PEROLQWKH
GHYLFHZLWKNH\VDQGSRWHQWLRPHWHUVIRUPRVWIUHTXHQWRSHUDWLQJSURFHGXUHVNavigation 33,WKHOLQHLVKLJKOLJKWHGLQEOXHWKHWDUJHWV\PEROLVPDUNHG5LJKWFOLFNWRDWDUJHWOLQH
Sidebar: 1DYLJDWLRQDO IXQFWLRQV DUH DUUDQJHG LQ WKH WRS OHIW SHUPDQHQW DUHD WKH\ DUH DQGVHOHFW6KRZ'HWDLOVIRUIXUWKHULQIRDERXWWDUJHW7KHWDUJHWOLVWLVXSGDWHGSHULRGLFDOO\
GHVFULEHGRQSDJHSettings and Tools Sidebar:9DULRXVPHQXVIRU6HWWLQJVDQG7RROV &ROXPQ$JHVKRZVDFWXDOLW\RI$,6GDWD
FDQEHLQGLYLGXDOO\DUUDQJHGE\WKHXVHULQWKHERWWRPOHIWDUHD6HOHFWWKH6HWWLQJVEXWWRQ
LQERWWRPOLQHRUWKH7RROVEXWWRQWRRSHQDPHQXRIDVSHFLFIXQFWLRQJURXS
Headline
Parallel Index Lines (PI)
,IQRWLPHGDWDDYDLODEOHIURP*36\HOORZLFRQFOLFNRQ WRDGMXVWWLPH&OLFNRQ
6HOHFWRQHWRIRXUSDUDOOHOLQGH[OLQHVE\FKHFNLQJWKHER[HVLQWKH3,JURXS6HOHFWHG
WRDGMXVWEULOOLDQFH,IVFUHHQLVQHDUO\GDUNPRYHFXUVRUWRWRSOHIWFRUQHU &KDUWV OLQHVDUHVXSHULPSRVHGLQWKH33,DSSHDULQJZLWKWKHVDPHGDWDDVGLVSOD\HGODVWWLPH
SUHVV'2VHYHUDOWLPHVEULOOLDQFHFRPHVXSDJDLQ,IDYDLODEOHXVHNH\ERDUG 'LVWDQFHRIDOLQHLVDOWHUHGE\FOLFNLQJRQLWDVPDOOKDQGOHDSSHDUVFOLFNDQGKROG
6ZLWFKRQWKHoptionalFKDUWEDFNJURXQGLILQVWDOOHGE\VHOHFWLQJ(1& or &0DS
FKDUW KDQGOHDQGGUDJOLQHWRGHVLUHGGLVWDQFH
Heading & Speed GDWDEDVH&KDUWGLVSOD\VHWWLQJVDUHDYDLODEOHXQGHU3UHVHQWDWLRQ!&KDUW!'LVSOD\)RU %HDULQJLVDOWHUHGE\FOLFNLQJRQLWWKHQFOLFNDQGKROGOLQHDQ\ZKHUHEXWQRWRQWKHVPDOO
GHWDLOVRIWKHFKDUWRSWLRQUHIHUWREULHIRSHUDWRULQVWUXFWLRQV(&',63,/27
DGGRSWLRQ KDQGOHDQGURWDWHLWWRWKHGHVLUHGEHDULQJ7KHEDOORRQWH[WVKRZVWKHDFWXDOEHDULQJDQG
+HDGLQJDQGVSHHGVHQVRULQSXWFDQEHVHWWR$8727KHEHVWDYDLODEOHVHQVRULVFKRVHQ GLVWDQFHGDWDRIWKHOLQH%HDULQJLVGLVSOD\HGDVWUXH7DQGUHODWLYH5(/
DXWRPDWLFDOO\,IDVHQVRUIDLOVWKHEDFNXSVHQVRULIDYDLODEOHLVFKRVHQDQGDZDUQLQJLV 7DUJHWV
JLYHQ&OLFN VHOHFWDVHQVRUPDQXDOO\LIUHTXLUHG EBL and VRM (Toolset 1 & 2)
!)RUKHDGLQJDPDQXDOLQSXWRIWKHYDOXHLVQRWDYDLODEOH$Q\J\URRIIVHWKDVWREHLQSXW )XVLRQ$53$ $,6WDUJHWVDUHGLVSOD\HGVLPXOWDQHRXVO\,IIXVLRQOLPLWVDUHPHW
DWWKHFRPSDVVV\VWHP ERWKFDQEHPHUJHG6HOHFW2II$53$RU$,6WRVHWSULRULW\IRUVKRZLQJ$53$RU$,6 (DFKWRROVHWRIIHUVDYDULDEOHUDQJHPDUNHU950DQGHOHFWURQLFEHDULQJOLQH(%/
!)RUVSHHGDPDQXDOYDOXHFDQEHHQWHUHG&OLFNRQWKH67:OLQHVSHHGWKURXJKZD V\PEROVRUERWK EBL: &KHFN(%/ER[LQWRROVHWRUJURXS(%/LVVXSHULPSRVHGLQ33,DSSHDUVDVGLV
WHUVHOHFW6HW6SHHGDQGHQWHUWKHYDOXH)LQDOO\VHOHFW0DQXDOWRDFWLYDWHWKHVHWWLQJ 6OHHSLQJ 6HOHFW W\SH RI$,6 VOHHSLQJ WDUJHWV WR EH GLVSOD\HG DQG OLVWHG $OO$,6 SOD\HGODVWWLPHDOWHUEHDULQJE\DFOLFNRQLWLQ33,KDQGOHDSSHDUVFOLFN KROGKDQGOH
6SHHGRYHUJURXQG62*FDQEHVHWPDQXDOO\DVZHOOVHOHFW6HW6SHHGDQG6HW'ULIW &ODVV$&ODVV%QRQH,QDQ\FDVHDOOUHFHLYHG$,6WDUJHWLQIRLVSURFHVVHGDQG SXOOOLQHWRGHVLUHGEHDULQJLIUHTXLUHGFOLFNDQGSXOORULJLQWRGHVLUHGSRVLWLRQVRM: &KHFN
NH\LQWKHYDOXHVWKHQDFWLYDWH0DQXDO7KHFRXUVHRYHUJURXQG&2*LVFDOFXODWHG FDXVHVDQDODUPZKHQHQWHULQJJXDUG]RQHV$XWRPDWLFDFTXLVLWLRQRIGDQJHURXV 950ER[LQWRROVHWRUJURXS950LVVXSHULPSRVHGLQ33,DSSHDUVDVGLVSOD\HGODVW
$<HOORZ6\PEROLQIURQWRIDVHQVRUODEHOLQGLFDWHVWKDWWKHYDOXHKDVEHHQHQWHUHG WDUJHWVFDQEHVZLWFKHGRQXQGHU6HWWLQJV!7DUJHW WLPHDOWHUUDQJHE\FOLFNRQLWLQ33,IRXUKDQGOHVDSSHDUFOLFN KROGWRSXOOWKHULQJWR
PDQXDOO\$5HG6\PEROVKRZVVHQVRURUV\VWHPIDLOXUH 7ULDO6HHUHYHUVHVLGHRIWKLVLQVWUXFWLRQ WKHGHVLUHGUDGLXV
SETTINGS
NACOS Platinum Navigation SETTINGS
Operating Instructions Overview
1 Overview
This main chapter is dealing with the long-term settings which are typically done for a longer period, i.e.
several passages. Settings which are required for each voyage again, are described together with the
functional description, i.e. CHART FUNCTIONS for ECDIS related items.
Most of these long-term settings for your
NACOS Platinum Navigation are available from
the Settings bar. Click to the Settings Symbol
in the bottom left line of the screen and the
Settings bar will open for about 30 sec. Select
your item of interest.
If the setting bar disappears just open gain. The
display time has been limited in order not to cover
important navigational information more than abso-
lutely necessary.
Speed- Speedpilot Set control sensitivity and economy See main chapter
pilot Utilities Access to Speedpilot service tools SPEEDPILOT 4)
Track- Trackpilot Set rudder economy & control limits See main chapter
pilot Utilities Access to Trackpilot service tools TRACKPILOT 5)
The AIS Transponder System provides AIS data from other vessels (i.e. identity, position, speed, course,
and cargo) and objects around the own ship in a radius of about 20 NM (in reach of VHF radio). At the
same time it transmits own AIS data (as above) to other vessels in the vicinity (up to 20 NM as above).
If the AIS transponder on board is connected to the NACOS Platinum Navigation, data from other vessels
are displayed as symbols on top of the ECDIS chart or radar PPI.
The AIS system uses four different categories of symbols as follows:
- AIS targets: ships that are equipped with an AIS system
- SAR aircraft: search-and-rescue airplanes or helicopters
- Aids-to-Navigation: navigation marks, e.g. beacons and buoys
- Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic control
center.
The AIS targets and SAR aircraft can be activated and tracked in the same way as radar/ARPA targets.
Please refer to the separate main chapter about TARGET HANDLING.
Those settings, which have to be updated for each voyage, are described in the main chapter about AIS,
NAVTEX Printer, and other Subsystems, i.e.:
- Voyage data with destination and ETA
- Status with Power Off, and LRIT response, and display of SARTs
- Channel settings with low power mode for loading tankers and mooring
All operating actions can be performed on any workstation without the need for a particular switch-over
procedure. As far as the AIS settings and the information transmitted are concerned, the last operating
action applies.
It is also possible to make a setting manually, but this should only be done in
exceptional cases and following the advice of a local administration received by
radio, publications, etc. and only after having informed the ship's command
personnel accordingly.
Please refer to the main chapter about AIS, NAVTEX and other Subsystems for more information about
the list of status data, the channel setting, and any further settings (chapter only included in NACOS
Platinum Navigation system documentation).
Transmitter
Indicates whether the transmitter is switched ON or OFF. Prevent the AIS transponder from transmitting
completely by setting this entry to OFF (if AIS is connected for remote operation). Otherwise use the
separate operating unit (MKD) of the AIS transponder for switching off.
The transmitter should not be switched off except in justified exceptional cases,
because when it is switched off, own ship can no longer be detected as a target
by other ships and cannot participate in the communication between ships,
equipped with AIS. The status Transmitter On/Off is stored with date and time
in the Event Log and can also be called up after an accident at sea
LR Interrogation Mode
This line indicates the long-range interrogation mode of the AIS transponder system. The transponder
can be interrogated about own AIS data by using other communication systems, i.e. a SATCOM system.
Because this interrogation can be done over long distances compared to the typical VHF range for AIS,
it is called "long-range interrogation".
The interrogating station, i.e. a vessel traffic service center or harbor authority, specifies which data are
requested. The reaction of the AIS electronics unit can be set by means of the Long-Range Interro-
gation Mode.
- Auto: In the case of an interrogation, the reply is sent automatically. For the purpose of informa-
tion, the AIS Interrogation alarm appears; it should be acknowledged in the usual way.
- Manual: In the case of an interrogation, the AIS Interrogation alarm appears. By acknowledg-
ment, the AIS Interrogation dialogue appears. The reply is sent with the Reply button or is
instead prevented with the Close button.
2.3 Transmitter ON/OFF and Long-range Mode (AIS Model after 2010)
Transmitter
Indicates whether the transmitter is switched ON or OFF. Prevent the AIS transponder from transmitting
completely by setting this entry to OFF (if AIS is connected for remote operation). Otherwise use the
separate operating unit (MKD) of the AIS transponder for switching off.
The transmitter should not be switched off except in justified exceptional cases,
because when it is switched off, own ship can no longer be detected as a target
by other ships and cannot participate in the communication between ships,
equipped with AIS. The status Transmitter On/Off is stored with date and time
in the Event Log and can also be called up after an accident at sea
LR Interrogation Mode
This line indicates the long-range interrogation mode of the AIS transponder system. The transponder
can be interrogated about own AIS data by using other communication systems, i.e. a SATCOM system.
Because this interrogation can be done over long distances compared to the typical VHF range for AIS,
it is called "long-range interrogation".
The interrogating station, i.e. a vessel traffic service center or harbor authority, specifies which data are
requested. The reaction of the AIS electronics unit can be set by means of the Long-Range Interro-
gation Mode.
- Auto: In the case of an interrogation, the reply is sent automatically. For the purpose of informa-
tion, the AIS Interrogation alarm appears; it should be acknowledged in the usual way.
- Manual: In the case of an interrogation, the AIS Interrogation alarm appears. By acknowledg-
ment, the AIS Interrogation dialogue appears. The reply is sent with the Reply button or is
instead prevented with the Close button.
1)
Low Power Mode: For safety reasons (possible explosion) the transmitting power of AIS transponders on
tankers is automatically reduced to low power during loading and unloading. No user operation is required as long
as the type of vessel is configured during installation to Tanker and the navigation status is Moored and not moving
faster than 3 kn (valid for transponders acc. to new IEC standard 61993-2 ed. 2.0 from 2010-10-19).
An ARPA target and an AIS symbol may represent the same object. In
order to determine if this is the fact, ARPA and AIS data for distance,
speed and course are compared. If the difference in data are within
preset limits, the targets will be associated if this function is activated.
In this case, only one of the symbols is shown. Anyway, both targets will
be continuously tracked. The blanked-out symbol will appear again auto-
matically if the differences in data exceed the preset limits.
The limits required for this function are set here.
It is possible to define the priority for showing an object as ARPA or AIS
targets for the case that target fusion is active for a tracked target. This
means that one of the symbols can be suppressed on the PPI. Addition-
ally, it can be defined for a single selected target on the PPI to show the
suppressed symbol for a limited period of time.
Fusion Distance
If the distance is less than the set limit, the ARPA and AIS target are displayed as one target. Choose
between 0.1 and up to 0.3 NM.
Fusion Course
If the course difference is less than the set limit, the ARPA and AIS target are displayed as one target.
Choose between 5 and up to 35 degree.
Fusion Speed
If the speed difference is less than the set limit, the ARPA and AIS target are displayed as one target.
Choose between 0.5 and up to 1.5 NM.
Depth Limit
Enter the depth limit and check the corresponding
box for an alarm.
Under-Keel-Clearance
Enter the under-keel-clearance and check the
corresponding box for an alarm.
Alerts
The first three alerts are part of the chart monitoring:
1. Activate the Safety Contour Alarm if you wish to
have an alarm on crossing the safety contour indi-
cating shallow water areas. For the setting of the
safety contour please refer to Depth Contour.
2. Activate the Special Area alert, if you wish to
have an alarm or indication on touching a
restricted area, caution area, traffic separation
zone, or a buoy or beacon.
It can be chosen whether this notification will
be raised as an alarm or an indication.
3. Activate the Obstruction ahead indication if
you wish to have an alarm on touching an own safety line, or dangerous user symbol like a wreck.
The next two are part of the track monitoring:
4. Activate the Critical point on route alarm if you wish to have an alarm on reaching the next
wheel-over point.
5. Activate the Cross-track alarm if you wish to have an alarm on cross deviation from the planned
track. The limit can be set during route monitoring.
Please refer to the main chapter about ROUTE PLANNING AND MONITORING for more details.
Look-Ahead Sector
Show on Chart activates a virtual sector in front of the ship,
formerly known as "guard sector".
For this ECDIS Monitoring function, the program constructs a
monitoring sector (ahead sector) with an adjustable sector width
and length which can be defined here.
In the example, the sector has a length of one mile and a width
of 250m at its end.
The guard sector opens out from own position in the direction
of the ship's movement and is carried along with the ship.
The monitoring is performed both with the look ahead sector
and with own position (i.e. the own ship contour).
It takes place for chart objects as activated above and for user symbols like wrecks, and obstructions.
The monitoring is therefore independent of whether the display of these objects is switched on or off.
Whenever a monitored object is within the defined range of the sector or it touches or overlaps the ships
contour, an alarm is raised.
Even when the function Show on Chart is switched off for display, in any case the defined look-
ahead sector monitors against the objects under Alerts in the frame below.
It might be an advantage to switch off the look-ahead sector monitoring if the speed is very low or
the ship is stationary.
If a target has not been tracked before entering the acquisition/guard zone, the Target Auto-Acquired
alarm appears.
If a target has already been tracked when it entered the acquisition/guard zone - the Target Entered
Guardzone alarm appears.
After acknowledgment of the alarm, the automatic target tracking starts and afterwards
- it is marked with the flashing symbol or if the function TRUE SCALED TARGETS is active,
the AIS target can be shown with the true scaled outlines in the small ranges
- The capacity of the target tracker is restricted to 40 activated and 200 sleeping targets.
If there are already 95% of the maximum number of ARPA targets or 95% of the maximum number
of AIS targets being tracked or acquired, the Check ARPA/AIS Target Capacity warning appears.
In this case, at least one unimportant target must first be deleted before another target can be
acquired.
If there are already 100% of the maximum number of ARPA targets or 100% of the maximum
number of AIS targets being tracked or acquired, the ARPA/AIS Target Capacity Exceeded
alarm appears. In this case, at least one unimportant target must first be deleted before another
target can be acquired.
Dangerous Targets On
This function is activated under Settings -> Target. Targets
which are tracked by the ARPA and also AIS targets can auto-
matically be marked as dangerous targets by the automatic
collision avoidance computation if their closest point of
approach (CPA/TCPA) is lower than the limits set in the Alarm
Limits group. As a result,
- the Dangerous Target alarm appears,
- the target which has caused the alarm is indicated on the
chart by means of the flashing symbol or ; if
a sleeping AIS target has caused the alarm, that target is
automatically acquired in before hand. The flashing of the
symbol stops after the alarm Dangerous Target for the
appropriate target has been acknowledged. The alarm is
kept in the alarm list.
Select one of the items from the Settings bar to open the corresponding menu.
Categories
Select one of the display categories for the details
that are to be shown in the chart.
- Base is providing coast lines and obstacles only
and is not sufficcient for navigation.
- Standard is sufficient for voyage planning and
monitoring.
- Primary is covering Base plus buoys and
beacons and is used for chart radar.
- All contains above categories and all other
display groups of the electronic chart.
- Customized allows the user to make all
settings individually. Click to Adjust to select
each item.
The selected category (Base, Primary, Standard, All, Customized)
is indicated in the top status line of the application area.
When vector charts are being used, it must be ensured at regular intervals (e.g.
after a change of watch) that all of the necessary display groups are being
displayed. Not even the Display Standard setting guarantees the completeness of
the display.
Advanced
Symbols and Areas Select between paper chart or simplified presentation.
Text Labels Can be switched on in steps: none, few, normal (for navigation), and all.
Additional Information Check corresponding controls or select the appropriate drop down-
menus if required.
Highlight Updates None, Last or All updates are highlighted depending on the choice.
Conditionally Displayed Features
These features can be set depending on date or scale.
Within Effective Dates: Objects are displayed only during the time periods entered in the
electronic chart.
Within Effective Scale: Objects are displayed only in the scale for which they have been
defined.
Background for No-Data Areas
If RADARPILOT is installed, and selected, this menu line is shown. Select the background for No-
Data areas in Chartradar mode (ENC=ON), either dark or no-data pattern.
The whole colour scheme for day and night is shown in the diagram
below.
Chart zero
Shallow contour
Draft
Safety depth
Safety contour
Deep contour
"Day" color
Brown Green Blue Lightblue Grayblue Lightgray scheme
Prediction
If the prediction has been activated, a curved head-
line is shown in addition to the own ship symbol.
Select Alternate Color to change the color of the
curved headline for easier identification.
Stern line
Stern and Heading Line
Add stern (- - - -) and heading (------) line by clicking
into the corresponding box. Both lines are displayed as
far as the edge of the PPI.
1) Normally (depending on the size of the ship) 1,5 or 0,75 NM and below
Refer to the following picture to identify the items that can be superimposed as additional information
to the route.
Waypoint number
SAR Aircrafts and Vessels are equipped with AIS transponders. The type of
ship is set correspondingly to SAR aircraft or SAR vessel. Special symbols are
used for presentation in ECDIS and Radar as follows:
The SAR aircraft symbol is oriented in the direction of the COG of the aircraft.
The length of the symbol is 6 mm.
The SAR vessel symbol is oriented in the direction of the COG of the vessel.
1) If ARPA targets are received from external radar, only the target number is available.
AIS Search and Rescue Transmitters are typically available as hand-held devices on the bridge or in
a lifeboat (called AIS-SART), or integrated into a life vest (called AIS-MOB), or as a floatable EPIRB
(called AIS-EPIRB).
They are transmitting the position of the device as derived from an integrated GPS receiver.
If the AIS transponder on your own ship is
receiving such a message instead of the stan-
dard AIS symbol a special symbol is used for
presentation in ECDIS and Radar as follows:
The SART symbol for all three applications
(SART, MOB, and EPIRB) is represented by a
crossed circle in red colour.
If a SART device is transmitting in test mode
instead of active mode the colour changes from
high-lighted red to orange. The display of
SARTS in test mode can be suppressed under
AIS settings (for later AIS models), see also
page 104. The display of SARTs in active mode
can not be suppressed.
By moving the cursor to the SART symbol a
window opens with more detailed information
where the name of the target is either SART,
EPIRB, or MOB and the status can be ACTIVE
or TEST.
Suppress display of
The example to the right is showing an MOB SARTs in test mode
ACTIVE device (Man-over-Board).
An AIS-MOB and a manually set MOB symbol are handled completely different.
The manually set MOB Symbol is starting on the actual ship position, it can be corrected
manually if required, and is drifting with set values for wind and current.
The automatically set AIS-MOB Symbol is controlled only by the received AIS messages
from the SART which is integrated in the life vest. It can not be corrected in position, it is not
connected to any manually set MOB symbol and can not be merged with any manually set MOB
symbol.
- REL Motion
Own ship's position is fixed; the chart or radar video moves relative to own ship in accordance with
the movement of own ship. As far as the PPI/chart area orientation is concerned, it is possible to
choose between Head-Up, North-Up and Course-Up.
Users can drop individual symbols selected from a library into a chart in addition to the existing chart
symbols. These symbols are called user symbols. Various user symbols are available starting from
different buoys, lighthouses, wrecks, radio stations etc. Lines, areas, and events can be dropped as well.
The presentation of these user symbols can be
adapted individually by the menu shown to the
right. The parameters are the same as for the
chart symbols, choose between Simplified or
Paper Style and Text Labels in four steps
from none to all.
Further-on the visibility group can be selected.
Click to the box Show All to see all user
symbols irrespective of the group they are
assigned to.
Select a user defined group to see only symbols which have been assigned to a group before.
Click to Select User Defined Groups to open
the sub-menu as shown to the right for further
details.
The menu presents a list of all user defined
groups and their current visibility status.
In the example the group for Glasgow Approach
is On, the same applies to Bristol Approach.
Click to the small triangle at the end of each
group related line to set this group to On, Off,
or depending on the active route. If the cursor
is moved over the route entry, a tool-tip opens
to indicate the catalog where this route can be
found.
If a group is set to Depend on Route, all symbols of this group are visible, as long as this route
is active.
Several groups of symbols can be set to always visible (On) or to depending visible (Depend on
Route) at the same time.
A typical example are two groups of symbols supporting the approach of an inland river harbour.
One group is supporting the upstream route and the other one is supporting the downstream route.
So one group is set depending on the active upstream route and the other is set depending on the
active reverse route.
-> On the keyboard, manual tuning is performed by turning the Gain knob.
For further details about Rain and Sea the filter please refer to the main chapter about RADAR FUNC-
TIONS.
6 Sensor Settings
The Sensor Setting group provides a menu for the draft setting of vessel and for the sensor monitoring.
The navigation data of the selected sensors can be automatically monitored by making a comparison with
the corresponding data of redundant sensors (if connected, i.e. 2nd gyro).
If a limit value is exceeded, an alarm appears. You can specify whether the monitoring shall take place
and what the alarm limit value should be. Furthermore, you can choose between several comparison
sensors.
For position monitoring, it is also possible to decide whether the limit value is to be automatically adapted
to suit the sensor types that are being monitored.
The settings are made in the Sensor Integrity Monitoring dialogue under Settings > Sensors:
Click to Settings
Current difference
between the selected
sensors
Currently acti-
vated sensor
Switching the
Monitoring on/
off
This navigation system is designed as a Consistent Common Reference System (CCRS). It references all
horizontal measurements such as target range, bearing, relative course, relative speed, closest point of
approach (CPA) or time to closest point of approach (TCPA) to one single point on-board, the Consistent
Common Reference Point (CCRP), typically the conning position of the bridge.
The offset between the installation location of a navigation sensor i.e. for position, speed, or heading
and the CCRP is compensated by the NACOS Platinum Navigation system 1).
The CCRP can be selected by the user, the default setting is the conning position 2). The relations are
shown in the following two diagrams.
Measurements relative to
the Conning Position
(CCRP = Conning)
For measurements relative to the own ship (EBL, VRM, Cursor, target data) on the NACOS Platinum Navi-
gation the Conning Position is used normally. In contrast to a RADAR system, where the reference may
also be the position of the radar antenna, in a stand-alone ECDIS no alternative reference position than
the Track Control position can be selected by the operator.
1) If a RADAR application is installed, the offset between a radar antenna position and the CCRP is compen-
sated as well. If multiple antennas are installed, there is a provision for applying different position offsets
for each antenna in the radar system. The offsets are applied automatically when any radar sensor is
selected
2) For comparison with radar it can be set to the just selected radar antenna.
Super Home is the first screen that is displayed on screen after start-up of the MFD. Super Home will
help you in quickly starting the main applications, and provide help in finding specific functions through
the home pages of the individual applications. When you are working with the system, you can return
to Super Home by using the Super Home shortcut in the main menu or the button.
Super Home provides links to:
All main applications start pages: RADAR, ECDIS monitoring, ECDIS planning, Conning and
Machinery / Automation
Secondary applications like AIS, Autopilot, Maintenance and possibly third party applications
Documents that help you getting started.
Super Home has a title bar and menu bar, for details see page 133. Clicking on the button will
open the Super Home page regardless of the current active application.
The top row of applications of the Super Home page displays the main or primary applications that are
installed in the system, in the example: RADAR, ECDIS, Machinery, and Conning. The thumbnail pictures
of the applications are click-able and will link to the respective application. For example, if you click on
the RADAR thumbnail, this will open the RADAR application.
The first link below the thumbnail of a main application is the link to the start page of the application.
Additional links will lead you to important functions in the applications. The second line of thumbnails
contains shortcuts to groups of functionality that are considered a logical group or additional application.
For familiarization with the product, it is possible to select from the quick-links:
Take the Tour opens a presentation with a short introduction into the operating.
Read Documentation opens a PDF viewer with this manual.
Each application comprises two main areas: the sidebar and the application area.
The sidebar on the left provides access to details and functions of the applications.
The application area located on the right shows the main window of the active application, i.e. the ECDIS
chart or a RADAR indicator.
Title Bar
Navigation
Sidebar
Application Area
Tools Sidebar
Menu Bar
The general screen layout, especially the size of the different areas, may vary between the different
available applications.
The title bar provides information and functions which are permanently available in the system.
The figure above shows an example of the title bar with the ECDIS application being the active applica-
tion. The information and functions provided are explained in the following.
2.3.1 Brilliance
You can use the / buttons in the top left corner to toggle between the available color schemes
for different ambient light conditions. The button for raising the brilliance is the most top left button,
which can be even hit with the mouse if the whole screen is nearly dark.
Five different color schemes are available for different ambient light conditions. The brilliance is toggled
between 5%, 20%, 60%, 80% and 100%.
The brilliance of the monitor does not change stepwise, in fact it changes smoothly from the
previous setting to the actual desired value.
100% 20%
However, you can also individually adjust the brilliance of the screen. If you press the MORE key (right-
click) on the / button to open the Brilliance menu. To adjust the settings, click on the right or
left of the slider or drag the slider. The new value is shown on the right and the screens settings are
adjusted accordingly.
There are no knobs or other controls on the monitor(s) to adjust the brightness.
The use of the brightness controls may inhibit visibility of information, particularly when
using the night color tables!
Both date and time will be displayed permanently in the title bar:
The symbol indicates that external synchronization of system time is not available so that system
time is running on the internal clock in the time-master DPU. Once the external time source becomes
available again, i.e. from received ZDA sentence of GPS receiver, the time is adjusted accordingly, and
the yellow symbol disappears. In that case no user settings are possible.
There are different possibilities available to verify the alive status of the PC which are listed and explained
below.
The Monitor
A green LED at the lower right corner of the monitor indicates the running connection to the PC
computer. If the connection is lost or disturbed, or the display has been switched off, the LED will stay
green but start flashing once per second and the screen will normally become dark. If the LED changes
to orange the monitor is in stand-by mode waiting for sync signal, red indicates the switched off status.
The LED will flash red in case of excessive temperatures.
The Panel PC
The Panel PC combines monitor and PC in one system. Therefore the status of the LED is slightly
different. A green LED at the lower right corner of the monitor indicates the running PC. If the LED
changes to orange the monitor is in standby mode waiting for the correct full resolution sync signal from
the internal PC, red indicates the starting sequence where the PC is just loading the BIOS. The LED will
flash red in case of excessive temperatures. If the display has been temporarily switched off by the user
or the Panel PC has been switched off, the LED is off as well.
As mentioned before, the screen is divided into the application area and the sidebar.
Navigation
sidebar
The sidebar itself is divided into the Navigation Sidebar and the Tools Sidebar.
The Navigation Sidebar contains the navigation data controls and indicators.
The Tools Sidebar provides menus for presentation, settings and tools.
The elements are grouped. In the following chapters, each group of the Navigation Sidebar will be
described separately.
3.1 Display
This group affects the general settings of the applica- Screen stabilization
tion area:
3.1.1 Orientation
Selection of Head-Up automatically switches back the ECDIS to Monitoring mode because the Plan-
ning or Browse mode is only supported in North-Up and Course-Up orientation.
1) The definitions for Head Stab and Head Up are following the new Edition 2 of the IEC radar standard 62388.
3.1.2 Range
The display range can be chosen from a selection of ten nautical ranges (PPI
radius between 0.25 NM and 96 NM) and two docking ranges (PPI radius 250 m
and 500 m).
In the nautical range and also in the docking ranges, all distances are stated
in NM and all speeds in kn.
If the range selection is done by means of the radar keyboard, the ranges are
selected stepwise (up or down).
If instead of ENC an ARCS chart has been selected by the user, the range indi-
cation is given by the available scales of the installed ARCS charts and
displayed i.e. like 1 : 75.000
The Range can also be set by means of the optional radar keyboard or by the zoom
control.
RANGE
3.1.3 Rings
Fixed range rings can be displayed. Range rings are concentric circles with the reference position as their
center 1), and are situated at equal distances from one another.
Depending on the selected range, the radii of the rings and the distances between them are different:
Range 250m 500m 0,25NM 0,5NM 0,75NM 1,5NM 3NM 6NM 12NM 24NM 48NM 96NM
Distance 50m 100m 0,05NM 0,1NM 0,25NM 0,25NM 0,5NM 1,0NM 2NM 4NM 8NM 16NM
Ring
The Reference Position for all nautical tasks carried out by the user on his
NACOS Platinum Navigation workstation is fixed to the CCRP (conning) and the
Track position at the bow. For radar applications the Radar position is added in
the selection list.
Instant 1
- Own ship's course 60, speed 20 kn
- Two moving targets, courses 60 and 150, speed 10 kn for both
- Two fixed targets
- Two grid lines showing the alignment of the electronic chart
Instant 2
The same scenario, but after an own ship's course change to 10 (all other data unchanged).
Displays of the following are set: Own ship symbol, course and speed vectors, past plots of the targets.
Except in the case of True Motion, the center of the screen excerpt shown is the own ship's position
that was set with Set center function of the context menu in the PPI/Chart Area.
The display of the own ship symbol is depending on user selection and on the selected display range
if "true scaled" is switched on in the Presentation tab.
Instant 1 Instant 2
Instant 1 Instant 2
Instant 1 Instant 2
Instant 1 Instant 2
This chapter describes the navigation sensors available in the system. The main navigation sensors used
for the heading, speed and position instruments are monitored depending on the sensor selection
mode. Those sensors which are available twice or more in the installation can be supported by an auto-
matic selection mode indicated by AUTO in the different displays.
The automatic selection mode is the default setting after start or restart of the
system.
- If the selection mode is AUTO the switching over to another sensor of the same type is done with
a warning indicating the new sensor selection.
- In AUTO mode the switch over to a manual sensor (Manual Speed or Manual Position) is accompa-
nied by an alarm if the manual data have not been set before.
- If the manual sensor selection is chosen the switching over to the backup sensor must be done
manually after the respective alarm or warning has been given.
- In the meantime (until a new sensor has been selected) the system is using the last valid values of
the disturbed or faulty sensor which produced the alarm.
- It is required to perform the switch over to the new sensor as soon as possible, but not before its
data have been checked for plausibility and correctness.
In any case (in manual or automatic sensor selection mode) the set data for the
sensors running in manual mode must be checked regularly and a real sensor
must be selected as soon as possible.
Details are given in chapter ALARMS as required in the explanations to the different sensor alarms.
Yellow
Input from the process is disconnected in the software, and the value is entered manually by
the operator
Red
Error in the Control and Supervision system, the indication is invalid or the value received
from the sensor is outside the legal limits
1) The sensor selection list is depending on the navigation sensors connected to the system.
Be aware that a missing or wrong speed input to the compass system can also produce
remarkable course errors.
The value for heading is the direction the bow of the own ship is pointing at. It is
derived from the compass system of the ship. Behind the heading value, the actual
choice and the selection mode of the heading sensor is displayed.
Auto
Means that the heading sensor is chosen by the system automatically. The best
available sensor will be used. If a failure occurs on the actual sensor, the backup
sensor is chosen, if available, and a warning is given.
Gyro x
From the number of gyro compasses that are connected to the system, one can be chosen to be used
as heading sensor. Sensor selection mode is manual.
Manual 1)
The actual course of the own ship can be entered manually. In
case a manual value is present, the indication of the value is
preceded by a yellow circle in the same line.
Speed sensors are treated as part of the CCRS. (See page 129 for details). This means that the indicated
speed data and the speed vector displayed in the PPI/chart area are valid for the reference selected for
the CCRS, see page 142.
Two different values for the speed of the ship are displayed:
- STW: Speed through Water
Only the longitudinal speed (i.e. the speed in ships direction) is indicated behind STW. An arrow-
head describes the ahead or astern velocity. The speed through water results in a speed vector
described by CTW, STW. The speed through water often is not equal to the speed over ground, set
and drift may influence the measurement. Speed logs for water speed (single axis log) often do only
measure the longitudinal speed, i.e. the speed mainly produced by the propulsion of the ship. In
this case the CTW is equivalent to the actual heading.
The resulting velocity is also indicated as a CTW/STW vector on the HMI and graphically in the PPI/
chart area.
- SOG: Speed over Ground
The speed over ground is the most accurate and best way to determine the ships speed. It is often
measured by two-axis logs, Doppler-logs or alternatively by position sensors which calculate the
ships speed from the difference of positions and the time elapsed while sailing.
The resulting velocity is indicated as a COG/SOG vector on the HMI and graphically in the PPI/chart
area.
AUTO
Means that the STW or water-speed sensor is chosen by the system automatically. The
best available sensor will be used. If a failure occurs on the actual sensor, the backup
sensor is chosen if available, and a warning is given.
Log x
The selected speed log is used as system sensor for water speed. The sensor selection
mode is manual.
Manual
The actual STW of the own ship can be entered manually. In case
a manual value is presently used, the indication of the value is
preceded by a in the same line.
Before having changed the speed sensor to manual mode, use the Set Own ship symbol with vector.
Speed... function in order to enter the desired value, which should
match as good as possible to the real speed through water of your Ground Water
COG/SOG CTW/STW
ship.
1) The selected CTW/STW vector for speed through water is used as the data source for Water Stabilization of
the targets in the radar PPI/chart area.
2) Transversal speed information is only available if a 2-axis speed log is connected.
1)
The selected COG/SOG vector for speed over ground is used as the data source for Ground Stabilization of
the targets in the radar PPI/chart area.
AUTO
Means that the speed over ground sensor is chosen by the system automatically.
The best available sensor will be used. If a failure occurs on the actual sensor,
the backup sensor is chosen and a warning is given.
Manual Sensor Selection
Log x
The selected speed log is used as system sensor for ground speed. If the selected
log is a single axis log, it is advisable to enter set and drift to correct for tidal
currents.
GPS x
Position sensors may be selected as input for SOG values. See also hint on page 150 for details.
REF TGT
speed input can only be selected on radar systems and if, as a minimum, one tracked target
is selected as a reference target (shown as on the PPI).
R1
STW
Sets the SOG to the same value as STW. In this case it is advisable to enter set and drift to correct for
tidal currents.
If set and drift are not set or initialized, it may happen that the COG/SOG data will be made invalid.
Manual
The actual STW of the own ship can also be entered manually. In
case a manual value is presently used, the indication of the value
is preceded by a in the same line.
Before having changed the speed to manual mode, use the Set
Speed... function in order to enter the desired value.
Setting a manual speed value for the SOG instrument often
also requires the manual Set and Drift input, in order to
correct for the set and drift created by wind and waves and
the current
Manual speed and REF TGT speed input are only to be used as temporary solution. In
both cases it must be observed repeatedly if the values used are still valid and stable.
Yellow
The sensor is disconnected from the application, and the value is entered manually by the
operator
Red
Error in the Control and Supervision system, the indication is invalid or the value received
from the sensor is outside the legal limits
Position sensors are treated as a part of the CCRS. See page 129 for details. This means that the LAT/
LON values indicate the position of the selected reference (CCRP/RADAR/Track). For this function the
sensor locations defined on service level are utilized.
It must be noted that the necessary accuracy is achieved only if all positions used relate
to the same chart datum, preferably WGS 84.
If more than one position sensor is connected to the system, a position monitoring function will auto-
matically be activated and will be running on the PC 1).
The data transmitted from a position sensor to the system may contain additional information about
validity, sensor type, sensor mode etc. These data are combined in the sensor label shown in the position
display, examples are as follows:
Types: GP (for GPS), GL (for GLONASS), GA (for Galileo), LC (for LORAN C), IN (for INS)...
Modes: A (for autonomous), D (for differential), P (for Precision), R (for RTK), F (for float RTK)...
(Modes E (for Estimated), M (for Manual), S (for Simulation) are not accepted as valid input data)
Changing the position sensor will also have an effect on the position monitoring function.
The sensor selection list is dependent on number, type and mode of the position sensors connected to
the system.
AUTO
Means that the position sensor is chosen by the system automatically. The best
available sensor will be used. If a failure occurs on the actual sensor, the backup
sensor is chosen and a warning is given.
mGPS n
Selects the desired position sensor from the list of available sensors in the system.
m indicates the sensor mode,
GPS may be replaced by another sensor type,
n indicates the sensor number.
As long as the mouse pointer is positioned above the depiction of a sensor, the
position data delivered by this sensor and also the offset position of the sensor
from the actual CCRP position are displayed in a tool tip window.
Manual DR
As long as Manual DR is selected, the manually entered posi-
tion will be used as the basis for all further position calcula-
tions by dead-reckoning. This method uses the gyro heading
and the speed of the selected COG/SOG speed sensor to esti-
mate the own-ships position. In case a manual value is
present, the indication of the value is preceded by a in the
same line.
The accuracy of the dead-reckoned position (shown in the position display as: Manual
DR) must be checked continually, because its accuracy is very poor and its position error
is increasing over time. For safety reasons, an available position-sensor must be selected
as soon as possible.
Set Estimated...
The actual position can be entered manually by means of the on-screen
keyboard.
After a position sensor failure the last valid data received from the
sensor are automatically present in the input fields. Be sure to correct
the data input if the last valid data taken over from the sensor are no
longer valid.
In addition to the selectable position plot of the 2nd position sensor (see 2nd Past Track) for display in
ECDIS mode, the NACOS Platinum Navigation system provides a sensor integrity monitoring.
If a second and independent sensor is available
for one type of navigation data (i.e. position, or
speed,...), an additional sensor monitoring can
be activated.
The main sensor is monitored by comparing its
data with the selected secondary sensor. Limit
values can be set by the user.
If the secondary sensor is not available or is
showing a large deviation from the primary
sensor, a warning is given. In addition this new
status is indicated next to the sensor data field
with a yellow symbol similar to the caution
symbol as used for alerts. The same yellow
symbol appears, if the monitoring for this sensor
is switched off by the user.
Dead-Reckoning
Integrity monitoring of position data is supported by two monitoring processes in parallel:
1. The first process compares the selected position sensor
(i.e. GPS 1) with the selected secondary position sensor
(i.e. GPS 2). If the comparison fails, the Position Moni-
toring Warning is given.
2. The second process compares the selected position
sensor (as above) with a dead-reckoning position (DR)
based on SOG and COG. If the comparison fails, the DR
Monitoring Warning is given. By acknowledging this
warning, the DR process is automatically reset.
The yellow caution symbol shown above in front of the position menu appears, if both position moni-
toring processes fail of have been switched off.
For various reasons, it can happen that the position of the electronic chart on the screen is not in agree-
ment with reality (i.e. with the ship's own position). In such cases, the Position Adjust function offers
the possibility of adding the necessary correction value to the system position.
Position Adjust is used to correct a constant position-error (position offset) of the selected position sensor
or of a manually set position in Manual DR mode.
The Position Adjust function must be used extremely carefully! An offset is added
to the received position data, which will have an impact on all applications based
on or using position data!
The position error can be corrected manually by making the video or symbol of a fixed target coincide
with its chart symbol:
1. Switch on a sufficiently small display range to be able to observe and measure the position offset.
If no radar targets are available as a reference use other means to determine the position error.
2. Click on the Adjust button in the Position display. In the input dialogue which then opens, key in
the North and East values of the offset you want to eliminate. South and West values must be set
as negative values.
Note: If the chart object is located north / east of the relevant radar target you must key in a North /
East value and vice versa. With other words: you must shift the chart object to the radar or ARPA target.
3. Clicking on Set in the input dialogue takes over the offset value 1).
4. As a result, the correction values displayed in the Adjust dialogue take effect as a position offset
and this offset is added to the position data of the sensor.
The entire track and chart synthetics move by an amount equal to the position offset. With
other words the own ship's position jumps on the screen (the PPI / chart area) exactly by that
offset.
The position offset that is entered continues to be displayed in the Adjust dialogue.
In this way, each direction (N/S and E/W) can be corrected by up to 999 m.
The LAT / LON data are marked with the manual input symbol as long as a position offset
is applied.
5. Check that the other symbols of the chart and the AIS target symbols too now coincide as well as
possible with their radar echoes. If necessary, the steps 2 to 3 can be repeated to correct the posi-
tion offset.
If the entire video has a rotational displacement relative to the chart, this indi-
cates that there is probably a compass error which cannot be deleted by a posi-
tion offset. Either the synchronization within the compass system is inadequate
(this must then be corrected) or the compass system itself has a static or dynamic
course error. This should, if possible, be corrected in the compass system.
Check regularly whether the position offset is still valid, especially after a change
of positional accuracy from DGPS to GPS and vice versa or after selection of
another position sensor.
When the watch is changing over, the selected offset must definitely be pointed
out to the new officer of the watch.
Basically, the display of vectors and trails depends on the way of speed
determination within the system.
As mentioned before, the calculation principles for relative or true data have some important differences:
The relative data are calculated directly by the ARPA. The ARPA uses the plots of consecutive antenna
scans in order to calculate relative course and speed of the target. Out of this, CPA and TCPA can be
calculated.
In order to calculate true data of a target, the own ships course and speed must be known. The accu-
racy of the true data calculation depends on the accuracy of the sensors from which the own ships
course and speed are provided.
If there is any doubt that the own ships speed data are not correct, use the REL
target data and PPI presentation for collision avoidance purposes!
For true vectors and trails it can be selected if the ground speed or water speed based stabilization shall
take place. Ground stabilization is normally used for all kind of navigational functions. Water stabilization
is often used for anti-collision functions. In case of relative display mode, the stabilization is not relevant.
Select
- Ground
for Bottom Track computation. The speed over ground (see COG/SOG) will be
used to determine the true vectors and trails.
- Water
for Water Track computation. The speed through water (see CTW/STW) will
be used to determine the true vectors and trails.
The position plot of the own ship and the path prediction are always ground stabilized (i.e. use the COG/
SOG vector).
3.3.2 Vector
The direction of the own ship speed vector corresponds to the existing Own ship symbol with vector.
course of the own ship. The length corresponds to the existing speed
of own ship. Ground Water
Together with the calculated speed vectors of the tracked targets, the
display of the speed vector can be switched on and off, and the time
represented by the displayed vectors can be specified. Furthermore, it
can be seen from the vector symbol of own ship whether the vector is
relative to the sea (Water selected in Stabilization = one arrow-
head) or relative to the bottom (Ground selected in Stabilization =
two arrow-heads).
Vectors of targets can be displayed as true or relative. In relative
vector mode the own ships vector is not shown.
The length of the vectors depends on the time that is selected in the
drop-down list, choose between Off, and 1 to 9 minutes.
3.3.3 Trails
For radar echoes moving on the PPI, video trails can be displayed. These trails can be
used as synthetic afterglow of the target video. Trails are generated from previous
antenna scans and can be varied as follows:
- The display of trails can be switched on and off.
- Their length can be specified.
- If the screen stabilization is set to Rel. Motion, the trails can be displayed with
the PPI/chart area orientation North-Up and Course-Up relative to own ship or
with true (absolute) orientation, i.e. in relation to the sea bottom or water stabi-
lized.
- The trail history can be deleted so that they have to build up again
by the setting Off in the menu and selecting the time again
by a MORE click into the PPI and selecting Clear Trails
In the true display mode, trails make it possible to reach a conclusion quickly about the maneuver
performed by radar targets. In the relative display, the trails provide a quick overview of the danger situ-
ation (a constant bearing can quickly be recognized). However, only qualitative information can be
obtained from them.
If the trails are lengthened, they reach the new specified length only after the time differ-
ence (i.e. in the case of switching over from 4 to 12 minutes, 8 minutes will pass before
the trails correspond to a length of 12 minutes).
The reduction of the trail length too takes some time.
Deletion of Trails
Click on the PPI area with the MORE key. In the dialogue that is opened as a result, click Clear Trails
with the DO key.
The trails are also deleted whenever a switch-over occurs which changes the entire radar video
transceiver selection or range, but they then appear again and build up over time.
3.3.4 Plot
If the time interval for past position plots is lengthened, it reaches the new specified length
only after the time difference has passed (i.e. in the case of switching over from 6 to 12
minutes, 6 minutes will pass before the past position plots correspond to a length of 12
minutes).
The reduction of the interval too takes some time.
3.3.5 Predict
3.4 Charts 1)
The chart content itself can be adjusted to an operator selectable level. Select
Presentation, Chart and Display from the expander in the Display Sidebar to
access the details of possible settings. On the same expander the displayed depth
contours and depth shades can be set
1)
The Charts Drop Down Menu and the Charts Status Line are only active if the ECDIS application is installed.
If only RADAR is installed, the drop down menu remains inactive.
Warning Field
Non ENC (with yellow or orange warning symbol), this is only visible if the ENC vector charts on screen
and at least one part of the screen is filled with data from a "Non Official Vector Chart".
In the Cursor-Tool-Tip of this part of the screen the text: "Non-IHO data may not be used for navi-
gation. Please refer to paper chart." will be visible in that part of the screen.
Depth Field
[m]: The actual units for chart depth values belonging to the chart cell at the own ships position in True
or Relative Motion mode or at the center position of the chart area in Browse mode.
Status Field
Over-scaled Xn.n: The chart cell at the own ships position in True or Relative Motion Mode or at
the chart center position in Browse Mode is displayed with a larger scale than defined for this cell. The
actual over-scale factor is displayed as Xn.n. (e.g. X2.5 means that the chart is displayed with Range 2.5
times smaller than normally defined).
The text Better scale available will be displayed here (additionally) if a chart is available at the same
position with a better 'Navigation purpose' (smaller scale). More chart details will be made visible if you
change to a smaller display range scale. The text No ENC available will be displayed here if no chart
with an appropriate scale exists at the own ships position. In the Cursor-Tool-Tip of this part of the
screen a detailed text will be displayed additionally.
Fusion
Defines temporarily the priority for showing the ARPA or AIS
target symbol and target data in case that the defined target Merged Radar
association limits are fulfilled. and AIS target,
activated. The
See page 117 for details about target fusion function and AIS symbol is
settings. displayed.
Sleeping Targets
AIS targets are divided in Class A or Class B targets.
- Class A are commercial vessels,
- Class B are leisure crafts
With this selection list it can be chosen which types of sleeping AIS targets are displayed in the PPI
continuously and are available in the target list.
Later SW versions are providing one further entry called Navigate for the selection of all targets which
are not mooring or anchoring. But if a target has set its AIS parameters to mooring or anchoring and is
moving with more than 3 Kn it is still displayed.
Even if the AIS target display is switched off for above mentioned vessels (i.e. even if None is
selected), all received AIS target information is continuously processed in the background.
In any case those AIS targets being classified as Dangerous can be activated automatically if this
function is not switched off. If AIS targets are already tracked and their display is switched off in
the above menu, already activated targets remain in the PPI and in the target list.
The Trial Maneuver simulates a planned maneuver of the own ship including tracked or plotted targets.
The simulation is started based on the present values for heading, course and speed as well as the
complete currently valid target scenario.
The trial maneuver can be set as follows:
- simulation of a course change, including the radius
to be used by the ship during the maneuver,
- the delay until the beginning of the simulated
maneuver (the Delay) and by
- simulation of a speed change at the instant of the
maneuver.
The simulation itself is executed by shifting the Time
slider to the desired point of time. It can be stopped in
between at any time and continued afterwards. Setting
the slider back to zero will update the own ship presen-
tation and the target scenario to present values.
It is recommended to use the trial maneuver func- Latest SW version includes
tion in relative vector mode in order to evaluate list of up to three targets
the change of the relative target data first.
If true vectors are used, it is recommended to select a speed sensor with water stabilization (Set
the stabilization, REF to Water in the Vector & Trails group).
As long as the Time bar remains at zero position the display content and the target list still corre-
spond to the real situation. The vector display (of the targets) must be switched on during obser-
vation of the maneuver.
1) The resultant value used for the display of the own ship speed vector during simulation
2)
The radar video and the true or relative target trails are updated as normal and are not influenced by the
maneuver simulation.
In relative display mode, a collision course can be recognized from the fact that the vector of a target
is pointing towards the own ship symbol (constant bearing).
A maneuver of your own ship must be simulated which avoids this constant bearing while at the same
time fulfilling other conditions (e.g. keeping within the channel, avoiding shallow water and obstructions,
avoiding other ships, etc.).
Depending on the used display range a suitable vector length should be set so that the results of the
trial maneuver are clearly visible.
Past position
plots are no Trails are
longer displayed relative
Targets get
relative
vectors
Identification
marking of trial
maneuver
display
Scenario with true vector display and Scenario after switching on the trial
past position plots before starting the maneuver in REL mode (the target on the
simulation right is on a collision course)
The general screen-stabilization and the alignment of the heading line may remain unchanged, or
can be set by the operator as required. With other words, the Trial Maneuver can be observed in
Head Up, North Up or Course up orientation.
Use the Course and Radius slider to set the desired amount of
course change and the radius with which the maneuver is to be
simulated.
During adjustment, the simulated course change is displayed in
form of a curved headline. A change of max. +/- 180 relative
to your present course can be simulated. The heading and the
present course is updated automatically if your ship is turning
during the maneuver simulation.
After course and radius have been set, use the Time slider to simu-
late your ship sailing along the pre-planned course change. All displayed targets will move accordingly
with their current speed and course and the change of their relative vectors will show the further devel-
opment of the scenario step by step.
The time setting can be done continuously by moving the slider or (by clicking) stepwise in 5 sec incre-
ments up to 30 min complete duration.
Because of the REL Vector Mode, the relative speed vectors are rotated and change their length by
the simulated course-change. If one of the targets will change its status from dangerous to not
dangerous and vice versa, this will be shown by a change of their symbol's color.
Also during the trial maneuver the collision calculations 1) take place, which would indicate a dangerous
target symbol in red color as soon as the anti-collision limits are infringed.
1)
The collision calculations of the trial maneuver simulation implement the same alarm limits for CPA and TCPA as
set for the normal target tracking in the Dangerous Targets group of the Settings > Targets menu.
3.6.4 Setting the Delay and the Speed of the Simulated Maneuver
Use the Delay slider to set the time that is to pass before the simulated maneuver begins.
The future situation at the point in time defined by the delay value is now displayed in form of a
modified own ship track line ahead (along the present course direction) and the previously defined
course change is shown at a distance ahead, calculated from the present speed and the delay time.
The maneuver simulation itself must be controlled as described above with a movement of the Time
slider or clicking into the Time bar.
Trails are
updated in
relative mode
If no suitable maneuver can be found by means of these two settings, a speed change must be simu-
lated:
In True Vector Mode, the trial maneuver is displayed with true vectors for the targets and own ship. Both
the radius planned for the course change maneuver and the acceleration behavior for the speed change
that is set, and the delay are taken into account. All settings made in REL vector mode can still be
changed in the True vector mode.
The switch-over between True and REL Vector Mode is performed in the Vector & Trails group by
clicking on the REL or T selection button.
It is possible at any time to switch between the two vector modes without any loss of data or infor-
mation. In both modes the same state of the maneuver is shown on the screen, if no other trial
maneuver setting is changed.
It is recommended to use the true trial maneuver together with a speed sensor giving speed through
water. This can be selected as in normal operation mode of the system by selecting REF Water
instead of REF Ground in the Vector & Trails group.
Whenever it is not sure that the calculated data or the used sensor data are correct and stable, it
is recommended to perform the Trial maneuver in REL mode (see above).
As a result of the switch-over into True Vector Mode, the following changes occur:
- True vectors and true target trails are displayed. Past positions of targets remain invisible as long
as the Trial maneuver is running.
- Own ship and all targets are shown at their currently existing positions with their true vectors as
long as the Time value is set to 0:00 min.
- The trial maneuver line is displayed. It represents the track on which the ship would perform the
simulated maneuver. The Radius displayed in the maneuver dialogue is taken into account for
calculation of the course change.
The simulated maneuver-settings can now be changed in the same way as described above for the rela-
tive maneuver mode:
Use the Course, Speed, Radius or Delay slider to set the desired parameters with which the maneuver
is to be simulated and move the Time slider to see the future development of the scenario.
1)
The collision calculations of the trial maneuver simulation implement the same alarm limits for CPA and TCPA as
set for the normal target tracking in the Dangerous Targets group of the Settings > Targets menu.
- The maneuver can be observed with relative or true vectors. As during normal operation, the vector
mode is to be set in the Vector & Trails group. This setting will also have an effect on the trails
and the past position plots before the maneuver function is started.
- In both of the vector modes, the maneuver radius that can be set and the acceleration 1) for the set
speed-changes are taken into account additionally to the planned course change.
- At any time before or during the simulation, you can change between T and REL maneuver vector
mode, without changing other simulation parameters.
The target tracking / plotting and the manual and automatic target acquisition are not interrupted
during the execution of a maneuver, but no new sleeping AIS targets can be activated manually.
This means also that the target list under Tools > Targets > List at all times displays the currently
valid data of the target tracking process and not the trial maneuver data.
Contrary to targets already being tracked by the ARPA, radar targets which are in the state of
"under evaluation" (i.e. being in "acquisition status") will not be taken into account for the trial
maneuver.
As long as the Trial maneuver is active, the Dangerous Targets function (ARPA and AIS) is auto-
matically On, independently of the settings under Settings > Targets > Dangerous Targets and
AUTO ACQ AIS Targets respectively.
1)
The min. and max. radius and the acceleration behavior of the ship are entered at service level during setting-
to-work.
The menu bar provides functions to navigate between applications and screens. To open the menu, click
on the Menu button in the bottom left corner of the display. The menu resembles the Start menu of MS
Windows 7. The figure below shows an example of a menu which is displayed when clicking on the
Menu button. Depending on the installed applications it might look different:
Jump to Super
Home Page
To display the
Shortcuts to About menu with
the primary SW versions etc.
applications
To change color &
brightness
and to create a
new or to edit a
set of individual
settings
When you are moving the mouse or trackball pointer over the buttons of the menu bar, you will
experience a roll-over effect indicating the button you are currently pointing at. This will help you
to pinpoint the right button for the current operating situation even in case of emergency.
5 Voyage Recording
Background
The ECDIS application is recording the main navigation data in a permanent data base on the hard-disc
of the PC. The recorded data are accessible by the operator via screen printout with a data viewer.
This chapter describes the chart related functions of the NACOS Platinum
Navigation. It is applicable to all SW versions. If menus between SW version
1.x and 2.x are different this has been documented in the corresponding
text.
If not already visible, the chart presentation has to be switched on by
clicking to the corresponding button in the navigation side bar.
Select one of the available charts, i.e. ENC, C-Map ENC, ARCS, C-Map Prof.
The standard selection is ENC. For differences in conjunction with ARCS
charts please refer to page 198.
Vector Plot
North Indicator Heading line
Range Rings Scale Slider Past Track
The screenshot above shows the chart in Head-up mode. Please refer to the north indicator in the top
left corner. Some of the navigation tools are shown as an overlay. They are described in the main
chapter NAVIGATION TOOLS.
In this mode the chart section on the screen can be displayed regardless of the
own ships position.
The section can be moved where ever it is desired. When the selected chart area
includes the ships position, it is displayed also in planning mode.
Even if the ship is not displayed in the chart while the browse mode is active, the
monitoring functions for the present own ships position will be carried out and
warnings (depth alarm, safety contour, etc.) will be given.
The settings for the range and the use of the slider will of course influence the
display of the chart. Some other displays and functions in the sidebar may be
grayed out since they are only relevant for Monitoring Mode.
The Planning mode is activated by the selection of Browse instead of True Motion or Relative
Motion. The Browse mode will automatically be activated in case no position calculation for the own
ship is possible.
The Browse mode is possible in North Up and Course Up. Selection of Head Up in Browse mode
leads to the Monitoring mode.
Examples:
- Waypoint 9 / Leg 009-010 / PI3:
The waypoint symbol, the leg behind waypoint 9 or the Parallel Index Line 3 can be selected.
With a MORE click within the PPI/Chart area and then on Chart Information in the context menu, the
Chart Information Window is opened.
In this window, information about different criteria of the chart database and the chart cells can be
displayed.
The ECDIS can be operated in two display modes: With Sidebar or with hidden Sidebar.
Depending on the grade of system integration and operating mode of the PC it may not be possible to
hide the Sidebar 1).
For Full Screen Mode, click the button in the Menu bar, to restore the sidebar, click the button
on the lowest left edge of the screen.
Hide Sidebar
1) The Full Screen Mode is an option for larger systems where at least two workstations are left in Sidebar mode to
indicate the navigation data. This option is not available for ECDISPILOT Basic.
2) Later SW versions are coming along with a slightly different design in the tab area
With the Sidebar hidden, the chart covers the whole screen:
Restore Sidebar
The Split Window Mode is a mechanism that divides the application area into two or more fixed
windows showing further instances of the same application or additional tables, lists, etc..
-> Split window mode is not available for ECDIS in monitoring mode.
To switch over to the split window mode, click to one of the symbols
in the top right corner of the screen.
Symbols marked in grey can not be activated, this mode is not avail-
able for the current application.
For an example please refer to page 46.
The zoom control consists of a slider to adjust the range setting or the zoom factor for the ECDIS chart
display. The compass control consists of pan buttons (the name pan has been used because the four
buttons are forming a kind of a fry pan), which you can use to move the image section currently
displayed.
Compass control
with 4 pan arrows
Zoom in
Zoom out
To zoom in incrementally, click on , you will then see more details on the respective display. However,
the overall area displayed is smaller. To zoom out again, click on the . You will then see less details
but you will have a better general overview of, e.g. an electronic chart displayed.
Using the slider or the / controls switches the range for radar or the zoom factor for ECDIS in the
steps described later on.
To move the display, use the pan buttons. For example, if you click on then the display moves to the
right in increments to view a different image section of a chart or whatever is displayed. The effect is
like traveling with the eye over a large map.
To center the display just click on the icon once.
-> It is also possible to off-center and re-center the ship by means of the
context menu.
The ECDIS Chart1 is a tab that can be opened in the application area. It shows a legend of the symbols
used in the charts, ordered by categories like depth, seabed, traffic routes etc.
-> The Chart1 also contains test pictures for color contrast examination.
Use the pan control to slide Click here to close Select from the categories
the depiction up/down Chart1 to navigate directly to the
desired symbols
The Chart1 offers two test pictures, one for color reproduction and one for contrast examination.
With these pictures it can be confirmed that the brightness of the monitors is perfectly set according to
the environment and that all objects can be identified clearly and easily by the user.
In ECDIS mode move mouse pointer into the
chart area, open menu with MORE (right mouse
button) and select Open ECDIS Chart 1, open
again with MORE (right mouse button) another
sub-menu, and select either Color Test
Diagram or Gray Scale Test Diagram.
Check if you can see all diagonal lines in the Color Test Diagram and check if you can see all gray
bars of the Gray Scale Diagram separately. Adjust Contrast and Brightness if necessary. The color
settings of the monitors can not be changed, they are factory set.
Symbols, areas, lines and labels (collectively called objects in the following) are individually stored elec-
tronically in a separate data base and are displayed in the vector chart. Object classes (complete sets
of similar objects) are grouped into display groups; for example, the object class Restricted Areas
together with the object class Military Practice Areas and other similar object classes are forming the
display group Cautionary Areas. An appropriate and, at the same time, uncluttered display can be
achieved by selecting only those display groups which are required for the actual nautical task. Further-
more, for a number of objects (e.g. buoys), there is a choice between two symbol presentations. Irre-
spective of this, the number of text labels displayed can be influenced.
IMO has defined three categories for the selection of display groups that are to be shown:
- Display Base: Consists of the display groups which, as a minimum requirement, definitely have to
be displayed. They can not be influenced by the user and they are shown all the time. They are
normally not sufficient for safe navigation (only coast lines and obstacles).
- Display Standard: Contains the display groups which are normally necessary for voyage planning
and voyage monitoring (all standard display groups as shown below)
- Display All: Contains above two categories and all other display groups which are available in the
electronic chart
For the CHARTRADAR one further category is defined in the IEC 62388 test standard:
- Display Primary: The Primary Chart Information Set covers the display base plus fixed and
floating aids to navigation (buoys and beacons, details on following page).
SAM Electronics finally has added a category named Customized. In this category, all settings can be
made individually.
The allocation of display groups into the three categories is basically
described in IMO Res. MSC.232 (82) which has replaced the older
recommendation A.817 (19) in the year 2008. Following this paper
the Base category in Platinum contains display groups as follows:
- coastlines (high water)
- own ship's safety contour
- isolated underwater dangers of depths less than safety contour
- isolated dangers within safe water (i.e. overhead wires)
Further-on scale, range and north arrow, units of depth and height,
and display mode are shown all the time.
In contrast the allocation for Standard and All in above IMO reso-
lution does not reflect the real existing object classes in the S-52
standard. So for the final definition of the Standard and All cate-
gory the S-52 object classes have been used. The selection list is
shown in the screenshot to the right.
.
Click to the toothed wheel in the bottom menu bar
and select Chart from the Settings bar to open the
Chart menu.
The PCIS includes coastlines, own ships safety contour, and dangers to navigation as listed in IMO Res.
MSC.232(82) for the Base category plus fixed and floating aids to navigation (buoys and beacons). For
the display of this PCIS just select the Primary category.
When vector charts are being used, it must be ensured at regular intervals (e.g.
after a change of watch) that all of the necessary display groups are being
displayed. Not even the Display Standard setting guarantees the completeness of
the display.
Chart zero
Shallow contour
Draft
Safety depth
Safety contour
Deep contour
"Day" color
Brown Green Blue Lightblue Grayblue Lightgray scheme
1) For earlier SW versions select Presentation-> Chart ->Depth from the tab menu.
Background
There are different types of raster charts in use, the NACOS Platinum Navigation is supporting the most
popular type called ARCS. This ARCS chart type is the electronic form of the well-known British Admiralty
Charts. They are published by the Admiralty Raster Chart Service (ARCS) which also publishes the paper
charts. They do not conform to the IHO standard S-57 and do not fulfil the requirements of SOLAS Regu-
lation V20 concerning the keeping of up-to-date charts. The display of this chart type takes place in the
Raster Chart Display System (RCDS), which, in the NACOS Platinum Navigation, is part of ECDIS. A
license for their use can be obtained from any authorized distributor.
-> At the present time, electronic charts are permitted to be used as a replacement for the official
(paper) charts if, and only if, the electronic charts contain ENC data. If ENC data are not available,
they may be replaced by ARCS data, but only if special permission is obtained from the flag nations
for this.
1) Later SW versions are coming along with a slightly different design in the tab area
Change to ARCS presentation by clicking into the indication field in the Charts
group which can be found in the permanent side bar. A list with the available
chart types is opened, select ARCS.
License expired
Pop-up window
There may be several charts with the same scale, but all of them will include the active area. By pointing
the cursor to a scale, a pop-up window appears with more details about one of these available charts.
Charts where the license has expired for more than a month are still listed, but marked in gray and can
no longer be selected.
Various overlays can be activated on top of the chart by clicking with the right mouse button into the
chart and selecting layers. Switch on the required layers and adjust the brightness individually. The radar
overlay which is available with ENC charts is suppressed in ARCS mode due to the difficulties of chart
projection.
All ARCS charts are presented in WGS-84 coordinates. If a chart has been produced under a local datum
and the shift to this datum is published in Chart information, this shift is automatically applied for the
correct presentation of the chart. If no datum shift information is available, a datum mismatch message
is shown in the status line.
ARCS charts which have been produced under a local datum may have a position
grid. As this grid has been printed onto the chart during production it cannot be
shifted by the NACOS Platinum Navigation system. So a scenario may occur,
where the operator is moving the mouse to a grid line in local datum which is
labelled i.e. with LAT 00125 and the cursor is showing at the same time the
corresponding WGS-84 position which might be 00126. For navigation purposes
only the WGS-84 indication from cursor or from the navigation tools (EBL, VRM,
PI-Line) should be used, the local grid should never be used!
ECDIS Alerts
The ARCS chart cannot release any ECDIS alerts, the information about depth, wrecks, tide, etc. is only
printed onto the chart and is not available for the NACOS Platinum Navigation application program.
If the user has set user symbols in an area, with ARCS coverage, these are checked as usual during the
voyage and depending on the symbol and the settings an alarm or indication is raised (please refer to
ECDIS chapter 5.5).
If also ENC charts are available on your NACOS Platinum Navigation system for the actual voyage, these
are automatically checked as usual against depth and obstacles in the background also if the system is
in ARCS presentation mode (please refer to ECDIS chapter 5.2).
RCDS Options
In contrast to ENC charts there are no chart categories available in the RCDS mode.
AIO is a service from the United Kingdom Hydrographic Office (UKHO) and provides Notices to Mariners,
and additional information like reported navigational hazards, as a separate overlay on top of the Admi-
ralty Vector Charts.
The overlay includes all Admiralty Temporary & Preliminary Notices to Mariners (T&P NMs) in force world-
wide and additional information that relates to ENCs, published as ENC Preliminary NMs (EP NMs).
The overlay can not be used in conjunction with any other electronic charts, not with ENC and not with
raster charts.
The overlay has its independent version numbering which is not related to that one of the Admiralty
Vector Chart System. An earlier AIO version can be used in conjunction with actual AVCS charts but it is
recommended to have corresponding versions.
AIO data for the whole world are stored currently in a single cell, called GB800001. Further cells may be
added later by AVCS. This cell has to be installed first together with the corresponding permit before
usage. Please refer to the DATA MAINTENANCE chapter for an installation guide.
The Admiralty Information Overlay contains additional information that is considered navigationally signif-
icant and may affect your voyage. This information should be referred to when planning your passage
and may also be temporarily displayed during route monitoring.
When planning your passage it is normal to review all charts (and therefore ENCs) that are expected to
be used on the passage. When these charts are reviewed the Overlay should be turned on and any
features that could affect the planned route should be investigated. Those features that are significant
for the planned passage should be marked i.e. by a user symbol or by a note attached to a waypoint.
Sufficient information should be attached to the user symbol or waypoint note to inform the navigator
of the action to be taken when they are encountered on passage.
The Overlay information may temporarily be displayed when navigating. To avoid too much information
obscuring the chart display the Overlay should normally be turned off and should only be turned on for
brief periods when required for reference.
1)
Text passages about AIO have been taken from the AIO User Guide V1.0 and adapted to the operating procedures
applying to the NACOS Platinum Navigation system.
1 Overview
Targets can be acquired/activated manually using the trackball or automatically by the system. This
description first gives an overview of types of targets and their treatment in the system. If necessary,
cross references to manual/automatic target acquisition are noted.
Two types of targets can be handled on the NACOS Platinum Navigation, ARPA targets and AIS targets.
For the target processing, the AIS electronics unit and the ARPA electronics of the radar are considered
as two independent sensors whose display and operating procedures take place on one and the same
monitor. The two sensors deliver data independently, the data of both sensors are used for the collision
avoidance computation, which takes place in the background of all actions. It can raise alarms if objects
are on collision course.
This chapter describes the handling of AIS targets and ARPA targets presented on ECDIS.
Operating steps in relationship to the raw video which are specific for the RADAR are covered by the
RADAR FUNCTIONS section.
2 ARPA Targets
ARPA targets are any kind of radar targets received from a host radar application either operated on the
same workstation or on a remote system. In case of a remote system the target information is received
by the NMEA message TTM. These targets have already been acquired by the radar system. ARPA targets
can be of the following kind:
ARPA targets
An acquired target that is tracked by the ARPA electronics. Its past track
and speed/direction vector can be shown
ARPA targets may have an ID displayed on the top right of the symbol. 4
The ID consist of consecutive number generated by the system.
3 AIS Targets
AIS targets are all targets whose data are received by the AIS electronics unit. All AIS targets are visible
per default after switch-on of the system.
The display of groups of AIS targets (Class A, Class B , all) may be switched off by the operator.
AIS targets
A sleeping AIS target is a target that is displayed in the PPI. Its data
are evaluated.
A selected AIS target, which is an active and whose data are marked in
the target list
AIS targets may have an ID displayed on the top right of the symbol. BXGHE AIS7
The ID consist of the call-sign or a consecutive number generated by
the system.
4 Target Fusion
Target Fusion
Due to the fact that an AIS target normally produces a radar echo, the symbols are
displayed close to each other:
In this case, it is possible to decide whether the object is to be treated as AIS target
or as ARPA target. In terms of an improved display readability, the objects can be
merged if they meet some boundary conditions. That means, that they are displayed
only as AIS or as ARPA target.
The number of ARPA and AIS targets being tracked should be kept as small as possible; the pres-
ence of too many targets causes confusion on the screen and distracts the operator's attention from
what is really important. Targets that are no longer relevant should be deleted or deactivated (AIS).
In the case of tracked targets entering a clutter area (rain or sea clutter), a "target swap" might
occur; parts of the rain front are suddenly being "tracked". A target swap can also occur if there
are targets situated close together or close to land. In the case of target swaps, no warning is given.
If a ship has been acquired both as a ARPA target and as an AIS target, it may only appear as an
AIS or ARPA target if both target data are matching (target fusion).
The priority for the entire display or for selected targets can be defined.
ARPA and AIS targets can be merged and therefore treated as one target as long as their target
data are similar in some categories and limits.
An activated AIS target (click on the target first to activate it, a vector is
shown) as well as an acquired ARPA target can be selected. Then, its data are
displayed in the target list.
To do so, click on the activated AIS target or the acquired ARPA target with
DO. The target will be marked with a broken frame. The target data are ARPA AIS
marked in the target list with blue color. Only one target can be selected at a
time. Selected targets
The collision avoidance computation can be performed only if the relative speed between own ship and
the target is known. This must be determined from the speed vector over ground (SOG, COG) trans-
mitted from the AIS target and from the own speed vector over ground. The own speed vector over
ground is mainly determined from the Bottom Track data of the selected speed sensor; otherwise, it
is determined with the aid of the SOG/COG of the selected position sensor.
If an AIS target is not transmitting SOG and COG, no collision avoidance computation takes place for this
target. Therefore, the target cannot be acquired automatically. If it is already being tracked, no
Dangerous Target alarm occurs in the case of a dangerous approach. The symbol of this AIS target is
displayed dashed.
If, because of missing data or caused by sensor selection, the own speed vector over ground cannot be
determined, then for all AIS targets the collision avoidance computation and the Dangerous Target
alarm do not take place. The symbols of all AIS targets are then dashed. Three minutes after the occur-
rence of this situation, the AIS NO CPA ALARM, SOG LOST alarm appears.
If an AIS target is lost within a distance of 16 NM, a LOST TARGET (n) alarm appears and the symbol
of the lost target changes its shape and flashes until the alarm is acknowledged.
Deletion of a Target
Click on the target with the MORE key, and then choose
Target from the context menu and click on the desired
action with the DO key.
An ARPA target received from NMEA interface via TTM
message has to be deleted on the host radar system.
9 Target List
1) The list includes all tracked ARPA targets and all activated AIS targets. The most important target data of any
target can also be assessed directly in the chart/PPI. Just move the cursor on the target and a hovering target
data window is opened.
- Show Acquired
- Show AIS-SART
- Show AIS-ATON
The following abbreviations are used for
the presentation in the list:
CPA - The designation Closest Point of Approach means the minimum distance between the own ship
and the target at the closest point of approach.
TCPA - The Time to Closest Point of Approach means the time until the CPA is reached.
BCR - The Bow Crossing Range means the distance between the own ship and the target when the
target crosses the heading line of the own ship.
BCT - The Bow Crossing Time means the time that will pass until the target crosses the heading line of
the own ship.
Target details are also available by a tool tip which opens if the
pointer is moved across an activated or acquired target in the PPI or
chart area.
The AIS unit can receive safety related messages from other stations. These messages are transferred
to the NACOS Platinum Navigation system. Up to 50 messages are stored there.
If the maximum number of messages is reached, the oldest messages will be deleted automatically.
New messages will generate a warning in the alarm system to alert the operator of viewing the message
text in the target related message list.
Rx Msg menu,
earlier SW
Message not yet version
acknowledged
- The list is sorted according to the receive time of the messages; the latest (newest) entry is shown
at the top of the list. The sorting sequence of the list cannot be changed.
- Any message from the same source with the same text as already received will not be stored again,
but its time marking in the list will be updated. In this way it will show up in the first line again.
1)
Depending on the system layout it might be necessary to acknowledge the alarm at the MKD
(Minimum Keyboard Display) of the connected AIS system as well.
Rx Msg menu,
later SW version
1 RADAR Safety
Pay particular attention to the notes and warnings referring to possible faults in
the radar display, since such faults can impair the detection of targets.
The radar can perform its safety function only if it is in proper state. Observe the following rules to
ensure the correct function of the radar.
- Check the radars transmission power and the receiver sensitivity regularly by means of the perfor-
mance monitor see on page 270 in this volume about Checking the RADAR Functions.
- Position receivers connected to the NACOS Platinum Navigation system must comply with the stan-
dard IEC 61162-1, which largely corresponds to NMEA 0183.
- ARPA target data are depending directly on the accuracy and proper function of the selected speed
sensor and the gyro compass.
- Correct interpretation of indicated data requires knowledge about the implemented Consistent
Common Reference System (CCRS) - see the first chapter in the volume about GENERAL FUNC-
TIONS.
HIGH VOLTAGE!
Even when the equipment is switched off, there can be dangerous voltage present
at exposed contacts in the units. Therefore, before a unit is opened, it must be
ensured that the voltage supply to the unit is disconnected from the ship's mains,
and that it remains disconnected.
If it should be necessary to work on gearboxes while they are opened, pay special
attention to the setting of the high-voltage supply switch (interlock). It is situated
inside the gearbox and switches off the high voltage of the transceiver as soon
as the cover of the gearbox is opened. BUT: For service purposes the interlock
can be set into a position that high voltage is present inside the gearbox. Refer
to the technical manual for details.
- If the units are to be disconnected from the ship's mains, keep in mind that each antenna unit, each
transceiver electronics unit and each indicator has its own supply of power from the ship's mains.
- There is no international agreement about the danger posed by high frequency radiation of the kind
produced by the radar systems. In most countries, a radiation density exceeding 100 W/m2 is
considered dangerous; in some countries, values over 10 W/m2 are regarded as not being
completely safe. If in doubt, observe the applicable local regulations, and always ensure minimum
possible exposure.
TURNING DEVICES!
When the radar system is switched to ON, it is possible that, instead of the
expected antenna, a different one will begin to rotate depending on the settings
and configuration adjusted before shut-down of the radar system.
Therefore, it must be ensured beforehand that all antennas can rotate freely and
that there are no persons in the danger zones of all antennas.
Before starting work in the vicinity of a radar antenna, make sure to switch off
the man-aloft switch which is situated on the bottom side of the gearbox. Refer
to the technical manual for details.
CRUSHING HAZARD!
Gearboxes and other mechanical units of the RADAR system may be opened by
qualified, trained persons only.
Make sure the MAN ALOFT SWITCH is set to zero when working at the opened gear box!
According to the international convention for the Safety of Life at Sea (SOLAS) chapter V radar equip-
ment is classified into three categories depending of the size of the ship. The RADAR Platinum series is
approved for the highest two categories CAT 1 and CAT 2. The table below provides a summary of capa-
bilities and differences for both categories as implemented in this radar series.
Category of ship/craft
CAT 2 1) CAT 1 2)
Size of ship/craft 500 gt to <10000gt All ships/craft 10000 gt
Minimum operational display area diameter 250 mm 320 mm
Minimum display area 270 mm x 270 mm 340 mm x 340 mm
Usually used monitor for Platinum 22 TFT 26 TFT
Auto acquisition of targets Yes Yes
ARPA target capacity 40 40
Activated AIS target capacity 40 40
Sleeping AIS target capacity 200 200
Trial maneuver Yes Yes
1)
Earlier classified as 12" radar
2)
Earlier classified as 16" radar
If the HSC option is installed (by configuration parameter), above categories are extended with the suffix
H as follows:
If the Chart Radar option is installed (by configuration parameter), above categories are extended with
the suffix C as follows:
Page 226
below:
List of type approved SAM ECDIS versions and their appropriate IMO / IEC / IHO Standards
NACOS Platinum
RADAR FUNCTIONS
IEC IEC
Hardware Hardware IMO ITU-R IEC IEC Test
Software Test Standard Test Standard
Product Version Version Performance Recommen- Test Standard Standard for
Version for Digital for Digital
X-Band S-Band Standards dations for Radar Presentation
Interfaces Interfaces
RADARPILOT Platinum (for Chartradar refer to ECDIS SW List)
A.278(VIII)
RADAR Standards and Approval
NG3050 A002 NG3051 A002 A.694(17) IEC 62388 IEC 62288 IEC 61162-1 IEC 61162-2
RADARPILOT
1.0.xx.xx and GR3050 and GR3051 A.823(19) ITU-R M.1177-3 Ed 1.0 Ed 1.0 Ed 4.0 Ed 1.0
Platinum
A001 to A012 A001 to A007 MSC.191(79) (2007) (2008) (2010) (1998)
MSC192(79)
A.278(VIII)
NG3050A004 NG3051 A002 A.694(17) IEC 62388 IEC 62288 IEC 61162-1 IEC 61162-2
RADARPILOT
1.1.xx.xx and GR3050 and GR3051 A.823(19) ITU-R M.1177-3 Ed 2.0 Ed 1.0 Ed 4.0 Ed 1.0
Platinum
A040 to A053 A001 to A007 MSC.191(79) (2013) (2008) (2010) (1998)
MSC192(79)
A.278(VIII)
A.694(17) IEC 62388 IEC 62288 IEC 61162-1 IEC 61162-2
Current Standards that relate to Radar
A.823(19) ITU-R M.1177-3 Ed 2.0 Ed 1.0 Ed 4.0 Ed 1.0
(as per 2014-04-15)
MSC.191(79) (2013) (2008) (2010) (1998)
MSC192(79)
MULTIPILOT Platinum (additional Standards compared to Radar)
A.817(19)
NG3050 A002 NG3051 A002 A.820(19)
MULTIPILOT
1.0.xx.xx and GR3050 and GR3051 SN.1/Circ. 266
Platinum
A001 to A012 A001 to A007 MSC.36(63)
MSC.97(73)
Overview about HW and SW Versions
A.817(19)
NG3050A004 NG3051 A002 A.820(19)
MULTIPILOT
1.1.xx.xx and GR3050 and GR3051 SN.1/Circ. 266
Platinum
A040 to A053 A001 to A007 MSC.36(63)
opening the menu on bottom left side and clicking on About.
MSC.97(73)
A.817(19)
Current Standards that relate to A.820(19)
ECDIS & ENC Data SN.1/Circ. 266
(as per 2014-04-15) MSC.36(63)
MSC.97(73)
http://www.sam-electronics.de/dateien/navigation/broschueren/nacosplatinum.pdf.
For compatibility of your radar system with international standards please refer to the following link:
Operating Instructions
printed 24.02.15
ED 3100 G 110 / 14 (2015-01)
The SW version of your NACOS Platinum Navigation can be accessed from the Super Home page by
This link is updated as soon as new standards are coming up. An example valid in May 2014 is given
NACOS Platinum Navigation
NACOS Platinum Navigation RADAR FUNCTIONS
Operating Instructions System Overview
3 System Overview
The basic system layout is a single installation with one workstation, one sensor interface and one
scanner (one half in the below figure).
Two single systems can be arranged as a redundant installation comprising two workstations, two scan-
ners and two sensor interfaces.
This redundant arrangement is also called the IMO radar pair. It is mandatory according to SOLAS for
vessels above 10.000 tons.
The system internal wiring (interconnection) of the Ethernet LAN and other signals is shown on a basic
level. For details on a more technical level please refer to the Technical Manual.
RADARPILOT RADARPILOT
Workstation Workstation
DPU DPU
Page 228
System Overview
AIS Transponder
Unit
N
W E
S
+RAD +RAD
- RAD
Automation
Engine D.
Rudder
Operating Instructions
printed 24.02.15
ED 3100 G 110 / 14 (2015-01)
NACOS Platinum Navigation
NACOS Platinum Navigation RADAR FUNCTIONS
Operating Instructions System Overview
The following table gives an overview about the failure modes and the respective system status as well
as possible measures supporting maximum system availability.
Failure description Status Measure and Result
Antenna Unit (antenna, gearbox or This antenna / trans- RADAR operation with all other
transceiver) inoperable or defective ceiver cannot be selected installed Antenna Units is still avail-
by any MFD any more able
Display Electronics (MFD-PC) inoperable One of two (or more) Operate X- or S- Band radar via the
or defective radar indicators is not secondary or any other still available
available MFD
Display Monitor inoperable or defective
RADAR Keyboard inoperable or defective RADAR indicator remains Operate the MFD with on screen
available commands and Track ball only; full
operating level is available
Trackball inoperable or defective Limited basic radar operation via the
keyboard remains available
Network Switch or its power supply RADAR indicator and Operate another X- or S- Band radar
defective connected transceiver are via the secondary or any other still
not available available MFD
Sensor Interface, i.e. Data Processing All radar indicators and System automatically activates the
Unit (DPU), Data Communication Unit transceivers remain avail- secondary DPU or DCU, the main
(DCU) or its power supply defective able navigation sensors (for HDG, SOG,
POSN) remain available.
In a double installation, one of the The transceiver is not The remaining transceiver 1) can be
transceivers is inoperable or defective available set as slave on the second indicator;
picture is visible at both indicators.
In a double installation, one of the MFDs The system cannot be Both transceivers can be controlled
is inoperable or defective controlled by this MFD with the remaining MFD unit; both
any longer radar pictures can be observed sepa-
rately
In a double installation, "No RADAR The actual transceiver is Switch to the remaining transceiver
Video" alarm is shown not available 2)
In a multiple transceiver installation, The transceiver is not Remaining transceivers can be set as
one of the transceivers is inoperable or available slave on one of the other indicators,
defective picture is visible on all indicators.
In a multiple transceiver installation, The system cannot be All remaining transceivers can be
one of the MFDs is inoperable or defec- controlled by this MFD controlled with the remaining indi-
tive any longer cator electronics units, all radar
pictures can be observed separately.
1) If one of the sensor signals is missing, that navigation data are derived from one of the other sensors
as far as possible, either automatically or manually.
2) Transmission of the radar video from a connected transceiver to the MFD is monitored continuously. If
the connection to the transceiver is disturbed or completely lost, the respective alarm messages
describing the reason for the fault are given. If the refresh of the radar video is not possible, the alarm
No RADAR Video is issued; the video in the PPI is cleared and will no longer be updated.
As shown in the above table in case of an installation with two or more radar systems each system is
working independently from the other one, a failure in one system does not affect the operation of the
other systems. Each system can work as stand-alone radar without changing any configuration settings.
There are a couple of possible reasons for which the RADAR cannot compute the target data correctly.
Possible alarm messages are:
1. Heading Invalid or Heading Time-out
2. Magnetron Fault
3. No Head Marker
4. No Trigger
5. No Antenna Azimuth
6. No RADAR Video
For further information regarding the alarms please refer to page 359.
-> In case that the compass system is defect, the radar goes immediately into the Head-Up mode. All
objects and operating functions for which the heading information is required, are no longer shown
or are inactive. All ARPA and AIS targets are deleted from the screen at once. If the heading sensor
failure is not corrected within 30 seconds, tracking of targets is stopped.
If there is a power break down in the 220/380 VAC supply of the radar scanner this is normally not
affecting the workstation (MFD) because the workstation is powered from separate source.
In this case the following sequence will apply:
1. The alarm No Radar Video will appear
2. It can be acknowledged by the operator
3. The radar video is blanked
4. If power is on again, the transceiver electronics will start after about 30 sec.
5. After that the Magnetron heating-up period is started, 2 Min. for X-band, 3 Min. for S-band
6. Finally the Radar Video is coming back automatically without any further operator action as long as
the TX settings have not been changed in the meantime
The descriptions for all following chapters within the RADAR FUNCTIONS volume are applicable to all SW
versions (1.x and 2.x). Small deviations in the design may appear but will not affect the proper under-
standing.
All functions for selecting a transceiver and setting the radar video are available from the RADAR Sidebar.
This sidebar is permanently open. It provides four groups of functions as follows:
1. Radar functions like selecting and adjusting a transceiver, setting to master and long pulse
2. Radar Video functions like gain, sea and rain filter, and enhancing the video
3. PI (parallel index) Lines
4. Tool sets 1 & 2 with electronic bearing lines (EBL) and variable range markers (VRM)
The first two groups about radar are described in this RADAR FUNCTIONS volume, the last two groups
about navigation tools are described in the volume about NAVIGATION TOOLS (former DISPLAY FUNC-
TIONS AND TOOLS).
Later SW Version
At the instant of switch-on of the radar function, the antenna begins to rotate and the
emission of high frequency radiation is started. In the case of multiple installations, it can
also happen that, instead of the expected antenna, a different one begins to rotate. There-
fore, it must be ensured beforehand that the antennas can rotate freely and that there is
nobody present close to the antenna turning circles.
A RADAR picture cut may occur on the slave workstation (MFD) if the radar range selected
by the master is more than one step smaller than the radar range of the slave and the
slave indicator is decentered.
Technical background: The radar picture generated by the transceiver always has twice the diameter of
the selected range of the master transceiver, in order to ensure a proper function of the off-centered
mode.
Master, 3 NM Slave, 12 NM
Sketch is not to scale!
Fig. VIII / 3 Radar Picture Cut Due to Master with Smaller Range Compared to Slave
Long Pulse is available for any range of the radar. The internal
pulse length changes with respect to the selected range automat-
ically.
The default setting for the pulse length should be the short pulse,
which means no check mark on Long Pulse.
The short pulse delivers a better resolution, targets which are Rain
slider
very close together will be displayed as separated echoes. or 3
A longer pulse has a higher energy, but not a higher amplitude. steps
Thus, it delivers stronger echoes and possibly a better target visi-
bility at longer ranges. But it may be possible that two targets
which are very close together would be displayed as one echo.
In general, it is advisable not to use the long pulse in rainy condi-
tions.
It is allowed to switch between the two pulse lengths at any time.
If target enhancement or any other filtering methods are active,
the stronger echoes of the long pulses are processed by the
filters and are able to improve a weak radar picture. To optimize
detection performance for the different weather conditions, the
radar provides different pulse lengths and repetition rates.
The pulse repetition rates in relation to the range and the pulse length are shown in the following table:
Scanner rotation frequency 23/28 rpm
Range (NM) 1) 0.25 0.50 0.75 1.5 3 6 12 24 48 96
Short pulse 1.00 2)(
0.08 0.15 0.30 0.50 3)
Pulse length (s) 0.90
PRF (Hz) 2000 1000 500
2)
Long pulse 1.00
0.15 0.30 0.50 3)
Pulse length (s) 0.90
PRF (Hz) 1000 500
1) All values of the 0.25 NM range are also valid for the 250 m/500 m ranges
2)
12.5 kW X-Band Transceiver
3)
25 kW X-Band and 30 kW S-Band Transceiver
AUTO Tune
- Tuning of the transceiver is done automati-
cally. The check box AUTO Tune is set per
default.
The slider is moved automatically by the system into the
position for the optimal frequency.
If two X-Band or two S-Band systems are being operated
simultaneously, disturbance of automatic tuning might
occur. In such cases, manual tuning is appropriate:
- Select the transceiver
- Switch to 12 NM range
- Set the check box for Master mode.
- Clear the AUTO Tune check box and use the slider
to perform manual tuning.
The green indicator bar above the slider corresponds to
the amplitude of the received signal. Observe more than
one antenna rotation (5 sec) to find the maximum.
Interference Rejection
Transmissions from other radars working in the same radio frequency band occur as disturbances in the
form of small points or dashes. These move in rapid succession along straight or curved tracks to the
center of the screen or in the opposite direction. These disturbances appear particularly clearly at the
larger range settings, but they impede radar observation to an insignificant extent only. They can be
almost completely eliminated by means of the Interference rejection function.
The default setting for Interference Rejection is On, but it can be switched off by the operator for special
radar observation.
Performance Monitor
With the performance monitor, the transmitter performance and the receiver sensitivity can be checked.
It comprises a small auxiliary antenna in the radiating region of the main antenna. The received signal
is processed and produces a "good/ bad" indication.
This check thus covers the entire RF transmitting branch including magnetron, wave-guide and antenna.
The receiver sensitivity is checked by feeding a signal directly to the receiver input providing a "good/
bad" indication again.
During the check the RADAR cannot be used for navigation!
For more details please refer to page 270.
The Sea Filter reduces radar echoes from objects close to the
vessel very much and echoes from more distant objects very
little.
Due to the fact that the distance of a target is represented by
the time its echo needs to return to the antenna, this is called
Sensitivity-Time-Control (STC). Rain
slider
Nevertheless, echoes which are as strong as the unwanted or 3
reflections of the sea may be suppressed and not visible, or they steps
may appear and disappear, depending on how strong the
surrounding unwanted reflections are.
In automatic mode, a fixed, approved value for the Sea filter is
set. Advantages or limitations to the effect are the same as in
manual mode.
In the case that anti-clutter sea value is set too large, weak targets can be lost, especially
at close range. If the sea is very rough, it can be expected that radar targets which only
produce weak reflections will remain undetected, even if the setting is correct.
-> The automatic anti-clutter sea function has the advantage that the clutter values taken into account
in the upwind direction are different from those taken into account in the downwind direction.To
check the display of very small target-echoes, it is necessary to switch over to manual operation.
1) If the Platinum workstation is connected to an old RADARPILOT 1000/1100 transceiver in the context of a retrofit,
it is important to note that the manual STC control range has been widened in comparison to old RADARPILOT
1000/1100 workstations. If the sea clutter at both workstations is compared, the Platinum workstation will show
more clutter due to a higher control range. Just increase the sea filter (about 10 to 30%) to observe the same
result as on the old workstation.
In the case of heavy rain, snow and hail, it can be expected that, even if the setting is
correct, radar targets which only produce weak reflections - especially targets situated
behind a strong rain front - will remain undetected. Such targets can appear suddenly
when leaving the rainy area.
In case that Rain and Sea Filter are operated simultaneously, especially in very rough
weather conditions, the detection of radar targets may fail even if all settings are correct,
because the sum of clutter (reflections of sea and rain) is as high as or even higher than
the reflection of targets.
yes,
Adaptive yes, but
no no medium
STC small value
very little,
Target small
enhance- little medium high
targets
ment just visible
Definitions:
Adaptive STC is a second STC that is derived from the medium value of the echoes of the last sweeps.
It is added to the manual STC or automatic STC (see page 237) and is able to suppress clutter.
The Correlative Filter works in scan to scan mode or over several scans respectively with its parameters
relative to the selected range. In large ranges, the correlation filter will need several scans until an effect
to the picture is visible, in smaller ranges the effect of the filter is faster. It is also able to suppress noise.
Target Enhancement is used to display even very small or weak targets. For example, if an echo is this
small that it only lights up one pixel of the screen, it could be overseen or regarded as noise or clutter.
Target enhancement makes it a little bigger, so that it is better to discover among the more dynamic
clutter or noise. With this enhanced target, the correlation filter can work much more precisely.
When the Enhance function is running, the scan-to-scan correlation might have the result
that small, fast-moving targets or RACON codes are displayed with reduced intensity or
might be suppressed.
Video Emphasis
Video Emphasis can be used to increase the visibility of targets
in the PPI. Very strong echoes will be highlighted. It can help to
decide whether an echo is resulting from one or from two partly
overlapping targets.
For example, without Video Emphasis an echo is only repre- Rain
sented by a large green spot. slider
or 3
If Video Emphasis is switched on, the green spot is displayed steps
with two smaller highlighted dots in the center resulting from two
different echoes from two different targets.
Structures on land or in rainy clouds or in sea clutter can be
made more visible by the VE function (i.e. light house at shore
or buoys in close distance to the land where the echoes would
normally melt into the land area).
- The Video Emphasis function is switched on and off by
selecting or clearing the Video Emphasis check box in the
Radar Video group.
1. Select 12 nm Range
2. Select the Transceiver and set own workstation to Master
3. Click to Adjust and check that Tune is in AUTO mode (green tune bar on maximum)
4. Check Pulse length: Long Pulse = Off (box is cleared)
5. Switch off Sea filter: Slider in left start position, AUTO box cleared)
6. Switch off Rain filter: Set to Off
7. Switch off Enhance filter: Set to Off
8. Switch off Video Emphasis: box cleared
9. Set Gain: Increase gain slider with trackball until slight noise is visible on the PPI
10. Reduce the value a little until the noise has just disappeared and no more
11. Select the Range which is actually required for the traffic scenario, i.e. 3 nm
12. In case of rain clutter set Rain filter to Low, Medium, or High, or adjust slider correspondingly
(latest SW version) until rain cloud just disappears except of contour line
13. In case of sea clutter set Sea filter to AUTO, observe that sea clutter just disappears but targets
are still visible (in difficult scenarios try manual adjustment) 1)
14. Set the Enhance filter to Low, Medium, or High so that small echoes are enlarged, wait a few
seconds, and if necessary increase Gain slowly until targets are clearly visible
15. If required switch on Video Emphasis to separate objects which are close together and melted to
one spot
Points 2) to 4) are transceiver related and if they have been passed once for a certain transceiver and
not changed, there is no need to repeat these for a second or further workstation.
The second or further workstation can be set in Slave mode (=Master not activated) as well.
1)
If the Platinum workstation is connected to an old RADARPILOT 1000/1100 transceiver in the context of a retrofit,
it is important to note that the manual STC control range has been widened in comparison to old RADARPILOT
1000/1100 workstations. If the sea clutter at both workstations is compared, the Platinum workstation will show
more clutter due to a higher control range. Just increase the sea filter (about 10 to 30%) to observe the same
result as on the old workstation.
Several RADAR functions can be operated as well from the radar keyboard installed optionally in the left
part of the operating console.
As shown in one of the previous volumes about GENERAL FUNCTIONS the monitor screen is divided into
a left part with permanent sidebars for navigation, display functions and also radar functions and a right
part for the applications. The RADAR application is shown below. It comprises the Pan and Zoom control
in the top left corner, and the RADAR PPI with bearing scale.
Several operating functions are available by context menus, either by a right mouse click (MORE) into
the PPI area or by selecting first an object (target, symbol) and then right click to this target.
Parallel index line
Heading
Pointer with line
Pan and position infor-
Zoom Control Bearing scale mation
Guard- /
Aquisition
Zone
Stern
line
The pan and zoom control in the NACOS Platinum Navigation consists of a slider to adjust the range
setting. The compass control consists of pan buttons, which can be used to move the image section
currently displayed.
Compass control
with 4 pan arrows
Zoom in
Zoom out
To zoom in incrementally, click on , you will then see the next smaller range. To zoom out again, click
on the . You will then see the next larger range.
Using the slider switches the range for radar correspondingly.
To pan the display, use the panning arrows of the compass control. For example, if you click on then
the display moves to the right in increments to view a different image section.
To center the display, e.g. after panning, just click on the icon once.
-> It is also possible to off-center and re-center the ship by means of
the context menu or by means of the button on the radar CENT
keyboard.
or
Due to the fact that the bearing scale relates to the position of the
CCRP in the PPI, the division of the bearing scale is altered in a way
that the scale still fits to the de-centered position of the CCRP.
In the case that a very large ship uses a very small scale for the display (e.g. 250m) it might happen
that parts of the ships outline are situated outside of the PPI. But neither the CCRP nor the indication
of the position of the selected radar antenna itself can ever leave the PPI, regardless of the settings for
CCRP.
Origin of the
bearing scale
Examples:
- Waypoint 9 / Leg 009-010 / PI3:
The waypoint symbol, the leg behind waypoint 9 or the Parallel Index Line 3 can be selected.
The handling of AIS and ARPA targets on ECDIS has already been covered by the volume TARGET
HANDLING (former DISPLAY FUNCTIONS AND TOOLS).
Please refer to that volume for:
Dangerous Target Settings
Acquisition and Guard Zone Settings
Target Fusion
ARPA and AIS Target Handling and Target List
Some specific functions only available on RADAR are covered in the following section.
Two types of targets can be handled on the NACOS Platinum Navigation, ARPA targets and AIS targets.
For the targets, the AIS electronics unit and the ARPA electronics of the radar are two independent
sensors whose displays and operating procedures take place on one and the same MFD. The two sensors
deliver data independently, the data of both sensors are used for the collision avoidance computation,
which takes place in the background of all actions. It can raise alarms, for instance if objects are on
collision course.
A radar echo that is supposed to be taken in account is called an acquired target.
Targets can be acquired/activated manually using the GUI or automatically by the system.
ARPA targets are acquired or tracked radar echoes received from the selected transceiver. They can be
tracked from a distance near 0 NM depending on antenna height and the targets ship structure up to
24 NM irrespective of the range scale in use. Before a radar echo can be used as ARPA target, its echo
is evaluated by the ARPA electronics during a number of antenna revolutions. ARPA targets can be of
the following kind:
ARPA targets
A radar echo that has been acquired manually and that is under evalu-
ation now
An acquired target that is tracked by the ARPA electronics. Its past posi-
tions and speed/direction vector can be shown
A tracked target, which is selected and whose data are marked in the
target list
Lost Target. If any of the above mentioned targets gets lost, a flashing flashing,
cross is superimposed above the target symbol. red
1 04
AIS targets are all targets whose data are received by the AIS electronics unit connected to the system.
All AIS targets are visible per default after switch-on of the MFD.
The display of groups of AIS targets (Class A, Class B, All) may be switched on and off by the oper-
ator. Select All if you want to see all targets received from the AIS electronics unit.
AIS targets
A sleeping AIS target is a target that is displayed in the PPI. Its data
are evaluated and can be shown on demand.
An activated AIS target, which is selected and whose data are marked
in the target list
Due to the fact that an AIS target within the radar range normally also produces a
radar echo, the symbols of tracked and activated targets are displayed close to each
other:
In this case, it is possible to decide whether the object is to be treated as an AIS
target or as an ARPA target. In terms of an improved display readability and avoidance
of cluttering the screen, the objects can be merged if they meet some boundary condi-
tions. That means, that they can be displayed only as either AIS or as ARPA target
depending on user selection. See page 117 for details on Target Fusion.
The number of ARPA and AIS targets being tracked should be kept as small as possible; the pres-
ence of too many targets causes confusion on the screen and distracts the operator's attention from
what is really important. Targets that are no longer relevant should be deleted (RADAR) or deacti-
vated (AIS).
In the case of tracked targets entering a clutter area (rain or sea clutter), a "target swap" might
occur; parts of the rain front can suddenly be "tracked". A target swap can also occur if there are
targets situated close to each other or close to land. In the case of target swaps, no warning is
given.
Pointer becomes
a hand a gun sight
not clearly identifiable, it could be an clearly identifiable, it is a single AIS
Object is AIS target or a radar echo target or a single radar echo
the object is an AIS target with no
radar echo (transceiver off or bad
AIS target and radar echo appear on
reason radar conditions) or the object is a
the same position or are fusioned radar echo that carries no AIS
If at least one fixed ARPA target 1) is selected as a reference target, the radar can determine the own
ship's speed vector with the aid of this target's relative motion. By means of this "reference target
tracking", the radar also acts as a speed sensor, and can be called up as such under REF TGT Speed
in the COG/SOG sensor selection menu. It is recommended to use more than one target for own course
and speed calculation in order to create as stable values as possible.
The resultant course and speed is calculated by averaging the relative speed data evaluated from all
selected reference targets.
If the last reference target is lost, a new speed sensor must be selected.
If no new speed sensor is selected in time, the Speed Invalid alarm is triggered for the selection of
another speed sensor by the operator.
During reference target tracking, it shall be checked repeatedly if the selected reference
targets are still displayed as fixed targets. Loss of a tracked reference target may reduce
the accuracy of the evaluated own speed and course, whereby the true data of other
tracked targets may be deteriorated.
1) A fixed target is a tracked radar echo of a fixed object like a buoy, a light house, a landmark etc. In the true
vector mode, it shows no or a very short vector. If a moving target is selected by mistake, the own speed deter-
mined will be incorrect. To ensure accurate determination of speed, several fixed targets should be selected as
references. AIS targets cannot be selected as reference targets.
2)
As long as REF TGT Speed is selected as COG/SOG input, the display of relative target data for AIS-targets is
omitted.
8 ARPA Training
The ARPA Training can be activated from the Super Home page.
Click to the corresponding button.
It can be used to check certain transceiver functions and to train
basic radar operating procedures like target acquisition.
Beforehand, it must be ensured that a transceiver is selected for
use and at least in Stand By mode.
The radar picture is complemented with a spoke-pattern with arti-
ficial radar echoes.
These echoes can be acquired manually for ARPA tracking.
When the acquisition / guard zone is placed over one or more
targets, automatic acquisition takes place together with the associ-
ated symbols and alarms. The targets must be tracked automati-
cally.
All targets travel along with your
own ship. Therefore, their true
courses and true speeds must be
the same as your own ship's course
and speed.
It can be observed whether the
tracking works correctly. Further-
more, the user can observe the
target graphics and display of the
ARPA data in the appropriate display
windows and make himself familiar
with this function.
To turn off the ARPA Training
facility, navigate to the Super
Home page again and click on
RADAR Monitoring.
As long as the ARPA Training facility is in use, the radar picture will not show echoes
received by the appropriate transceiver.
All displayed echoes are artificial. For safety, make sure to keep an eye on another acti-
vated transceiver while using ARPA Training.
If in addition to the
RADARPILOT Platinum
application the
ECDISPILOT Platinum
application is installed
on your system, you
have a MULTIPILOT
and that can be oper-
ated in Chart Radar
mode.
In this case the drop-down menu in the Charts group of the Navigation Sidebar is selectable.
Select ENC in order to switch on the ECDIS chart in the background of the radar PPI. Select Off if you
want to switch off the chart presentation permanently.
The operating of all the radar functions in the Radar Sidebar remains as it used to be in RADAR Mode.
Also the tabs in the Display Functions and Tools Sidebar remain as they used to be.
Under the tab Presentation the new tab Chart is displayed and can be opened with the Display menu
for setting of the chart display category and the Depth menu for setting of the safety depth and safety
contour.
Under the tab Alarms the new tab ECDIS Alerts appears and can be opened for activating i.e. the
safety contour alarm etc.
- If the Chart Radar option is installed, the SOLAS category of the radar system is extended with the
suffix C as follows:
With 22 TFT monitor: CAT 2 C
With 26 TFT monitor: CAT 1 C
In the following chapters the chart functions specific for RADAR are introduced.
More general chart functions can be found in the volume about CHART FUNCTIONS.
The drop-down menu in the Charts group of the permanent area provides access to the different charts
that are installed with your ECDISPILOT application.
Only vector charts are permitted for chart radar operation and only these are selectable from the RADAR
menus. Raster charts (RNC) can not be used.
Reference
In Chart Radar mode the same reference system for own ships position, speed, heading, time, etc. is
used as in RADAR mode.
The common reference point is called Consistent Common Reference Point (CCRP).
It can be selected from the drop down menu REF in the Display group of the Navigation Sidebar (select
Conning which is the default, or Radar, or Tracking).
For Route Monitoring against ECDIS objects and user objects the track control reference point which is
typically at the bow of the vessel is used. This point is also called the system position. The guard sector
(also called look-ahead sector) starts from there.
Chart symbols, areas, lines and labels (collectively called chart objects in the following) are individually
stored electronically in a separate data base and are displayed in the vector chart.
Object classes (complete sets of similar objects) are grouped into display groups; for example, the
object class Restricted Areas together with the object class Military Practice Areas and other similar
object classes are grouped together in the display group Cautionary Areas.
An appropriate and, at the same time, uncluttered display can be achieved by selecting only those display
groups which are required for the actual nautical task.
Furthermore, for a number of objects (e.g. buoys), there is a choice between two symbol presentations
(plain and symbolized).
In addition the number of text labels displayed can be influenced.
IMO has defined three pre-defined categories for the selection of display groups that are to be shown:
- Display Base: Consists of the display groups which, as a minimum requirement, definitely have to
be displayed. They can not be influenced by the user and they are shown all the time. They are
normally not sufficient for safe navigation (only coast lines and obstacles).
- Display Standard: Contains the display groups which are normally necessary for voyage planning
and voyage monitoring (all standard display groups as shown below)
- Display All: Contains above two categories and all other display groups which are available in the
electronic chart
For the Chart Radar one further category is defined in the IEC 62388 test standard:
- Display Primary: The Primary Chart Information Set covers the display base plus fixed and
floating aids to navigation (buoys and beacons, details on following page).
SAM Electronics finally has added a category named Customized. In this category, all settings can be
made individually.
Please refer to the volume about CHART FUNCTIONS for more details on the categories (volume included
in MULTIPILOT Manual).
Scale Slider
Acquisition/Guard Heading line and
Zone 1 and 2 look-ahead sector
Route
EBL2/
VRM2,
decen-
tered
Plot
AIS/
RADAR
target
with
video
emphasis
EBL1/VRM1, centered
On the chart overlay for RADAR the colors indicate the depth as adjusted in the dialogue box shown
below, from brown (land) to blue (shallow), grey (navigable) and black (deep).
Shallow contour
Deep Contour.
Note:
The colors defined in this chapter are based on the ECDIS color schemes "Dusk" and "Night" so that the
radar video and the target graphics are not obscured. After a restart of the system all depth contour
values are set in the same way they have been set before.
Pattern
Non-navigable areas (shallow water) can be displayed criss-crossed if
this option is checked.
Danger
The display of the isolated danger symbols which are situated in shallow
water can be switched on and off here. Those symbols are only
displayed if the display category is set to Standard at least.
The ECDIS application can be operated in Chart Radar or in ECDIS mode. The main differences between
the two modes can be summarized as follows:
The chart is presented in a full rectangle The chart is presented in the radar PPI
Planning With the Browse function any position in the No Browse function selectable, the own ship
worldwide chart can be shown in the center remains always visible within the PPI, no
planning
Presentation The ECDIS color set according to IHO S-52 The radar video is always in the foreground,
of radar video presentation library appendix 2 is used with the ECDIS is presented as an underlay
and chart color sets for day, dusk, and night. The radar providing a dark background for radar video
video is in the background and superseded by (colors are closely aligned to ECDIS dusk and
any ECDIS symbols night color tables)
Presentation An area with no-chart data The no-data area is shown
of no-chart of any kind is marked with as the radar background,
data areas the no data symbol here in black. Later SW
defined in the IHO S-52 versions are fitted with a
presentation library
appendix 2/3.2.3(14) select box for either no data
pattern or dark radar back-
ground.
Operating of Operating of radar TX functions possible from Operating of radar TX func-
radar SW version 2.x onwards, access via Settings tions possible, corresponding
menu side bar is available
Operating of LOP, EBL, &VRM and PI lines are available EBL, VRM and PI lines are available from the
navigation from ->Tools ->NAV tab, or from SW version radar function side bar in the permanent area,
tools 2.x onwards via Tools Bar LOP from ->Tools ->NAV tab or Tools Bar
Display object Can be displayed per category: Base, Stan- Same as ECDIS plus Primary category; Select
groups dard, All and Customized. The last one Primary to set the Primary Chart Info Set (IEC
provides individual selection of groups. 62388)
Display ECDIS ECDIS Chart1 is a tab that can be opened in No comparable function available, the symbol
Symbol Library the application area, shows a legend of legend would cover the radar presentation,
Chart1 symbols used not permitted
The table on the next page is presenting the most important layers and the related priority shown for
Chart Radar mode. The arrangement of layers is shown from top to bottom.
All common functions as listed earlier and the layers as listed in the previous table are integrated to a
complete application for RADAR or for ECDIS.
If the two applications RADAR or ECDIS are combined on a single workstation to build-up a chart radar
or MULTIPILOT only those functions are added, which are not already available with the first application.
Each of the functions as listed above is only started once on a workstation. But depending on the actual
configuration it may have a slightly different appearance. Differences are listed i.e. at the end of the
Chart Radar chapter.
The arrangement for the MULTIPILOT with ECDIS is slightly different. The priority of the radar video is
changed in favour of the chart objects. The radar video layer is shifted down and placed in between basic
chart areas and chart objects acc. to IEC 61174. The dusk and night color sets used for the chart areas
are extended to the full daylight color set. All other functions are the same.
RADAR Video,
raw video as received from
antenna unit, sea and rain
filtered as selected by the user
Chart Objects
buoys, beacons, traffic separa-
tion, text labels, dangerous
zones, coastlines, planned
route
User symbols,
user defined buoys, beacons,
lines and areas
The RADARPILOT Platinum can be upgraded with the option for MULTI-ANTENNA OPERATION.
This option is relevant if the antennas on a certain ship are not covering a full 360 degree sector due to
high superstructures interrupting the radar beam.
In that case the radar signals of up to four antennas either for X-Band or for S-Band distributed over the
vessel can be combined such that they are displayed together in one PPI. A typical configuration is the
combination of a bow radar and stern radar antenna.
In Slave mode picture distortions may occur if the radar range of a certain transceiver in
the group which has been selected by another master MFD is more than one step smaller
than the radar range of the slave and the slave indicator is de-centered. Refer to page 233
for details.
Video Settings
The options for gain control, anti-clutter sea and rain control,
and video enhancing are influencing only the display of the
radar video on the operated MFD. They are affecting all sectors
of the radar PPI in parallel. They are not influencing any other
MFDs which are connected to the same transceivers as slave or
master.
Dead Zones
A configuration with one bow and one stern antenna, covering
together a full 360 degree sector, and merged into one group may
have two remaining small dead zones next to the own ship. The size
is in the range of the ship dimensions.
This effect is due to the distance between the two antennas and can
be reduced by optimal placement. The two dead zones are indicated
in the PPI by grey areas as shown in the picture.
The following screenshot shows an example of a Multi-Antenna Operation with one antenna at the bow
and one antenna at the stern. The two antenna sectors are overlapping smoothly. Borders between the
sectors are not visualized.
1) Later SW versions are coming along with a slightly different design in the tab area
For HSC (high speed craft) operation the antenna revolution rate can be doubled resulting in a higher
radar video update rate 1).
Switching-over is achieved by checking the HSC box. This box is
visible only if the selected transceiver is capable of doubled antenna
revolution rate.
Overview
On user level the NACOS Platinum Navigation is providing two important checks for the correct RADAR
function. The first one is the check of the magnetron hours which can be done quickly during the selec-
tion of the transceiver. The second one is a test with the performance monitor which will take a minute
or more. Further steps like adjusting the head-marker are accessible from a service menu which is
protected by password. Please refer to the Technical Manual of the Platinum system.
Magnetron Hours
The transmitting valve or magnetron is the only
device which has in comparison to other elec-
tronic devices in the radar system a limited life-
time.
In order to check the actual operational hours of
a specific magnetron just place the cursor on
the transceiver in question in the selection list
and a small status window is opened with the
magnetron hours.
Background
The performance monitor provides the operator with a simple go/no-go tool to check the transmitter
performance as well as the receiver sensitivity in one step. It comprises a small test oscillator and a
microwave diode with amplifier. Both modules are installed under a hole in the gearbox. The hole is
hermetically sealed with a transparent plastic cover.
The diode receives the radar pulse which is transmitted by the magnetron via wave-guide and scanner
into the air. The received signal is amplified and gives an indication about the function of the complete
transmitter path.
The test oscillator transmits a pulse at about 1 msec after the main pulse. This pulse lies outside the
display space and is not visible in the radar image. It simulates a target being far away. This signal is
picked up by the scanner and gives an indication of the proper function of the complete receiving path.
Test
The performance of the selected transceiver can only be
tested by the MFD which is selected as Master for it. If
Master is not selected, or the selected transceiver is not
available, the Adjust control will be insensitive.
Click the Transceiver Adjust control, the corre-
sponding sub-menu will open. Check the control for
Performance Monitor. Wait for a minute, the result
will be shown as follows:
- If the sum of both indications from TX and RX path
together is Ok, the test is shown with an Ok in the
Transceiver Adjust box.
- If the sum of both indications from TX and RX path
is degraded, the test is shown with a Critical
result.
- If the sum of both indications from TX and RX path
is degraded by more than 10 dB, the test is shown
with a Most Critical result.
Switch off the performance monitor by closing the Transmitter Adjust box.
During the test, the radar is fixed to 12 nm and cannot be switched to another range or
setting. Do not start the performance test with a cold transceiver, wait 30 min after
switching-on. The test result could be disturbed by heavy snowfall or rain, shading the hole
in the gearbox. The test result could also be disturbed by other transceivers on-board.
They should be switched off.
If "Most Critical" is shown as the result, this means that the performance quality
of the radar system is no longer adequate for safe radar operation. Request
service!
If the test shows that the magnetron has reached the end of its useful life, the toothed belts in the gear box
shall be checked and must be exchanged as well during the necessary service work.
Generally, the echo data received by the transceiver can be amplified, attenuated or filtered in order to
enhance the display of desired data like targets. The main intention of the signal processing is the clear
and unmistakeable display of radar targets and the suppression of unwanted echoes like sea clutter, rain
clutter or interferences.
Amplification, attenuation or filtering is done in several ways, with continuously or digitally working filters.
(Some can be set from 0% to 100%, others can only be switched on or off).
Further on, echo data with the same azimuth delivered from one or more radar pulses (sweep-to-sweep-
data) can be processed or data from one or more antenna turnarounds (scan-to-scan-data) can be
evaluated.
The amplitudes of echoes can be evaluated in order to determine whether the echoes are targets or
noise, or the correlation of sweep-to-sweep or scan-to-scan data can be used to enhance the radar
picture:
Processing
Amplitude Treatment
Amplification
Attenuation
Correlative Treatment
Scan-to-scan
Amplitudes are influenced for example by the Gain and Sea settings, correlation is done amongst others
by the Enhance functions.
In the following, the different filters, their basic techniques and advantages or limitations are described
in the sequence they appear in the RADAR Sidebar.
her radar devices is suppressed so that automatic tuning (AFC) has the best results and should be used
as default. An optimum tuning is not only important for a clear visual display of the targets on the video
but is also a necessary prerequisite for the ARPA functions.
Gain setting influences the amplitudes of all echoes and works like an amplifier that makes it possible
to enhance all echoes and noise in the same way in order to get a better picture. But, as said before,
also the noise will be amplified and can disturb the clear display of targets. Gain should in any case be
set in such a way that slight noise is always visible.
Background
The correct measurement of a target position by radar is determined by the bearing and range accuracy
of the radar system. Both parameters are depending on physics, on installation, and on the ability of the
user to read accurate values from the screen.
As far as the physics is concerned, the accuracy of bearing measurement basically depends on the
narrowness of the radar beam. The radar beam for X-band has a horizontal beam width of 1.5 with the
5 foot antenna and 0.95 with 8 foot antenna. For S-band the corresponding value is 1.8 with 14 foot
antenna. These values describe the 3 dB corners on each side of the beam, where the transmitted power
is half of the center value. Experience shows, that typically at sea these values are doubled. So the prac-
tical beam width of an 8 foot X-band antenna is about 2. It provides an echo with a size of:
Further on physics is involved with range measurement. It depends on the pulse rate and length which
are determined by the user selected range. To minimize error when measuring the range of a target, put
the target echo at an outer position on the screen by selecting a suitable range.
In terms of installation the bearing is usually taken relative to the ship's heading, and thus, proper
adjustment of the heading line at installation is an important factor in ensuring bearing accuracy.
Finally the user aspect has to be considered. To minimize error when taking the bearing of a target from
screen, put the target echo at an outer position on the screen by selecting again a suitable range.
Results
According to IMO (MSC.192/5.2) the radar system range and bearing accuracy shall be as follows:
"Range: within 30 m or 1 % of the range scale in use, whichever is greater;
"Bearing: within 1
in typical operational and environmental conditions.
A well adjusted 1) RADARPILOT Platinum is exceeding these requirements as follows:
"Range: within 15 m or 0.3 % of the range scale in use, whichever is greater;
"Bearing: within 0.5
in typical operational and environmental conditions.
The theoretically achievable radar range limited by the curvature of the earth depends on the height
of the antenna above the water surface and the height of the target, and is applicable under normal
atmospheric conditions - see the following table.
Whether radar targets can be detected up to this theoretical range, even with optimum video setting,
depends not only on the atmospheric conditions but also on the characteristics of the target:
- Large targets with good reflection characteristics produce strong echo signals and are displayed with
corresponding clarity on the screen.
- Smaller targets situated in the shadow of large objects are not illuminated by the radar pulses and
are therefore not displayed.
- Flat coasts have an unfavourable reflection cross-section and cannot be recognized until they have
been approached more closely. On the other e , high coastlines and mountainous regions further
inland are recognised at a very early stage.
- In the coastal approaches, the tide rip lines and surf areas are displayed similarly to coastlines.
However, this rather irritating display can be a valuable orientation aid for the coastal navigator.
- The reflections of radar waves from ice depend largely on the surface structure of the areas illumi-
nated by the radar. Rough and jagged surfaces produce good echo displays, whereas smoothly
frozen-over surfaces, rounded surfaces and surfaces at an oblique angle generally reflect the trans-
mitted pulses away from the ship. Thus, for example, the echo display of large icebergs can fluc-
tuate extremely severely, depending on the existing aspect.
- The detection of low-lying blocks of ice (growlers) probably presents the greatest uncertainty:
Even if the anti-clutter facilities are operated carefully, the echoes from growlers can no
longer be definitely identified if moderate disturbances from the sea surface are present.
Because of the physical characteristics of the radar principle used, the video displayed does not corre-
spond exactly to the position and form of the reflecting target. A distinction must be drawn between
radial distortions (in the direction of the target) and azimuthal distortions (perpendicular to the target
direction) - see figure on next page.
Radial Distortions
Radial distortions in the direction of transmission are caused by the fact that a target reflects the trans-
mitted pulse for as long as the pulse is moving past the target 1). Thus, radial lengthening depending on
the pulse duration occurs on the screen. In the case of range measurements, it must be noted that the
echo edge facing own ship corresponds to the true front edge of the target.
If there are several targets behind one another with small (radial) distances between them, they are
shown separately on the screen if, and only if, their distance apart is so large that the radial lengthened
echoes do not overlap.
Azimuthal Distortions
Azimuthal distortions are caused by the width of the beam radiated by the antenna. A point target
appears wider the further away it is. At a distance of 10 NM with a horizontal antenna-beamwidth of
1.5, an individual target is displayed as an arc with a length of 480 m. Because of this effect, individual
targets situated beside one another can merge to form a single target.
-> Not only individual targets but also small spits of land aligned in the radial direction appear wider
than they really are, and radially oriented entrances appear narrower than in reality.As a result of
azimuthal distortions and/or changes in the target position, the radar centroid of a target can
change, especially at short range. In the case of a target being tracked, this can lead to a sudden
change in the displayed vector.
In addition to these undesirable azimuthal distortions, targets can also be deliberately widened with
increasing distance, so that narrow, close-range targets too can be seen clearly. This function is used in
the Enhance modes Medium and High. It ensures that the azimuthal distortion corresponds to the
radial distortion over a wide range of distances. Because the radial distortion depends on the pulse
length, the targets are displayed particularly large by the selection of Long Pulse.
1) The pulse length setting Long Pulse thus generates larger radial distortions than Short Pulse.
An entrance is
Two targets behind one displayed narrower or
another merge to form one not at all
radar echo (radial distortion)
RADAR video
Land contour
RADAR video
Actual size of the target Azimuthal distortion
Radial distortion
In general, it is advisable not to use long pulse in rainy conditions and it is better to use the S-band
radar rather than the X-band. If no S-band radar is available, it must be considered that X-band radars
lose 50% of their coverage in heavy rains.
Even in the X-Band radar, fog causes practically no disturbances, whereas precipitations with larger drop-
lets attenuate the transmitted radar pulses and thus weaken to a greater or lesser extent the display of
targets situated behind extensive areas of precipitation. Furthermore, throughout their entire extent, rain,
snow and hail reflect part of the transmitted energy and produce echoes in the form of milky areas in
the radar video (backscatter).
Because of the very different signal structures of useful targets and rain areas, rain clutter can be notice-
ably reduced by the rain clutter suppression function.
In the case of strong, extended areas of rain, the losses become so great that the achievable range is
reduced very severely. Useful targets might be completely concealed.
The S-Band radar sees through the rain with practically no attenuation losses, and even detects targets
in and behind a rain area. The echo signals caused by the rain are only displayed weakly. Similar
behavior is exhibited in the case of hail and snow.
In this case too, unusually heavy rain can reduce the achievable ranges and thus cause sudden loss of
targets.
Clutter echoes from the surface of the sea can be recognised from the fact that a mostly circular but
eccentric area displaced in the wind direction and having non-uniform brightness is formed around the
own ship symbol (sea clutter). These echoes make targets in this region more difficult to detect and
track, but they have no effect on the display of targets situated behind the reflection zone.
These disturbances are more severe in the case of a radar antenna mounted high up than for one
mounted lower down. The area covered by these disturbances increases with increasing sea state, and
is increased particularly by steeper waves.
With the aid of the sea clutter suppression function, the disturbance echoes described above can be
reduced. However, since this also weakens the display of targets and because the target might not be
displayed with every revolution of the antenna, maximum concentration by the observer is necessary. In
the case of automatic target tracking, the sea clutter suppression function can lead to the loss of targets
due to the attenuation of the signals.
Super-refraction - Sub-refraction
If the normal refraction gradient for the radar wave in the maritime boundary layer of the atmosphere
is changed by external influences, sub-refraction occurs when the transmitted beam is bent upwards
away from the earth's surface, and super-refraction occurs when the transmitted beam is bent down
towards the earth's surface.
In the case of super-refraction, false echoes of targets outside the set range of measurement can occur:
the echo of a transmitted pulse is not received within the set range but during the next transmit cycle
or by the one after that. The resulting ghost echoes can occur at any position. Since the position of ghost
echoes depends on the pulse repetition frequency, ghost echoes can be recognised as such by switching
over the pulse length or the range on the master radar.
-> Every pulse length has a particular pulse repetition frequency assigned to it; therefore, when the
pulse length or range is changed, the repetition frequency changes too (Refer to page 234).
RACON Code
The code of a RACON consists of a radially arranged dash-dot code which is starting in the radar video
closely behind the beacon position. By means of different codes described in the List of Lights, the
approach points equipped with a RACON can be clearly identified.
Most RACON transmit in the X-Band, but there are some RACON installed which transmit in the S-Band.
The majority of RACON change their transmission frequency slowly throughout the entire frequency
band, and so they are not received in every revolution of the antenna.
For the setting of the radar, the same basic principles are applicable as for SART detection (refer to page
284).
Target Enhancers
The target enhancer is an active device on a target vessel which transmits an X-band pulse upon recep-
tion of any X-band radar signal. The pulse length of this secondary radar pulse does not typically reflect
the size of the actual target vessel but is fixed. In general this kind of equipment is used on small boats
which have not a significant radar profile like pleasure boats or wooden boats or lifeboats. There are no
special settings required for detection of target enhancers. They are just visualized like a very well
reflecting target.
If parts of the own ships superstructure do not allow the radar to transmit properly in a certain direc-
tion, these sectors can be blanked in order to avoid false echoes. These sectors are indicated by one or
more highlighted circle sectors.
Sector Blanking is
active from 60 to
110 degrees rela-
tive.(115 to 165
degrees true)
The superim-
posed AIS target
does not show a
radar echo like
The start and stop angle (relative to the ship) are set by the service technician using the NACOS Platinum
L3 Integration Manager tool.
-> The above picture shows a configuration where the sector has been extended more than required
just to demonstrate and visualize the principle.
The information needed for reliable detection of SART's is described in IMO Circular 161. The content of
that paper is reproduced on the following pages.
ANNEX
WARNING: A SART will only respond to an X-Band (3 cm) radar. It will not be seen on
an S-Band (10 cm) radar.
Introduction
l. A Search and Rescue Transponder (SART) may be triggered by any X-Band (3 cm)
radar within a range of approximately 8 n.miles. Each radar pulse received causes it to
transmit a response which is swept repetitively across the complete radar frequency band.
When interrogated, it first sweeps rapidly (0.4 sec) through the band before beginning a
relatively slow sweep (7.5 sec) through the band back to the starting frequency. This
process is repeated for a total of twelve complete cycles. At some point in each sweep, the
SART frequency will match that of the interrogating radar and be within the pass band of
the radar receiver. If the SART is within range, the frequency match during each of the 12
slow sweeps will produce a response on the radar display, thus a line of 12 dots equally
spaced by about 0.64 n.miles will be shown.
2. When the range to the SART is reduced to about 1 n.mile, the radar display may show
also the 12 responses generated during the fast sweeps. These additional dot responses,
which also are equally spaced by 0.64 n.miles, will be interspersed with the original line
of 12 dots. They will appear slightly weaker and smaller than the original dots.
3. When looking for a SART it is preferable to use either the 6 or 12 n.mile range scale.
This is because the total displayed length of the SART response of 12 (or 24) dots may
extend approximately 9.5 n.miles beyond the position of the SART and it is necessary to
see a number of response dots to distinguish the SART from other responses.
4. When responses from only the 12 low frequency sweeps are visible (when the SART
is at a range greater than about 1 n.mile), the position at which the first dot is displayed
may be as much as 0.64 n.mile beyond the true position of the SART. When the range
closes so that the fast sweep responses are seen also, the first of these will be no more than
150 meters beyond the true position.
RADAR Bandwidth
5. This is normally matched to the radar pulse length and is usually switched with the
range scale and the associated pulse length. Narrow bandwidths of 3-5 MHz are used with
long pulses on long range scales and wide bandwidths of 10-25 MHz with short pulses on
short ranges.
6. A radar bandwidth of less than 5 MHz will attenuate the SART signal slightly, so it
is preferable to use a medium bandwidth to ensure optimum detection of the SART. The
RADAR Operating Manual should be consulted about the particular radar parameters and
bandwidth selection.
Note about item 6: The bandwidth of the radar is not less than 5 MHz. Therefore, the setting described here is not necessary
7. As the SART is approached, side lobes from the radar antenna may show the SART
responses as a series of arcs or concentric rings. These can be removed by the use of the
anti-clutter sea control although it may be operationally useful to observe the side lobes as
they may be easier to detect in clutter conditions and also they will confirm that the SART
is near to own ship.
8. To increase the visibility of the SART in clutter conditions, the radar may be detuned
to reduce the clutter without reducing the SART response. RADARs with automatic
frequency control may not permit manual detune of the equipment. Care should be taken
in operating the radar in the detuned condition as other wanted navigational and anti-colli-
sion information may be removed. The tuning should be returned to normal operation as
soon as possible.
Gain
9. For maximum range SART detection the normal gain setting for long range detection
should be used i.e., with a light background noise speckle visible.
10. For optimum range SART detection this control should be set to the minimum. Care
should be exercised as wanted targets in sea clutter may be obscured. Note also that in
clutter conditions the first few dots of the SART response may not be detectable, irrespec-
tive of the setting of the anti-clutter sea control. In this case, the position of the SART may
be estimated by measuring 9.5 n.miles from the furthest dot back towards own ship.
11. Some sets have automatic/manual anti-clutter sea control facilities. Because the way
in which the automatic sea control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto sea control on the SART response can then be compared
with manual control.
12. This should be used normally (i.e. to break up areas of rain) when trying to detect a
SART response which, being a series of dots, is not affected by the action of the anti-
clutter rain circuitry. Note that RACON responses, which are often in the form of a long
flash, will be affected by the use of this control.
13. Some sets have automatic/manual anti-clutter rain control facilities. Because the way
in which the automatic rain control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto rain control on the SART response can then be compared
with manual control.
Note:
The automatic rain and sea clutter controls may be combined in a single auto-clutter
control, in which case the operator is advised to use the manual controls initially until the
SART has been detected, before assessing the effect of auto.
The MOB function is available for up to five separately tracked MOB symbols. They are dropped one after
the other, each time the MOB button in the bottom line of the menu bar is clicked. Values for wind and
speed can be entered separately for each MOB symbol. If the MOB is clicked another time, nothing will
happen. One of the existing symbols has to be deleted before.
Two Electronic Bearing Line and Variable Range Marker (EBL&VRM) tool sets are available for
measuring the bearing and range of chart objects/targets. One of the two sets is shown in the screenshot
below. In addition some of the other tools like parallel index lines, lines of position, and user symbols
are shown. All of them are described in the subsequent chapters.
LOP 2 (Base
Line)
Symbol
for
Anchor
Area
Parallel index lines
EBL/
VRM,
centered
LOP 1 (Base
AIS Line)
Target
The current bearing is displayed in the Tool Set group. To switch off
the display of the EBL, clear the check box in the Tool Set group.
The current radius of the VRM is displayed in the Tool Set group. To
switch off the display of the VRM, clear the check box in the Tool
Set group.
If the display range is reduced when the VRM is in the switched-
on state, the VRM might be situated outside the visible range.
Switch the VRM off and then on again, to return it to the visible
range.
4 User Symbols
With this method, the user symbol can be placed in the chart area be means of the trackball/mouse. The
procedure is explained here by means of the user-symbol beacon cardinal.
Before starting to drop new user symbols please check if the visibility group as indicated in the top line
is set to your requirements, Global, Group, or Route. If uncertain, refer to page 306 for details.
Select a Symbol
Open the User Symbols part of the Display
expander and click on the + in front of the
desired category (Symbols, Areas, Lines,
Events). Ensure
correct
A list of the different symbols in the selected setting of
category will be shown. Use the vertical Visibility
scrollbar to see the complete list. Group
Symbol Information
Select a symbol which
has been dropped before
by clicking to it with DO
(left click). The symbol is
then marked with a
small handle.
Click with More (right-
click) anywhere into the
PPI/Chart area, to open
the context menu.
Select Chart Informa-
tion -> User Symbols
-> Other -> Beacon, cardinal to see detailed information about this user symbol.
1) Alternatively select a symbol from the tab menu (see page 296), right-click anywhere into the chart area, and the
data entry window will open as well. Input the position and click to set and the symbol is placed at the desired
location.
1) It divides the earth surface (from 80 South to 84 North) in 6 wide vertical stripes (zones), which
are separately levelled with the optimal Mercator projection und covered with a Cartesian coordinate
system. The system can be based on WGS 84 and is step by step introduced for land surveying.
Select an Area
Editing of areas is following the same
basic principles as described above for
symbols (graphical point objects). Ensure
correct
Before starting to drop new user symbols setting of
please check if the visibility group as indi- Visibility
cated in the top line is set to your Group
requirements, Global, Group, or Route.
If uncertain, refer to page 306 for details.
Open the User Symbols part of the
Display expander and click on the + in
front of the desired category (here
Areas).
Choose a Danger highlight or a Users feature area and enter a name for the area. Additional infor-
mation text can be entered in the text box.
Danger Highlight
A Danger Highlight is a red colored filled area which can be detected by the chart monitoring function.
Click on the Danger highlight icon first, and then click with DO in the PPI/Chart Area to set the first
vertex of the area. The moving cursor is then followed by a connection line to the previously set graphical
point of the area. In this way an area with 3 vertex points as a minimum can be set. There is no upper
limitation for the number of points which can be created for one and the same area.
To close the area after the last vertex is set,
- click into the last connection line with MORE or
- set the last point directly on the first one
to end the edit mode and to complete (close) the created area.
Users Feature
Editing of Feature Areas is following the same principles as shown above for Danger Highlights.
Several areas with different transparency (No Fill / 25 / 50 / 75 %) can be created and drawn on
the electronic chart. In contrast to the Danger Highlight a Feature Area cannot be detected by the chart
monitoring function.
Danger Bearing Lines (also called Clearing Lines) shall indicate a limitation of the course to be steered
in certain sea areas. For this purpose a
- NMT Not More Than and a NLT Not Less Than line can be set.
In the selection list under Tools -> NAV -> User Sym open the list of available lines by a click on the
(+) symbol. Select Danger Bearing by a click on the entry. Select NMT or NLT and set the line as
required. Check if the visibility group is set to your requirements, Global, Group, or Route. Go to page
306 for any changes.
The course value not to be exceeded is calculated automatically and is indicated together with the line
and a direction arrow. The clearing lines can only have two points (start and end point).
To delete the line again, click on the start or end point and then with MORE > User Symbols >
Delete: Danger bearing the deletion can be executed.
Editing of Events and Text Notes is another feature of the user object editor. You can drop Events which
have the symbol and add text to it.
Additionally you can drop either a text object as Information or as Caution . The procedure is
identical for both objects.
The description for setting, modification and deletion is equivalent to the operation of point symbols, i.e.
you must select the relevant entry under User Sym, Events and Text, click on the respective icon, add
a text and then click into the PPI/chart area where the text note or the event marker shall be located.
After selection and marking by the orange handle you can move the event marker or text note to another
location or delete it from the screen and from the storage device.
Check if the visibility group is set to your requirements, Global, Group, or Route. Go to page 306 for
any changes.
User symbols are displayed on a separate layer on top of the basic chart or PPI area.
They are covered by higher prioritized objects as follows:
by chart objects
by the radar video
by navigation tools (EBL, VRM, and LOP)
and by the own ship symbol and ARPA and AIS targets (highest priority)
Nevertheless, if in doubt, and if a user symbol covers a basic chart information, the whole user symbol
layer with all symbols, regardless to which group they are assigned, can be switched off as follows:
Do a MORE click into the PPI/chart area, select
Layer and clear the box for User Symbols.
It can be necessary, to check this setting if user
symbols are not visible in the chart or PPI area,
just activate the setting again.
A new symbol which shall be dropped into the PPI/ chart area is assigned either globally, or to a user
defined group or to an existing route as indicated in the top line of the Edit User Symbol menu (see
red arrow in the screenshot below). Just select the required assignment as described below before drop-
ping a symbol.
Global Group
All user symbols which are dropped into the PPI/ chart area are visible at all times.
Of course the location of the symbol has to be included in the actual view
on the screen and the user symbol layer has not to be switched off.
Assignment to a
visibility group,
change if required
Select a symbol which has been dropped before by clicking to it with DO (left click).
The symbol is then marked with a small handle.
Click with More (right-click) anywhere into the PPI/ chart area, to open the context menu.
In the context menu, select User Symbols -> Edit Details.
Change the name and the remark for this user
symbol if required.
Change the Visibility Groups if required, set to
Global, User Defined, or Route.
If Global is selected, no further settings have to be
made. Click to Set to assign the symbol to the global
group.
If Route is selected, the opened routes are already
indicated. Select a route and click to Set to assign
the symbol to the route. If no route is open, you
have to open one before.
If User Defined is selected, click to the next field to
select one of the available groups. Click to Set to
assign the symbol to this group.
If the assignment shall be made to more than one group or route, just click to Edit and to Add addi-
tional assignment to add a further line with another group or route.
If an assignment shall be deleted, click to Edit and to Remove Entry to withdraw this line.
Click to Cancel if the new settings shall be discarded.
6.1 Overview
1) The alarm symbol may be slightly different, other versions could have red triangle with figure 1
At Current Position
At New Position
Click to the button At New Position and enter the
planned anchorage position into the menu shown at
the right.
At User Symbol
Place a User Symbol for anchorage area (see ECDIS
functions, any of the different anchorage area symbols
can be used), or just use an anchorage area symbol
which is still in place from your last anchoring
maneuver, click to this symbol to mark it, open the
context menu with MORE (right-click) anywhere in the Anchor Watch
chart and click to Select for Anchor Watch. Symbol
1) The location of the anchor hawse pipe has been entered by a service engineer during system commissioning into the
ships configuration. If no entry has been made, the end of the anchor watch sector falls into the conning position, and
you may shift it to the desired location manually.
1)
The length of one shackle is a configuration value which has been set during the commission by a service engi-
neer.
Activate Area
Once the own ship is fully inside the anchor watch
sector, the semi-transparent orange background color
of the sector changes slightly to more intensity.
Insert a speed limit for drift control.
If no speed limit alarm is required, just leave it at zero
speed (0 = speed alarm OFF).
Now the anchor monitoring function can be activated.
Just click to Activate Area, the monitoring function is
started and all input fields are blocked.
The semi-transparent background color changes again
to more intensity and to a more red color.
As already listed in the introduction, there are four alarm conditions associated with anchor monitoring.
They are listed in the screenshot to the right:
1) The sector length is used to monitor dragging of the anchor. The length is calculated by applying the Pythagoras
theorem. One side of the triangle is the straight length of the chain and the other one is the water depth. The
curve of the chain (the catenary), which is a hyperbolic cosine function is approximated here by a straight line.
So the alarm will appear a little bit later providing a small safety margin against false alarms.
The Lines of Position function is supporting three methods for the verification or determination of the
own ships position without using any position sensor information.
The three methods are based on fixed objects in the vicinity of the own ship which are also plotted in
the chart, for example light-houses. The range and bearing of these objects have to be taken by optical
means like pelorus (bearing plate) or binoculars. The three methods are:
- Known Bearing and Range to a known landmark
- Cross Bearing (two bearings) to two known landmarks
- Transferred Base Line to one known landmark
One of three
LOPs can be
chosen
Check the box Click to transfer the appropriate base
to display the line.
LOP in the
chart. If --.- is Sets the position fix. (Button is only
displayed, active if data has been entered in the
create a LOP fields above). See also important
first. remark below
Indication of the Use calculated position data for Dead
calculated ships Reckoning.(Button is only active in
position case the position sensor is set to
Manual DR.
From the ships bridge, the true bearing and range r of a land-
mark with known position, i.e. a lighthouse, are taken by optical
means (pelarus, binoculars).
Based on these two values and the position of the landmark in the
chart the LOP function calculates the position of your own vessel.
It can be dropped into the chart as a new position fix.
With just another click the own ship symbol which is shown in the
chart is shifted to this new position fix. Precondition is that the
position sensor input has been set in advance to Manual DR
(dead reckoning) or in case all sensors have failed, it may be
already active in this mode.
9. Click to Set DR Origin in the LOP expander to shift the own ships position to the new position fix.
The own ship symbol in the chart moves accordingly as shown above.
Position fix
Base line #2 Base line #1
1342
LOP 1
LOP 2 1342
1342 EP
After having clicked on Drop Pos Fix, the calculated position is displayed on the screen by means of a
symbol and additional information.
It may happen that the symbol of the position fix is not displayed at the same position
as the intersection of the base lines.
This is not a fault! The base lines are displayed as straight lines within a Mercator projection. But
in reality, they should be displayed as slight curves, with a radius depending on the actual geograph-
ical position of the ship. The calculation of the Drop Position Fix takes this fact into account and
may deliver a slightly different position than the graphical method does.
The more northern or southern the ships position is, the more different are the calculated and graphi-
cally determined positions.
Useful Information:
The position data from LOP 1 is automatically copied into the LOP 2-tab after Set has been clicked, the
position data from LOP 2 is automatically copied into the LOP 3-tab after Set has been clicked. This
makes it easier to work with the data, especially when using transferred base lines.
Clicking on Reset on LOP 1 erases all data in all tabs, clicking on Reset on LOP 2 erases data in LOP
2-tab and LOP 3-tab. Clicking on Reset on LOP 3 erases data only in LOP 3.
All actions taken with respect to LOP are stored in the voyage recording.
The Optical Bearing Device function is similar to the LOP function as described in the previous
chapter, but here the bearing value is not entered manually but taken over from an optical bearing
device. This function is available only as an option to the ECDIS application.
Up to three optical bearing devices (OBD) can be connected to the Platinum system. They are typically
placed in the port wing, in the centre and in the starboard wing. The correct position of each device in
relation to the CCRP has been configured during installation. As a result all bearings taken with these
devices are converted to the CCRP.
The principle of operation is that a bearing is taken of a visible object (which is shown in the ECDIS as
well), and the fix button at the OBD is pressed. In that instant a message is sent to the Platinum system
with OBD number and bearing value. The received data are shown in the OBD LOP lines (see below
screenshot).
By pressing the fix button again at the same or another OBD the next line is filled with data. If the
received data are not correct, just press the Clear button and redo.
If the box in front of the data line is checked, the data are visualized in the ECDIS as well.
Two methods based on fixed objects in the vicinity of the own ship (i.e. light-houses, land marks) are
available:
- Cross Bearing (two or three bearings) to two or three known landmarks
- Transferred Base Line to one known landmark
If the time between taking the two bearings is longer (one or more minutes) it is recommended to
check the Transferred LOP 1 box to take into account the travelled distance.
If the bearing lines taken with the OBD are not matching the landmarks in the chart, these bearing lines
have to be shifted in parallel to hit the landmarks. In that case the resulting position fix is not matching
the ships position in the chart. A correction of the ships position can be achieved by switching over to
dead reckoning and taking over the position fix as DR origin.
If the ships position as determined by the navigation sensors differs significantly from the resulting posi-
tion fix taken by OBD (i.e. due to a sensor failure), switching over to dead reckoning can be used.
9 NAVTEX
The NAVTEX receiver is a Narrow Band Direct Printing (NBDP) device operating on the frequency 518
kHz (some equipment can also operate on 490 and 4209.5 kHz), and is a vital part of the Global Maritime
Distress and Safety System (GMDSS).
It automatically receives Maritime Safety Information such as Radio Navigational Warnings, Storm/Gale
Warnings, Meteorological Forecasts, Piracy Warnings, Distress Alerts, etc. (full details of the system can
be found in IMO Publication IMO-951E - The NAVTEX Manual).
Each message begins with a start of message function (ZCZC) followed by a space then four B charac-
ters. The first, (B1), identifies the station being received, the second, (B2), identifies the subject i.e. Navi-
gational Warning, Met Forecasts, etc., and the third and fourth, (B3 + B4), form the consecutive number
of the message from that station. This is followed by the text of the message and ends with an end of
message function (NNNN).
The NAVTEX system broadcasts COASTAL WARNINGS that cover the area from the Fairway Buoy out to
about 250 nautical miles from the transmitter; the transmissions from some transmitters can be received
out to 400 nautical miles and even further in unusual propagation conditions.
Modern NAVTEX receivers include an INS port which is programmed to transfer the received messages
and its alarm messages optionally to an external system. The NAVTEX receiver can be connected to the
NACOS Platinum Navigation system by means of its INS (Integrated Navigation System) port, so these
text messages and alarms can be made available on any of the workstations.
For identification of the received messages the above mentioned B-characters are combined to a
message identifier (ID) shown in the list of NAVTEX messages.
* = Marker for
Message not yet
read
Message marker Message date/time. Start of
(for deletion etc), Message ID, (This is the date/time message text
mark all generated by when the message has
messages, which the receiver been downloaded from
shall be printed the receiver first)
out or deleted
afterwards
Message Handling
In order to display the complete text of one message, mark it with a click and click on Show Message
afterwards.
The message will be displayed in a new window:
Close this window by means of a click to the small
cross or by clicking Show Message again.
The MULTIPILOT Platinum can be improved by an optional tool for current prediction. It predicts precise
current data for a certain sea area derived from the moon phase and from oceanographic weather data.
The coverage is worldwide. This tool is based on an additional SW package and periodically updated
current and weather data. The update scheme is similar to ECDIS.
If the current prediction tool is activated, an additional entry is avail-
able in the Tools bar. Open the Tools bar (red arrow) and click to
the Current Prediction entry. The current prediction menu is opened
in the bottom left area of the screen. It provides the following func-
tions:
Click to Show
Symbols and/or
Values button to show
corresponding data.
1 Route Planning
This chapter describes the route related functions of the NACOS Platinum Navigation. It is applicable to
all SW versions. If menus between SW version 1.x and 2.x are different, this has been documented in
the corresponding text.
Route planning is based on sailing routes consisting of waypoints and straight legs between two adjacent
waypoints. These waypoints are defined by their geographical coordinates in WGS-84 format (the stan-
dard format of satellite navigation receivers and electronic charts).
A sailing route can be edited before a voyage takes place and can be checked well in advance against
unsafe depth areas and any obstructions as indicated in the ENC 1).
A number of sailing routes, i.e. all North-Sea Routes can be stored together in a common catalog. Several
catalogs can be managed by the NACOS Platinum Navigation.
Once a sailing route has been properly edited and checked it can be used for manual or automatic
steering. If a course has to be changed at a waypoint, a wheel-over point depending on the ships ability
to turn is automatically calculated during route editing and inserted into the route. If the ship reaches
this wheel-over point during the voyage a warning is given to the helmsmen to start the course change
maneuver.
For each leg of a route the navigator can define a maximum possible speed. Based on this input the
NACOS Platinum Navigation will calculate either a planned speed in order to reach the final destination
in a given time or an Estimated Time of Arrival (ETA) based on the maximum speed settings.
1)
ARCS charts which are based on raster images have no information about depth and obstructions and
cannot be used for checking a route.
Numbering of Waypoints
Each route has a first waypoint and a last one. During editing, all waypoints are automatically numbered
consecutively, beginning at 1 for the first waypoint. All route functions refer to this sequence.
Naming of Waypoints
In addition to the number, every waypoint can be named by an entry in the waypoint list. This will
support later identification of a waypoint.
Sequence of Waypoints
The sequence of waypoints can only be sailed in the direction for which it has been generated.
However, the direction of a route can be reversed by means of a simple operating step during editing
and then processed further.
Dividing a Route into Parts
There is practically no limit to the number of waypoints or to the length of a route. Thus, the entire route
between two ports can be defined as one pre-planned track. But it might be appropriate to divide the
entire distance up into individual routes.
For example, if a port is approached from various directions along various routes, it might be appropriate
to perform separation into the port-related segment that is identical for all routes and the part that is
specific for the route concerned. In this way, the data relating to the port need to be input once only,
and the maintenance of these data only has to take place in one dataset.
WOP
Actual waypoint
(To WPT)
Track
ti on curve
ec
dir
g
ilin
Sa
Radi
Track
line Next
us
Last waypoint
waypoint
(From WPT)
1)
Track line is a line joining two consecutive waypoints, also called leg in these operating instructions
1)
The available functions of the context menu may vary with operating mode and SW version
2)
This is prescribed for ships with DNV approval and using raster charts.
Open a Catalog
Open the Tools bar and select the Route
Explorer entry (Tools->Routes->Explorer
in earlier SW versions). In the left menu
the list of route catalogs is shown. Click to
one catalog in order to see the routes
contained in this catalog. These routes are
then shown in the right window.
1) Compared to earlier versions of the NACOS Platinum system route catalogs can not be created separately.
The catalog name is a property of the route. If a new route is created, a catalog name is assigned as well.
The catalog name is used as a sort criteria for routes. Deleting a catalog means to delete all routes which
have this catalog name as a property. But the catalog name can not be deleted separately.
In the previous chapters (see page 336) we have learned, how to create a new route with just one initial
waypoint or how to open an existing route with a number of waypoints. In any case the subsequent step
is to add or insert further waypoints.
The easiest way is the graphical input mode with the mouse. This mode is described here. For the text
input please refer to the subsequent chapter about editing of further route data (see page 341).
Insert a Waypoint
To insert a waypoint, click on the nearest
waypoint symbol of the route to mark it (see
red arrow). Then right-click anywhere in the
chart to open the context menu.
In the context-menu, click on Route->
Insert Before or Insert After to add a
waypoint. The position of the new waypoint is
inserted in the waypoint list.
Move a Waypoint
Click with DO on the waypoint symbol to select it. When the selection mark is shown, click on it and
hold the DO key and then move the waypoint symbol to the intended position on the screen.
The waypoint list provides an overview about all route parameters. Opening of the list has been shown
in the previous sub-chapters. The list has two views, a Planning View with Waypoints and a Sched-
uling View with Legs (or track segments).
The most important parameters are the waypoint number, the name, the position, the turning radius
(RAD) at the waypoint, the time of arrival (ETA) at this waypoint, and the calculation mode for ETA.
They are included in the first view. The name has to be inserted manually. All other data are generated
automatically during the graphic editing mode, but can be changed later.
Most of the data in the second view are generated as well by the NACOS Platinum Navigation by using
default values for the parameters, these can be changed later. A detailed list of all parameters is given
on page 366.
The columns of both views can be arranged or even hidden by the operator and they can be individually
printed out. More details can be found on the next two pages.
The screen-shot below is showing the Planning view of the Variable Waypoint List:
Click to View in the headline to change be- Click to Options in the headline to set or clear
tween Planning and Schedule view and the Planned Speed Mode (refer to page 354)
set up a schedule for the opened route for details).
The waypoint data are not automatically stored! After having finished the
editing process or even in between, just use Save from the route expander
or top line menu. With Close the list is left without saving.
i
Save is storing the edited route data on the hard disc, details can be found
on page 342. Close is closing the route without saving.
Activate is starting the route monitoring process during a voyage, details can
be found on page 351.
With Setup and Print Passage Plan the columns of the opened waypoint
list can be sorted for print-out and finally printed out on paper, refer to page
364 for details.
With Notes a small editor is opened to enter notes and hints for this route.
The function Reverse Route is changing the sailing direction. Waypoints are
automatically numbered in the opposite direction. Store under another name with Save As... from route
expander.
With Check Route an automatic check of the route for geometric mismatch and ENC objects is started,
refer to page 343 for details.
The position data shown here are inserted automatically based on the position, where the first waypoint
and subsequent waypoints have been graphically set by the operator. For each new waypoint that is set
by a mouse click, a new line in the waypoint list is added.
Click to one of the waypoints in the list with MORE (right-click) and select Edit Waypoint or Edit Leg to
modify data by text input (refer to page 341 and following for details).
Routes as shown in the waypoint list are not automatically stored to the file system on the NACOS Plat-
inum Navigation. Be sure to Save all your changes at the latest after completion of route editing. During
long editing sessions intermediate saving of data is recommended 1).
Save in the WP List
Select the Route pull-down menu in the headline of the
waypoint list by clicking with DO (left-click) to the text
Route (see red arrow)! Then click with DO to Save.
Before a route can be used for sailing it has to pass an automatic check of the geometrical shape, i.e.
minimum turning radius and only if this check was successful a second check for obstructions or shallow
water areas contained in the ENC takes place.
If the route has been reloaded, the check results from a previous check are lost and the check must
be done once again. In this way it is ensured that the check is repeated with the actually valid draft
dependent depth contour settings of the most up-to-date electronic chart.
open tool-tip
In this case the position of waypoint 6 has to be modified such that the next waypoint can be reached
with the set minimum radius of 0.50 NM.
The part where the set minimum radius is too large compared to
the geometric shape which has been edited, is also marked in the
graphic presentation of the route (see red arrow in the small
picture to the right).
- This marked line and the corresponding yellow warning sign
are also already shown during editing.
Adjust the waypoint so that the marked line disappears or decrease
the set minimum radius in the waypoint list. The lowest value which
can be input here is 0.3 NM.
In addition a minimum distance of 200 m between two waypoints
should be fulfilled.
Start with a new check after correction of the route.
1.11 Results of the Check against ENC Chart and User Symbols
The results of the verification process are also made visible in form of red rings shown along the
route, an example is given below. Here the cursor has been set one after the other to the red rings of
the anchorage area, the depth area and the wreck. In this picture all three tool-tips are shown at the
same time to give an overview. On the NACOS Platinum Navigation only one is shown at a time:
For the verification of the route, the chart cells with the highest precision available on the system are
used as the basis. They might therefore differ from the cells used for the display. Because of this,
messages might occur which initially are in contradiction to the presentation of the pre-planned track in
the vector chart 1).
If the check showed passages which can not be sailed, the route has to be re-directed and checked
again. But typically a few warnings will still remain. In any case the route can be activated after check
independent from the results and number of warnings.
1)
To clarify supposed contradictions of this kind, it is helpful to switch to a different range setting and to use
the Chart Info box where required.
1) If earlier routes from NACOS 1000 have been imported into a Platinum system, these routes are not supporting
the extended data structure with the Signed character. They can not be signed. The status indicator is showing
"Legacy route" for these routes. Save these old routes under another name. Afterwards they can be signed like
actual Platinum routes.
2 Route Monitoring
Chart monitoring
- raises an alarm if any dangerous chart object or user symbol 1) contained in the ENC are falling into
the look ahead sector
- raises an alarm if the safety depth (required for the own vessel and set by the user), is larger than
the depth indicated in the chart taking into account the length and the width of the look-ahead
sector
- is performed in any case independent from an activated route, monitoring is just based on the look-
ahead sector checking the area in front of the own ship independent from sailing on a route or
somewhere else
- is performed in the background and always based on ENC charts independent from chart as
selected by the user (i.e. ARCS, or C-Map Prof.).
- If no ENC is available the check is carried out only against user symbols which have been placed by
the operator in advance on the planned route.
Track monitoring
- raises an alarm if the own ship is deviating from the activated route (also called System Route)
more than the XTD limit which has been set by the user for the actual leg
- raises an alarm if the next wheel-over point is touched by the look-ahead sector
- can be performed independent from the selected chart (ENC, ARCS, or C-Map Prof.) and also if no
charts are available for a certain area
1)
Only those user-made symbols which are classified as obstructions (like own safety line, danger highlight, buoys,
beacons, lighthouses, landmarks, etc.) generate an alarm in the monitoring process.
In the case of doubt and once per year, the monitor performance must be checked. Please refer to the
main chapter about HW and SW Maintenance.
Safety Contour
Open the Settings bar and select the Depth Contour
entry (Presentation->Chart->Depth in earlier SW
versions).
Set the safety contour by shifting the safety depth glider
with the cursor to a safe value depending on the actual
draft (see also page 334), i.e. a value of 2.0 to 3.0 m
below keel.
Look-Ahead Sector
Open the Settings bar and select the ECDIS Alerts entry
(Alarms->Own Ship in earlier SW versions).
ECDIS Alerts
Open the Settings bar and select the ECDIS
Alerts entry (Alarms->ECDIS Alerts in earlier SW
versions).
Set the ECDIS alerts to the actual nautical
requirements of the passage, if in doubt activate
all of them.
The first three are part of the chart monitoring as
described on page 352
The next two are part of the track monitoring as
described on page page 353
Cross-Track Limit
The cross-track limit is set in the
waypoint list, the default value is XTD Limit in the Planning View of the WP List
1.000 m.
Open the list and enter a value
which is adapted to your naviga-
tion. In open sea a value of 1.000
m might be appropriate. In narrow
waterways a value even as low as
100 to 200 m might be useful
depending on the accuracy of the Ensure that the XTD column is set to
selected position sensor. visible, see ........ Click with MORE
(right-click) into the waypoint line
For each leg of the route an indi- and select Edit Leg. Open the editor
vidual value can be entered. If the and enter the new value under XTD
route is continued with further Limit.
waypoints the last setting is copied
to each new line.
System Route
Select a route from the route expander (it is marked in
blue), and click to the Activate button 1).
If the route was already open and has just been
checked, it is activated at once, otherwise an auto-
matic check takes place.
In any case the activated route will change its color
from orange to red and will from now on be distributed
to other NACOS Platinum Navigation (or workstations)
for system-wide use.
The route is displayed with all warnings (red rings)
inside the safety corridor resulting from last check. If
no corridor has been set, or if the corridor is changed
during monitoring, no warnings will appear.
The activated route is treated as System Route until it
is deactivated again or until another one is activated.
The System Route has the following properties:
- it cannot be deleted from the screen,
- it cannot be modified or reloaded,
- it is used for chart and track monitoring
- it is used for calculation of all data shown in the
Route Monitoring window,
Alternative Routes
Even if you have activated a route, it is possible to
load other routes from your catalogs and to display
them as well as to edit, modify and save them without
interfering with the activated System Route.
All loaded routes can be displayed with their waypoint lists in the lower part of the application area. Each
route has an own tab showing the route name. Clicking on the respective tab of a route brings the
selected waypoint list into the foreground. If another route shall be used as activated route, it must be
loaded and checked beforehand.
Previously used waypoint lists can be switched off from being displayed by clicking on the small cross in
the Route Name tab of the waypoint list. But they still have to be closed with the button in the headline
of the route expander.
Copy a Route
If you want to create a copy of a opened or activated route, use Save As... in order to store it under
another name to the same catalog.
1) As described earlier, the route can also be activated from the buttons in the top line of the WP list, see page 340.
see footnote
Alarm on Deviation from Route
If the deviation of the own ship's position from
the pre-planned track is greater than the Cross-
track alarm limit set in the System Route under
XTD LIM for the current leg, the alarm message
Deviation from Route appears. 1)
Open the Settings bar and select the ECDIS
Alerts entry (Alarms->ECDIS Alerts in earlier SW
versions) to activate the relevant alarm function.
The off-track limit value currently valid for the
actual leg is displayed in the XTD LIM column of
the waypoint list.
see footnote
Alarm on Approaching the next Waypoint
When the remaining traveling time to the next
wheel over point (WOP) becomes less than the
value of the look ahead distance or the time
displayed in the ECDIS Alerts menu (Alarms->
Own Ship in earlier SW versions), the alarm
message Approach to Waypoint appears. 2)
By switching off the function Critical point on
route alarm, the output of this alarm can be
suppressed for this workstation, even if the other
route related alarms are not suppressed.
1) The alarm symbol may be slightly different, other versions could have red triangle with figure 1
2) as above
3 Route Scheduling
The Time Schedule function provides the Calculated Speed for reaching the final waypoint of a route
within a given time frame defined by Departure Time and Arrival Time (also called ETA, estimated
time of arrival).
Alternatively the time frame is calculated for a Planned Speed. The time frame can be defined either
by a given Departure Time or a given Arrival Time. The missing parameter is calculated.
- In both cases the computation is done each time again when you enter a route parameter which is
changing the route distances, the relevant speed values or the ETA/ETD values.
- In both cases the calculated speed for each leg is displayed under calc. SPD in the waypoint list,
and can be used by the operator as the current speed setting during manual speed control. The
calculated speed values are in any case limited to the MAX SPD values which may be defined differ-
ently for each single leg of the entire route.
- Additional to the time and speed data the entire sailing time will be displayed to the right of the
Planned Speed controls or at the bottom of the WP list.
- If you load or reload a route, or a new one has been created, the program will set all calc. SPD
values to the MAX SPD values contained in the route. At the same time a time schedule will be
calculated based on these speed values and the first and last waypoint will contain the implicitly
resulting departure and arrival time.
Planned Speed Mode - This mode is the default mode. The two larger screenshots below are showing
the initial settings after having entered a new a route. The ETA times are automatically set to the actual
time, the arrival time in the last ETA field is calculated based on the Planned Speed setting of 8 kn.
ETA Mode - Change to this mode by setting the Mode in the waypoint editor menu at bottom left from
calculated to specify. Enter a new time for the first waypoint and a new arrival time for the last waypoint.
The Speed is automatically updated, here from 8 to 2.6 kn. Refer to the two small screenshots to see
the difference between the two modes.
Click to View and Click to Options and Set Use Cancel to empty the
Planned Speed Mode Select a waypoint, highlighted
Planning to show Planned Speed box, the de-
to open this sub-menu in blue, open the context menu
the Planning part fault speed is applied again
and set a speed. with MORE (right-click) and se-
of the WP List!
lect Edit Waypoint, the way-
point editor as shown at
bottom left is opened. Set from
Calculated to Specify and enter
a departure time, select last
waypoint and repeat for arrival
time!
Actual Delay
1) The Time Schedule Monitor is available in later versions of SW 1.x and all 2.x versions
Actual Delay
The Time Schedule Monitor function as described in the previous chapter can be combined per config-
uration setting with an automatic rescheduling function. This automatic function has to be activated
during system commissioning by a service engineer (latest SW version).
If available it initiates an automatic re-scheduling whenever the ship is caught up by the monitoring rect-
angle. The rescheduling will change the speed settings for the upcoming legs either slowing down or
speeding up but taking into account any speed limitations and the maximum speed of the ship.
Routes can be exported from the NACOS Platinum Navigation system by three different
ways:
The complete set of routes which are stored on the
NACOS Platinum Navigation system can be stored on an
USB memory stick for later back up purpose. The export
can be carried out from any workstation on-board. All
workstations are using the same data base.
Routes can be imported into the NACOS Platinum Navigation system by two different ways:
The complete set of routes which have been backed up
earlier can be loaded again into the NACOS Platinum Navi-
gation system in order to restore the route data base.
Each route is loaded with its full data set with all NACOS
Platinum Navigation specific data. It is important to note,
that all routes which are on the system already, are over-
written by this procedure. The back-up can originate from
your current workstation, from any other workstation on
your ship, or from any other ship with a NACOS Platinum
Navigation system.
Selected routes and directories can be imported into the
NACOS Platinum Navigation system in order to add routes
which have been generated on third party systems. The
routes are loaded with a basic data format describing just
waypoints and legs but sufficient to be used directly for
track control. Those routes which are on the NACOS Plat-
inum Navigation system already, are not overwritten by
this procedure.
User-defined Routes can be saved on USB memory stick. This is important for backup i.e. if a display
electronics unit has been exchanged and all routes shall be restored.
Further-on the routes can be distributed to other ships fitted with Platinum systems as well.
1. Navigate to the Super Home menu and click
on Maintenance > Nautical Charts.
2. As a result, the world chart together with a
main selection sidebar and a protocol
window appear.
If the chart maintenance is started for the first
time after power-on, the database will be checked
automatically. This will take some minutes but is
not indicated, please just wait. Any errors will be
displayed in the protocol window underneath the
world map.
User-defined Routes can be restored from USB memory stick. This is important if i.e. a display elec-
tronics unit has been exchanged and the route directory shall be built up again with exactly the contents.
Further-on the routes can be distributed to other ships fitted with Platinum systems as well.
The restore step will always overwrite all existing routes on your system. After any restore activity
your display electronics shows exactly a one-to-one copy of the contents on your USB memory stick.
If sets of routes from different sources shall be combined, they have to be merged first on the USB
device and afterwards the complete set of routes can be copied to your workstation. Routes from
former NACOS systems XX-4 and XX-5 with Radar 1000 and 1100 can be imported as well.
Later SW versions (starting with 1.0.14) of the NACOS Platinum system come along with a route data
export function. It is achieved by exporting selected routes in XML file format or a whole directory to an
USB memory USB stick.
4.4 Importing Routes from Third Party System (also NACOS xx-4 or -5)
Route data import is achieved by loading selected routes in XML or text file format from an USB memory
stick into the NACOS Platinum Navigation system.
1) The routes on your USB stick have to be kept in a top level directory named RouteExchange. This directory has
to be structured in further sub-directories (named e.g. Baltic Sea, North Sea) where the routes are stored. The
RouteExchange directory can be created on the Chartpilot of a NACOS xx-4 or -5 system during the route export
procedure, use Edit New Folder and Apply, or automatically on a Platinum system by exporting any route to
your USB stick, or finally also on any host PC with a Windows explorer. The necessary sub-directories are gener-
ated automatically by a NACOS XX-4 or -5 system.
WP List
The version with the variable WP list is combined
with a variable passage plan. Click to Route->
Set-up Passage Plan to arrange the print-out as
shown below.
Afterwards click to Route->Print Passage Plan
and choose one of the options. For each option a
corresponding sub-menu is opened for the selec-
tion of the directory or fax address.
The following sub-chapters are describing further special functions for route planning which are not
initially required during first editing and first application of the route monitoring function:
- Overview of route parameters
- Parameter points
- Predefined radius
- Setting the safety corridor
- Repetition of alarms
Waypoint Parameters
1 No. Waypoint sequence number, starting with 1, automatically increased
2 Name Enter a name for this waypoint to identify it during the voyage, i.e. lands end
3 LAT Latitude of this waypoint (in WGS-84), automatically set by shifting the waypoint
4 LON Longitude of this waypoint (in WGS-84), automatically set by shifting the waypoint
5 RAD Radius in NM of the planned turn at this waypoint, default 1 NM, set as required
6 ETA/ETD Estimated Time of Arrival or Departure for this waypoint, set as required
7 ET Mode Select Calculated, Arrival, or Departure as method for calculating ETA/ETD
8 PP Set to PP if no course change shall take place at this waypoint 1)
9 Notes Enter hints, cautions, warnings which are displayed during the voyage at this waypoint
1)
Parameter Points are points where only additional parameters like speed, notes etc. are changing. See page
367 for details.
Leg Parameters
10 From - To The two waypoints enfolding this track segment or leg, automatically inserted
11 DIST Length of the leg in NM including length of any curved track line, calculated
12 BRG Bearing of the leg, also course over ground to be steered on this leg, calculated
13 calc. SPD Calculated speed for a leg, in ETA mode autom. updated, for manual speed setting
14 MAX SPD Maximum speed set by the operator as an upper limit for the calculated speed
15 CRS LIM Course limit valid on this leg (option not used here)
16 XTD LIM Alarm limit for deviation from planned route, used for ECDIS monitoring
17 Sail Select sailing mode RL or GC on this leg (default is rhumb line with constant course)
18 ECON Rudder economy on this leg (not used, option in combination with Trackpilot)
Select the leg of the route displayed on the screen and by a click with MORE open the Route context
menu in the application area. A click on Insert a Waypoint Here first inserts a normal waypoint in the
middle of the leg.
Select the new inserted waypoint in the list (check the waypoint number) and activate the PP (Parameter
Point) check box. This waypoint will now be displayed with a small square symbol.
With the graphical cursor on this symbol and pressing down the DO key you can now move the param-
eter point along the preplanned track line. Releasing the DO key will fix the Parameter Point's position
on the leg.
- Do not shift the parameter point into the curved part of the displayed route.
Repeat the above procedure in order to add more parameter points on a leg.
- Do not shift a new parameter point across already available parameter points.
Note:
The insertion of parameter points on a leg does not create any course change at these points.
With other words, a parameter point is not part of the course change alarm management (No Waypoint
Approach and no Wheel Over Point alarms).
But by use of parameter points you can easily add changes of route parameters like
- Off Course Limit (CRS LIM) and Off Track Limit (XTD LIM)
- Sailing Mode (Sail Mode)
- Rudder Economy (ECON)
- Planned Speed (MAX SPD)
on different parts of a leg.
Changing the planned speed on a leg is done by changing the MAX SPD value, which then also changes
the Calc. SPD value in the Route List.
- Already during editing of the route, it is advisable to check and adjust the radius for the first
waypoint. The default value is 1.00 NM. This radius will be copied to all other added waypoints until
you set another radius. In this way it can be verified "on-line" during editing if geometric constraints
(matching of length of the legs, radius, and amount of course change) are violated.
- It is recommended first to use an initial radius for sailing with nominal speed which could later be
adjusted for your needs and depending on the results of the verification of the route on the chart
display. The initial radius should create a rate of turn far below the maximum rate of turn you would
normally accept for your ship under the planned loading conditions.
- The predicted steady state turn-rate at a waypoint caused by the planned radius can easily be esti-
mated by the calculation:
ROT [/min] ~ sailing speed [kn] / radius [NM]
Be sure not to plan too small radius values at high speed which might guide your
helmsmen to apply too high and possibly dangerous turn-rates on your ship.
The pre-planned route can roughly be checked during editing already if an appropriate Safety Corridor
is selected under Settings > Route. The displayed corridor around the route helps to support the oper-
ator during creation of the route when the display area covers the sea area of the route or of parts of it.
At any time during editing the width of the safety corridor can be adjusted for the visible part of the
route. In any case it is then valid for the complete route.
If you use a new route for the first time it could be sufficient to define a general minimum passing
distance (for instance 250 m or another safe value) in order to be on the safe side when the program
checks the route for the first time.
Details, like adapting the radius, the track limit and other values could be adjusted following the
messages about violations after the route checking function has been executed.
If, for example, the ship is sailing along a line of buoys and is too close to them, the alarm Crossing a
Danger appears only for the first buoy, but it can be acknowledged and remains in the alarm list until
this type of violation is no longer found within the guard sector. Thereafter a new violation can activate
the same alarm again.
1 General Information
The TRACKPILOT can automatically control the ship exactly on a pre-defined straight heading, a course
line, or a curved track. It provides three main operating modes:
Heading Control Mode (HCS)
In Heading mode the ship is steered on the entered course without the drift angle being taken into
account (similar to conventional autopilot). The ship drifts away from the track if there are distur-
bances such as wind and current. The course corrections that are therefore necessary have to be
performed manually by changing the Set Heading. Course changes at a waypoint are initiated by
the operator and performed with a pre-defined radius.
Course Control Mode
In Course mode the ship is kept on the track with the drift component being taken into account.
The course over ground is steered if the necessary sensor information (i.e. the course over ground
from bottom track log or from GPS) is available to the system. Course changes at a waypoint are
initiated by the operator and performed with a pre-defined radius.
Track Control Mode (TCS)
In Track mode pre-planned tracks are used which are calculated from the planned route. They are
defined by waypoints in geographical coordinates and by the radii of the curves along which the
ship has to sail when it is changing course at a waypoint. The routes have to be generated before-
hand on the Platinum system. With the Pilot Data 1) defined in these routes, the TRACKPILOT can
be automatically set for the individual track segments. If the Pilot Data are to be used, they must
be switched on by the AUTO Fill button (occurs automatically during switch-over to Track mode).
The main difference compared to Course mode is that, in Track mode, inaccuracies in the course
and speed data are compensated by position data. In Track mode, the absolute accuracy of track-
keeping depends on the accuracy of the speed and position data. Therefore, when steering is being
performed in Track mode, selecting the appropriate speed sensor and the quality of determination
of position is particularly important.
Anchor Control Mode (Optional)
During anchoring the ship is kept on the specified heading by means of the tunnel thrusters.
Azipod Dynamic Optimizer (ADO) Mode (Optional)
A toe angle from an external optimizer is added to the TRACKPILOT output signal to improve the
incoming flow for the Azipods.
Set course
Current
(set & drift) in Course mode
Past positions
Headmarker
Drift angle to port side
1)
The route editor provides course and radius data as well as additional control parameters for use by the TRACKPILOT.
This manual uses the short cut Pilot Data for this subset of data contained in each route stored in the system.
TRACKPILOT
The TRACKPILOT (TP) is divided into four parts, first the TP Expander, second the TP Keyboard, third
the TP Electronics with the track controller, and finally the TP Interface to the rudder engines.
The TP Expander* 1) is part of the Platinum
SW and available on each Platinum MFD
(workstation) which has been configured for
TRACKPILOT operation or slave indication.
SPEEDPILOT
The TRACKPILOT can optionally be equipped with a SPEEDPILOT function 2). This option can remotely
control the propulsion leaver(s) so that a speed which has been set during route planning or actually by
the operator is maintained during the whole voyage independent from weather, wind, and other distur-
bances. The drift component is taken into account insofar as it is contained in the measured speed of
the selected speed sensor. Refer to page 425 for further information about the SPEEDPILOT.
Software Version
If for service activities the installed software version is required, this can be found under Menu > About
on any MFD.
Type Approval
The TRACKPILOT system is approved as a Heading Control System according to MED A1 item 4.16 and
as a Track Control System Category C according to MED A1 item 4.33.
1) Earlier SW versions with additional Settings button, which is now included in the Settings bar
2)
The SPEEDPILOT is an option. The fact that it is installed can be recognised from the fact that there is a tab
marked SP in the Display Sidebar.
Familiarise yourself with the position and function of the steering mode selector switch. The
TRACKPILOT can be used only if it has been selected by means of that switch. If you no
longer wish to use the TRACKPILOT or if you want to switch it off quickly, set the steering
mode selector switch to some other switch setting or use the Override Tiller (if there is one
installed).
Both TRACKPILOT units are permanently powered on and connected to each other via the network.
Through the corresponding data exchange, the parametrization described in the following chapters has
an effect on both units, and both units receive all the data necessary for their functions.
One of the TRACKPILOT units is the selected TRACKPILOT, only its data are used in the system.
- If no TRACKPILOT is connected to the steering gear (steering mode selector switch in manual posi-
tion), then TRACKPILOT 1 is the selected TRACKPILOT for data delivery; if this happens to fail, then
TRACKPILOT 2 is selected automatically.
- If one of the TRACKPILOT units is connected to the steering gear (with the aid of the steering mode
selector switch), it is also selected and in operation, i.e. it supplies the system with its data while
controlling the rudder.
The TRACKPILOT expander in the Display Sidebar of the MFD indicates which TRACKPILOT is
selected and in operation.
The program of the optional SPEEDPILOT too runs in the TRACKPILOT electronics unit and the inter-
faces between SPEEDPILOT and the propulsion system are contained in the TRACKPILOT Interface.
If two TRACKPILOT units are installed and the SPEEDPILOT is only located in TRACKPILOT 1, a
complete failure of TRACKPILOT 1 leads also to failure of the SPEEDPILOT function.
The TRACKPILOT Expander is a permanent expander on all MFD (workstations) configured for operation
of the TRACKPILOT. On these MFD the expander is always open and cannot be closed.
Set Data
Setting the
heading, course
and radius. Refer
to page 405.
Setting the
TRACKPILOT
mode.
Most of the operating functions of the TRACKPILOT, except the course and radius setting by the joystick,
can also be executed on the TRACKPILOT expander and its connected dialogs.
The TRACKPLILOT and SPEEDPILOT-Master can be set independently of each other, i.e. one MFD can
operate the TRACKPILOT, another one the SPEEDPILOT.
TRACKPILOT Optimisation
The basic control parameters of the TRACKPILOT have been set once during commission to suit the
manoeuvrability characteristics of the ship and of the rudder control system. In addition the TRACKPILOT
has to be adapted to the existing operational conditions (weather, sea state, loading, necessary track-
accuracy) as follows:
- Optimisation between precise course- and track-keeping and frequency of changing of the rudder
angle, by means of the function Rudder Economy.
- Differing inertia of the ship in different loading conditions, by means of the function Loading.
- Accuracy of track-keeping, by means of the function Track Limit.
- Course monitoring and corrective steering behaviour after deviation from the track, by means of the
function Course Limit.
- The maximum compensated drift, by means of the function Drift Limit.
- The maximum permitted rudder angle, by means of the function Rudder Limit.
All settings under Limits are also used as alarm limits for the respective monitoring functions.
Incorrect setting of these parameters can have the following effects (in all steering modes):
- The corresponding alarms are given frequently
- The steering gear works too frequently.
- The course sailed fluctuates continuously around the set course (the wake forms a meandering line).
- The course accuracy achieved is too low.
- When the ship performs corrective steering to return to the set track, it either overshoots the set
track or takes too long to reach it.
- The deviations from the track are occasionally too large.
1) Earlier SW versions, from SW 2.0 onwards this button can be found in the Settings bar.
Rudder Economy
Select between precise track-keeping in calm sea
or very tolerant track keeping in bad weather.
A low numerical value for precise control corre-
sponds to more frequent movements of the
rudder.
It is recommended that the adaptation to suit the
loading state should be performed before this
setting.
Rudder Steering Weather
Economy
1 Precise Calm
2....3 Precise to tolerant Normal
4....6 Tolerant Bad
Higher Very tolerant Very bad
For information about influence of shallow water on steering see page page 412.
Loading
Click on the Loading field and select the function which corresponds to your
current loading state. Changing the loading state adapts the internal mathemat-
ical ship model used by the TRACKPILOT for prediction and control purposes.
Sailing
Great Circle or Rhumb-line Navigation: The indication of sailing mode shows whether the To-
Waypoint, if more than 25 NM distant, will be approached on an approximate great circle or on a rhumb-
line. This setting is possible only via the Route Editing function under Tools > Route 1). Please refer to
page 417 for more details.
Control
If the ship is not situated on or near to the pre-planned System Route, the control mode indicates that
at first the originally planned route is to be approached and not the next To-Waypoint:
- To Track = the original System Route, selected by the operator, is approached on the shortest way
with a maximum course change of 50% of the set course limit (To Track mode).
The approach to the track of the activated system route can only be set via the route editing function.
1)
This means that the sailing mode of any leg of the pre-planned route can only be changed within the Route Editor
itself, but its changes are indicated here.
1)
All value ranges that can be entered by the operator can be changed within limits specified at service level.
2) In the case of ships with DNV NAUT-AW approval, the TRACKPILOT, when operating in Track mode, may produce
larger rudder angle settings if this is necessary for a planned maneuver. In these cases, the rudder limit value is
not a rudder angle limitation but only an alarm limit.
1) All value ranges that can be entered by the operator can be changed within limits specified at service level.
2)
This does not apply to ships with DNV NAUT-AW approval. There, the corrective steering angle is not influenced
by the course limit value set by the operator. There, the corrective steering angle is generally limited to 15.
1) All value ranges that can be entered by the operator can be changed within limits specified at service level.
1) All value ranges that can be entered by the operator can be changed within limits specified at service level.
Sets the early course change alarm for the Track mode.
In Track mode, the TP WOP Execution alarm appears 30
seconds before arrival at a wheel-over point at which a course
change is to take place. With the TP Waypoint Approaching
alarm, it is additionally possible to obtain an earlier warning for
which the operator can set an appropriate lead time. The setting
for this is made in the Adjust WPT Approach Time window by
entering the time between the occurrence of the TP Waypoint
Approaching alarm and arrival at the wheel-over point.
It is recommended that Course Correction is left at AUTO also in the Heading mode and Course mode. This ensures
that the determination of the value for the automatic correction is carried out constantly before Track mode is acti-
vated. This has no effect on the Heading mode and the Course mode, but results in an automatic correction with a
value that is already correctly adapted as soon as the switch-over is made to the Track mode.
This chapter describes general step-by-step operating procedures for all three operating modes of the
TRACKPILOT.
3.1 Preparations
If two TRACKPILOT are installed, both TRACKPILOT can be used in the same way, one at a time.
5. The Ship is then Steered by means of the TRACKPILOT in the Heading Mode.
This is indicated by the fact that the mode field changes from Off to Heading, and that behind HDG
the set course is displayed, and also the set radius with which a maneuver is to be executed.
When the TRACKPILOT is connected to the steering gear, it takes over the existing course (gyro
heading) as the set course. Therefore, the connection does not cause any change in the course.
Without any further switch-overs, the ship can now be steered with (for example) the joystick.
The NEXT data, entered for display of a CHL during TRACKPILOT OFF status are cleared after activa-
tion of steering with TRACKPILOT.
The switch-over is achieved by pressing the CRS Mode key on the TRACKPILOT keyboard or selecting
the appropriate mode in the TRACKPILOT expander.
The pre-condition is that the ship must be sailing at the above-mentioned minimum speed at least.
If a switch-over between Heading mode and Course mode takes place during a maneuver,
a course change with a magnitude up to the size of the drift angle can occur during the
switch-over.
Therefore, during a maneuver, a switch-over between Heading mode and Course mode
should not take place without suitable modification of the set course after switch-over.
Example:
1. Heading mode is in the switched-on state. The ship turns onto the new set course of 120. At 120, a drift
angle of 5 will exist. Therefore, after the end of the maneuver, the course over ground is 125 and the gyro
heading is 120 if control takes place correctly. If the switch-over to Course mode now takes place (after the
end of the maneuver), the system changes the set course to 125. Therefore, no change of the course occurs
during the switch-over.
2. However, if a switch-over to Course mode takes place shortly before the end of the maneuver, i.e. when the
course over ground is almost 125 (and the compass course is almost 120), the system retains the set course
of 120 during the switch-over to Course mode, so that the switch-over will cause an undesired change of the
course to be steered of about 5.
If two TRACKPILOT units are installed, the switch-over between the TRACKPILOT units is performed by
means of the steering mode selector switch. Here the TRACKPILOT to which the switch-over takes place
is put into the Heading mode and takes over the existing course (gyro heading) as the set course. There-
fore, switch-over does not cause any change in the course.
If the switch-over is performed during a maneuver, the maneuver is not continued but is
terminated. If you want to continue the running course change, you must set the course
to be steered again.
By means of a new setting for the set course, a new track is defined. The track curve along which the
ship is to sail during the course change is defined by specifying the radius. The track curve is part of the
new track, and is displayed together with the new course line as the Curved Headline in the PPI/the
chart area. During the execution of a maneuver, the ship is thus guided along the Curved Headline by
the TRACKPILOT.
Overview: Various Input Possibilities for the Set Course and Set Radius
Steering with the joystick: The new set course and the radius with which the ship is to sail can be
entered at any time with the joystick. In this case, the maneuver is executed immediately.
Steering with Next data: The set course and the radius are entered as numerical values before
execution of the maneuver. In the PPI/the chart area, the Curved Headline defined in this way is moved
along together with the ship until the maneuver is triggered by pressing of the Execute key.
Steering with Pilot Data: Like steering with Next data, but the set course and the radius are taken
over from the so called Pilot Data of the System Route. Data can be taken over manually or automatically
by the AUTO Fill function.
Switching the AUTO Fill function on or off defines whether steering takes place manually with Next
data or automatically with Pilot Data (AUTO Fill control is checked).
When the TRACKPILOT is connected to the steering gear via the steering mode selector switch, the ship
can be steered with the joystick at any time without any further switching-over, regardless of all other
settings such as steering mode, AUTO Fill on/off, System Track existent/non-existent, etc.
Headmarker
Course vector
Changing the set heading or course is done by pushing the joystick to PORT or STBD
The radius to be used during the maneuver is changed by
Changing the
pushing the joystick to +RAD or RAD. radius
In both cases, brief deflection ("tapping") of the joystick
changes the value by the smallest possible amount 1), whereas
deflecting it for a longer time causes the value to change continu- Changing the
course
ously. +RAD
The TRACKPILOT computes the function for the transition to the
new set course on the basis of the existing setting of the set
radius, and as the result it displays the track in the form of a PORT STBD
Curved Headline in the PPI/the chart area. In addition, the new set
course or radius is displayed numerically in the Set data of the RAD
TRACKPILOT expander.
The process of computing the Curved Headline only takes a brief moment; the altered track appears
on the screen after a slight delay. Therefore, especially during the input of larger course changes
with the joystick, it is advisable to observe the numerical set course display instead of the graphics
on the PPI/the chart area.
1)
This amount can be set at service level to a value between 0.1 and 1 degree (default is 1 degree) and between
0.01 and 0.1 NM (default is 0.05 NM) respectively.
The set course and set radius of the next maneuver can be entered in good time before the beginning
of the maneuver. At the desired wheel-over point, the execution of the maneuver is then triggered by
the pressing of a button on the HMI or by the Execute key on the operating panel.
1. If a System Track is defined, switch off the use of the Pilot Data for the TRACKPILOT.
The use of the Pilot Data for the TRACKPILOT is switched on and off by checking/clearing AUTO
Fill control. (See above).
2. In good time before the intended maneuver, click on the Next data field and enter the next course
and/or next set radius with the virtual keyboard. Click on Set to take over the data, which are then
shown on the TRACKPILOT expander.
Alternatively, the next set course can be entered by means of EBL: Put an EBL onto the required
course and click on the Take EBL button of the EBL that is set.
It is also possible to use the Next Course / Next
Radius keys on the TRACKPILOT keyboard in order to
open the menu and to enter Next Data.
The TRACKPILOT computes the function for the transi-
tion to the next set course, and displays the result as a
Curved Headline in the PPI/the chart area. The Curved
Headline moves along together with the ship, and at this
stage it represents the route which the ship would take
if the maneuver were started.
Even when the ship is being steered with Next data or with Pilot Data (AUTO Fill on), at any time course
changes can be made with the joystick. The currently valid set radius (displayed in the Set line of the
TRACKPILOT expander) is used as the basis for these maneuvers. The course change that is entered in
this way is executed immediately; it does not change the preselected Next data.
During this process, the following occurs on the screen:
After the joystick has been operated, the Curved Headline of the planned maneuver disappears and (just
as in the case of steering with the joystick) the maneuver appears in the form of a Curved Headline. As
soon as the ship has reached (or approximately reached) the new set course, the display of the
maneuver disappears and the planned maneuver that was previously being displayed appears again in
the form of a Curved Headline which moves along with the ship.
For the switch-over of the Curved Headline display, the following settings can be made on service level:
A It can be specified
that, even with the smallest course-change that is entered with the joystick, the Curved Head-
line jumps in the manner described to the display of the track (standard setting) or
that the track is displayed if, and only if, the course change exceeds a particular amount. This
limit value can be set between 1 and 10 degrees.
B It can be specified
that, when the ship is approaching the new set course, the display does not jump back to the
previously planned maneuver until the new set course is reached or
that the previously planned maneuver re-appears even before the new set course is reached
(standard setting).
The difference - compared to the new set course - at which the Curved Headline jumps back
to the previously planned maneuver can be specified in the range from 1 to 10 degrees (stan-
dard setting: 1 degree).
When the ship is sailing along a System Route but shall not exactly follow the pre-planned track in Track
mode, the course changes of the route can also be executed in Heading mode or Course mode.
Observe the hints concerning preparation for steering with Pilot Data (see also next page).
When the Pilot Data are switched on (AUTO Fill checked for the Next data) in the Heading mode or
Course mode, the Pilot Data of the System Route that are planned for the maneuver to be performed at
the To-Waypoint are displayed in the Next data line:
- the course of the next leg, and
- the radius of the maneuver at the To-Waypoint.
In the PPI/the chart area, the Curved Headline that results from these values is shown and moves with
the ship until Execute is pressed to start the maneuver (see below).
System
Route Present set course Present set radius
Next
Waypoint
Pilot Data
To on
Waypoint
Triggering of the maneuver: In the same way as during steering with Next data, the planned
maneuver displayed by means of the Curved Headline is triggered by clicking the Execute control or
pressing the appropriate key on the TRACKPILOT keyboard (if installed).
As a result, the Next data become Set data and appear in the Set group. The Curved Headline becomes
the active track. The planned maneuver is now executed with these new set data.
At the computed end of the maneuver 1), the data of the System Route are displayed again as the Next
data: The course from the new To-Waypoint to the new NEXT-waypoint and the radius that is planned
for the new To-Waypoint.
1)
If the distance of the leg to the Next-waypoint on the System Route is larger than 25 NM, the display of the
correct data and the corresponding curved headline appears not later than 10 NM before the Next-waypoint.
Formerly, this button used to be called Pilot Data. In this operating manual the set of data
switched on by AUTO Fill for use by the TRACKPIKLOT is generally called Pilot Data.
When the ship is sailing along a pre-planned track but this shall not take place (in an automated manner)
in Track mode, there is the possibility of steering with Pilot Data in Course mode or Heading mode.
Because the data of the System Route are used in that process, special preparations have to be made.
AUTO Fill means that the appropriate data are filled into the Next Data fields automatically.
When the ship is sailing with Pilot Data, it must be ensured especially that the position
data have the necessary accuracy
4. Switch on AUTO Fill for the use of Pilot Data for the TRACKPILOT.
5. Check that the following TRACKPILOT parameters are set appropriately, and correct these parame-
ters if necessary:
- Rudder economy 1)
- Course limit 1)
- Track limit 1)
- Sailing mode 2)
These data are taken from the System Route, with AUTO Fill switched on. Therefore, checking of
these data is necessary even if they were set correctly before switch-on of AUTO Fill.
1)
Or the parameter point.
2) The course and radius is taken over during Track mode, even if the Pilot Data are switched off.
3) Or parameter point.
5 Track Mode
In Track mode, the ship sails along the System Route in an automatic manner by execution of the course
changes at the programmed waypoints with the pre-defined radius values.
For this purpose the TRACKPILOT application on the MFD receives the System Route, which is checked
for consistency and manoeuvrability and then sent to the TRACKPILOT electronics unit.
The track control software running on the TRACKPILOT computer is generating the pre-planned track
from the data of the System Route, which is thereafter available for track control in the controller part
of the TRACKPILOT software.
Before the system can be used in Track mode, the System Route must be checked without errors and
activated by the operator via Tools > Route on the MFD.
If necessary, an approach-track to the System Route can be created and used in track control mode until
the ship joins the originally pre-planned track.
1. By activation of the planned route, specify that the pre-planned track along which the ship is to sail
will be the System Route.
2. Select a suitable position sensor either DGPS, GPS or a comparable sensor.
3. Check the accuracy of the position data, if there is a constant position-error, correct it (see Naviga-
tion Sensors in the main chapter GENERAL FUNCTIONS).
When the ship is sailing in Track mode, it must be ensured especially that the
position data have the necessary accuracy. If available, a plausibility check by
comparison to a 2nd position sensor is prescribed.
4. Switch on the use of the Pilot Data for the TRACKPILOT by activation of AUTO Fill in the TRACK-
PILOT expander.
5. Check that the following parameters are set appropriately, and correct them if necessary:
TP Waypoint Approaching alarm
Correction of the actual course in the Track Mode Settings.
6. Check that the following TRACKPILOT parameters are set appropriately, and correct them if neces-
sary:
Rudder economy
Course limit
Track limit
Sailing mode
These data are taken from the System Route with the Pilot Data switched on. Therefore, a check
of these data is necessary even if they were set correctly before the Pilot Data were switched on.
7. Make the preparations described in the following, which depend upon the nautical situation.
8. Select the Course- or Heading- mode and turn the ship onto the course which is expected to occur
after switch-over to Track mode. These actions depend on the nautical situation and are explained
below.
9. The conditions for connecting the TRACKPILOT to the steering gear in Track mode must be fulfilled:
MANUAL SPEED must not be selected as the speed sensor.
The ship must be sailing at or above a certain minimum speed. This low speed depends on
the ship type, and is identical to the minimum speed below which the TP Low Speed alarm
is triggered during connection of the TRACKPILOT.
The ship must be situated within the set track limit 1). In the Route Data display no Off
Track indication is shown. ( XTD) 2)
The angle between the existing course over ground and the track course 1) must not be greater
than the set course limit. In the display, no Off Course indication is shown. ( TRK)
10. The drift angle should be within a nautically suitable range.
11. Switch-over to Track mode by pressing the Track Mode key or by clicking on the operational mode
field in the TRACKPILOT expander and then on Track Mode.
If the ship is not yet sailing on the System Route, it is now automatically guided onto the System
Route. If a course change is necessary in order to achieve the corrective steering course towards
the System Route or the To-Waypoint, this course change is performed with a radius of about 1 NM.
If the approach to the track shall be performed slower or faster, use the joystick in Heading or
Course mode for the approach maneuver to the pre-planned track before switch-over to Track
mode.
12. If steering to the pre-planned track is to take place with a larger or smaller corrective steering
course, the course limit must be set accordingly.
1) The off track distance to the route (XTD) is calculated relative to the route specified by the selected track control
mode: In the case of To Track, it is the pre-planned System Route. In the case of To Waypoint, it is the tempo-
rary track line leading to the To-Waypoint; this straight line is recomputed when the Approach Waypoint func-
tion is called.
2) You may temporarily increase the track limit, to be able to activate Track Mode.
In the previous chapter a step-by-step procedure for activating the TRACKPILOT has been introduced.
In this procedure we assumed that the ship has already been steered onto the System Route, and is not
in the region of a curve.
In this case:
Course mode can be activated and the set course corresponds to the course of the System
Route, or
Heading mode can be activated and the course over ground corresponds to the course of the
System Route.
In all other cases, i.e. the ship is just approaching the system route but has not reached it, the procedure
below and those on the following pages will support the navigation task.
Steering Automatically to First WPT of System Route Further Ahead
If the ship is situated before the first waypoint of the System Route, the track control mode must be set
to To-Waypoint by selecting the first waypoint (with DO) and activating from the context menu the func-
tion Go Direct to Waypoint. A temporary track leading to the first waypoint (the To-Waypoint) is
displayed.
Set the ship's course approximately to the direction of the temporary track (i.e. approximately to the
bearing to the waypoint to be approached).
The ship is situated near the System Route and is not in the region of a curve. From here, the intention
is not to approach the To-Waypoint directly but to steer onto the System Route. The following illustration
explains this situation.
Before you can continue with step 9 of the preparations, maneuver the ship with the joystick in such a
way that the ship is at least situated within the set track limit and that the set course limit is not
exceeded.
If the ship (sailing within the set track limit) is situated quite far away from the
System Route, it might happen that, after the switch-over to Track mode,
an unplanned course-change takes place with a radius of about 1 NM. If the
course limit setting is not small, this course change should be executed with the
joystick before the switch-over to Track mode. If the track deviation is large, the
expected maximum corrective steering angle corresponds to about half the set
course limit.
If the nautical conditions so permit, the To-Waypoint can initially be approached directly along the
shortest route, and from that waypoint the ship can then continue to be guided along the System Route.
As shown in the following illustration the ship has at least passed already one or more waypoints of the
activated route. Travelling to the first waypoint as a To-Waypoint is not possible.
System Route
System Route
A radius of about
1 NM is used after
switch-over to Track
mode Angle between the temporary
track and the course; it must
be less than the set course limit
Initially, the ship is to steer directly to a waypoint situated further ahead, and from there it is to be
guided onwards along the System Route. The following illustration explains this situation.
System Route
A radius of about
1 NM is used after
switch-over to Track
mode
The difference compared to the procedure of situation C is simply that another waypoint to be
approached is defined as the new To-Waypoint.
By defining the new To-Waypoint, the track control mode of the TRACKPILOT is automatically set
to To Waypoint.
In Track mode, the ship is steered automatically along the pre-planned track defined by the System
Route.
In good time before the start of a planned course-change at a waypoint, an alarm is given and the course
change takes place as planned.
Apart from continuous monitoring of the automatic track-keeping, and observing the nautical situation,
any operator action is needed only if special events occur, e.g. a TP Position Jump alarm or avoidance
maneuver.
Even when the ship is sailing in Track mode, a manual course-change can be performed at any time with
the joystick, whereby the Track mode would automatically be interrupted.
In the following sub-chapters these special events like avoidance maneuver are introduced.
1. In good time before the planned wheel-over point is reached 1), the TP Waypoint Approaching
alarm appears. Acknowledge this alarm.
2. 30 seconds before the planned wheel-over point is reached, the TP WOP Execution alarm appears.
3. Check whether the nautical situation permits the execution of the planned maneuver.
b) If the maneuver is not to be performed as planned, Track mode must be switched off immedi-
ately after the TP WOP Execution alarm appears (before the wheel-over point is reached).
If the TP WOP Execution alarm is not acknowledged by the time the wheel-over point is passed,
the TRACKPILOT Alarm signal is issued latest 30 s later for the purpose of triggering an external
alarm, for example the Back-up Navigator Alarm of an External Watch Alarm and Transfer system.
4. When the planned wheel-over point is reached or passed abeam, the TRACKPILOT switches over to
the next waypoint. The previous NEXT-waypoint becomes the To-Waypoint.
5. At the beginning of the maneuver, the new course is taken over as the set course. The contents of
the TRACKPILOT data display on the expander in the side-strip change accordingly. The ship is now
put onto the new set course, using the set radius. The track control process takes place in the curve
too, i.e. any deviation from the displayed track curve is compensated within the possible limits.
During the turn the set course for the track controller is continuously changing until the course of
the new track line is achieved.
In Track mode on ships with DNV NAUT-AW approval, the rudder limit set by the
operator is exceeded 1) if this is necessary for the execution of a planned
maneuver (e.g. to obtain the set radius or to keep on track).
1)
Up to the maximum value that can be set under Rudder Limit in the TRACKPILOT
Settings dialogue.
The maneuver is finished when the ship has passed the place computed for this (i.e. the end of the
curved path). At the end of the maneuver, the new set course is steered and the set radius is set to the
value that is programmed for the new To-Waypoint which is following after the just passed waypoint.
If the course has to be changed in an unplanned manner, e.g. in order to perform an avoidance
maneuver, this can be done by operation of the joystick, even without previously changing the steering
mode. During this process, the Track mode is switched off automatically and the Heading mode is auto-
matically switched on. Steering thereafter takes place with the joystick in accordance with page 392 by
setting the heading to be steered and the radius.
After the end of the avoidance maneuver, it is possible to switch over to Track mode again, in which
case the appropriate preparatory checks and actions as described in page 400 must be performed before-
hand again. This is very much depending on the duration of the avoidance maneuver and on the course
and track deviations to the pre-planned track that have been reached in the meantime.
Even if the position data exhibit a constant error, the TRACKPILOT controls the ship in Track mode so
that the ship symbol is guided along the displayed track. However, the ship is in reality located at a posi-
tion that is displaced by the currently existing position error. If no alarm is generated because of the
position error 1), the position error is only recognizable in that chart symbols do not coincide with their
radar video counterparts or range and bearing to known objects do not match to measurement in the
electronic chart.
1)
This can be the case when position sensors that have excessive system-inherent errors are selected and also
defined for the sensor monitoring
In Track Mode, Modifying of the Data Taken Over from the System Route
While the TRACKPILOT is being operated in Track mode, the System Route cannot be altered. However,
except for the set course, set radius and NEXT data, the Pilot Data can be overwritten for the TRACK-
PILOT without any change in the System Route:
Rudder economy, course limit and track limit can be set to different values at any time by the oper-
ator. These changes are temporarily valid until passing a waypoint or a parameter point which has
different settings than currently used, the Sailing mode can likewise be altered manually, but only via
the Route Editor and after deactivation of Track Mode.
1) Or by selecting the mode with the aid of the corresponding mode button on the TRACKPILOT expander.
2)
If there is a drift, the set course must be corrected manually after switch-over of the mode, not later than at the
end of the maneuver, in order to avoid an undesired change of the course.
1)
In systems without integrated TRACKPILOT, this calculation is executed by the ECDIS application and shown
in the Route Monitoring window. In systems with integrated Track Control function the TRACKPILOT appli-
cation takes over this calculation.
2) This is independent of the fact that the ship is being steered by the TRACKPILOT or by other means.
The following table explains the details of the Route Data window as shown on page 409.
Leg Data:
Track Course: The course to be steered over ground on the currently valid leg or
TRK the present course steered on the curved path (changing during a turn). Marked with
or if the ship is off course. 1)
Cross Track Distance measured from own ship perpendicular to the track-line.
---- is displayed in the XTD field if the distance is greater than 9999 m, marked with
XTD or if the ship is off track. Marked with L or R if the ship is positioned to the
left or right side of the track line. L means steer to starboard; R means steer to port
in order to reach the track line.
To-Waypoint 2):
WPD Waypoint Distance and
WPB Waypoint Bearing measured from the present position to the To-Waypoint.
TTG Time to go to the To-Waypoint and
Estimated time of arrival at the To-Waypoint, both calculated with the present
ETA
speed over ground.
1) The alarm symbol may be slightly different, other versions could have a symbol with figure 1 or 3
2)
Refer to the Route and Waypoint List selectable under Tools > Routes if you want to access infor-
mation e.g. about courses, sailing distances, TTG and ETA of other waypoints on the pre-planned
track or of the complete route, or if you want to print a passage plan.
This section gives further information about the operation of the TRACKPILOT in different navigational
scenarios:
Use of TRACKPILOT in shallow water
Influence of drift in all modes
Drift stabilization of the Curved Headline
Position filtering in Track mode
Position monitoring in Track mode
Position drift monitoring in Track Mode
Correction of the actual course for the track
Great circle or rhumb-line navigation
Shallow water may effect the dynamics and maneuverability of a vessel. Shallow water is considered to
be a water depth (depth below transducer + draft) of less than 2.5 times the draft of the vessel. If sailing
with high speed in shallow water the draft of the ship may increase considerably caused by the squat
effect.
Physically, the squat effect takes place because the water pressure underneath the ship between the hull
and the seabed gets lower and lower the higher the ships speed and the lower the water depth is. Gener-
ally speaking, the ship "sucks" itself to the ground and loses maneuverability.
These effects may change the designed steering behavior of the ship in a material manner. Previously
set parameters for the TRACKPILOT ability to steer the ship will no longer match with the ships behavior
in shallow water.
If you are observing unusual behavior during steering with TRACKPILOT like
- heading or course errors building up without sufficient action of the TRACKPILOT on the rudders,
- insufficient reaction of the vessel to the rudder commands given by TRACKPILOT,
- overshooting and extreme steering hunting after course changes executed by TRACKPILOT,
- swinging rudder angles or rate of turn of the vessel while steering a constant course,
the following countermeasures shall be executed:
- Check the depth below the keel at the echo sounder and the depth indicated in the sea chart.
- Adapt the Rudder Economy setting to the current situation; it may be necessary to use lower
Economy values (higher rudder gain) in shallow water, because the ships reaction is expected to be
much slower than normal.
- Reduce the speed until the steering actions become stable.
If the adaptation to the shallow water situation needs too much time, immediately
switch over to manual steering in order to regain control over the ship.
In Course mode and Track mode, the drift component of the ships movement is taken into account:
True north
Manual set; is entered by dialogue under Set
Speed over ground in Drift if the single-axis log is selected
the longitudinal direc- Manual drift; is entered by dialogue under
tion; measured by the Set Drift if the single-axis log is selected
dual-axis log in Bottom
Track mode or by a position
sensor selected as the Speed of the current; is
speed sensor computed from the difference
between Bottom Track and Water
Track data; displayed on the
Speed through the water displays as Set and Drift.
in the longitudinal direc-
tion; measured by single- Speed over ground; is measured by the
axis logs dual-axis log in Bottom Track mode or by a
position sensor selected as the speed sensor
In the ideal case, the course over ground is used computed from speed over ground measured by
dual-axis log in Bottom Track mode. In the worst case, i.e. if manual speed or a single-axis log has
been selected and no set or drift values have been entered, the heading value is used as the actual
course in Course mode too. In Course mode, the ship is steered in the same direction as in Heading
mode, without drift compensation.
Between these extremes, the following sources for speed could appear:
- A position sensor is used 1), the course made good supplied by this sensor is used as course over
ground, which includes the drift by wind and set.
- A dual-axis log in Water Track mode is used, the course through the water is then used, which only
includes the drift by wind.
- A single-axis log is used, and set and drift are entered manually, a course is then used which -
depending on sensor accuracy, on the magnitude ratio between wind drift and speed of current, and
on the accuracy of the values entered manually - is more suitable or less suitable than the course
through the water.
In Track Mode the influence of drift is additionally compensated by the use of the position data deliv-
ered by the selected position sensor. The ability of the TRACKPILOT to keep the ship on the pre-planned
track is increased the better the selected speed sensor is matching to the real speed over ground.
1) On ships with BSH and DNV NAUT-AW approval, the use of the speed signals from position sensors
is usually not permitted. The suitability of a position sensor as the speed sensor depends on the
filtering of the COG/SOG signal supplied by the position sensor.
- In Course mode:
In Course mode, the Curved Headline can be displayed bottom-stabilized and is therefore the set
track on which the ship is intended to be steered.
In Course mode, if drift is present the Curved Headline represents the ship's future track over
ground if, and only if, the system can determine the course over ground (see above).
- In Heading mode:
For Heading mode, the following settings for the stabilized display of the Curved Headline can be
selected on service level:
- Standard setting (Curved Headline Bottom Fixed):
The Curved Headline is "frozen" in a bottom-stabilized manner at the beginning of the
maneuver. If drift is present, the ship does not follow the Curved Headline; the displacement
caused by the drift is visible as a deviation of the ship symbol from the Curved Headline. In
this case, the Curved Headline therefore does not represent the track on which the ship is
steered, but represents instead a bottom-stabilized set track. Any track deviation that is visible
on the radar will not be compensated by Heading mode. Any track deviations must be compen-
sated by the operator by changing the set radius and/or the set course. This setting of the
bottom stabilization is the standard method.
- Alternative setting:
The Curved Headline is not "frozen" in a bottom-stabilized manner but moves if a drift is
present. As a result, it is true that the track deviation caused by the drift is not visible as such,
but during the maneuver the Curved Headline corresponds to the track on which the ship is
being steered.
The drifting of the Curved Headline can be checked against fixed radar targets, the symbols
and lines of the radar map, the vector chart or the User Symbols. If the set track being
displayed moves in such a way that intervention is necessary, then suitable changes in the set
radius and set course must be made by the operator.
Regardless of the type of bottom stabilization used, in Heading mode the Curved Headline thus
represents the ship's future track over ground if, and only if, no drift is present.
If a switch-over between Heading mode and Course mode occurs during a maneuver, the Curved Head-
line is computed anew. In all cases, the Curved Headline begins under the ship symbol again.
To support the dead reckoning process for the track controller with the position data of the selected posi-
tion sensor, a position filter with the following characteristics is used:
- Computation of the ship's lateral distance from the currently valid track segment or from the present
curve.
- Filtering of the lateral distance from the currently valid track segment with limitation of the track
deviation injected into the control process.
- Control of the filter time-constant depending on the set track limit and on the selected position
sensor.
Filter Time-constant
Filter Time-constant for
Position Sensor for the Largest Track
the Smallest Track Limit Limit
Estimated Position 0 Min. 100 Min.
GPS and DGPS 1 Min. 100 Min.
All other sensors 2 Min. 100 Min.
From this, it turns out that, when precise track-keeping (small track limit) is set, the TRACKPILOT
follows the position mean variation quite fast. In order to achieve steady track-keeping when the
position data are unsteady, the track limit must be increased to at least five times the value of the
position mean variation (i.e. if GPS with 50 m mean variation is used, the track limit should be 250
m).
- Larger values for the track limit automatically increase the filter time-constant, and in addition they
lead to an additional internal rudder-limitation.
Recommended setting of the track limit:
1)
In the case of ships with DNV NAUT-AW approval, the maximum figure for this
value is 1000 m.
1) This chapter is not applicable for systems without Track Mode, i.e. for the basic heading control system.
If the selected position sensor fails to supply any valid data or if a switch-over takes place to a position
sensor which is supplying invalid data, the TRACKPILOT gives the TP Change Position Sensor alarm.
A switch-over to another position sensor must take place or Track mode must be ended.
Whenever position data have been received, dead reckoning using the gyro heading and the data of the
selected speed sensor is started and in this way an expected value to be used for position monitoring is
determined. Position monitoring depends on the track limit pre-set in the TRACKPILOT Settings dialogue:
- If the received position value differs from the expected value by more than the track limit or (if the
track limit is set at a low value) by more than a value which depends on the sensor type 1), the TP
Position Jump alarm is triggered. After the alarm has been acknowledged, the position value
received is incorporated into the control process via the position filter.
- Discontinuities in the position data which are larger than a value that is set at service level 2) lead
to the TP Track Mode Fault alarm; when this alarm is acknowledged, a switch-over to Course
mode takes place and the ships course must be set manually.
If the monitoring of the position sensor is not active (see page 416), the TRACKPILOT performs the
following monitoring activities:
With the gyro heading and the data of the selected speed sensor, a long-term dead reckoning
is performed in addition, which is not reset by the receiving of position data (in contrast to dead
reckoning for the purpose of position monitoring - see above).
This dead reckoning is started with the switch-on of Track mode and with every new compu-
tation of the temporary track (New Track function).
If the distance between the position resulting from this long-term dead reckoning and the posi-
tion received is larger than the set track limit 3), the TP Position Drift alarm appears. When
this alarm is acknowledged, the long-term dead reckoning is started a new.
If this alarm occurs frequently, the selected sensor combination should be checked or - if
permitted by the nautical situation - the track limit value should be increased.
While manual Dead Reckoning 4) position is selected as the position sensor, the monitoring of
the position drift by the TRACKPILOT does not take place. As a consequence, sailing in Track
mode with manual position data in use is not allowed for longer periods of time.
1) If the track limit setting is small, the important item for this is not the track limit but a value which depends on
the sensor type and positioning mode.
2) In the case of ships with DNV NAUT-AW approval, the maximum figure for this value is 1000 m.
3) In the case of ships with DNV NAUT-AW approval, the limit value does not depend on the track limit but depends
instead on the selected speed sensor and position sensor.
4) Indicated as Manual DR in the Position group of the permanent area
Relationship between the Actual Course and the Constant Deviation from the Track
The actual course which is generally used in the NACOS for course and track control is computed from
the compass course, taking account of the longitudinal and transverse speed values supplied by the
selected speed sensor. The course and speed vector over ground for TRACKPILOT is converted to the
track control position near the bow of the ship before use. If this value is not equal to the course made
good resulting from the position data at the track control position, a constant deviation from the track
might occur as a control error in Track mode.
If the correction value is selected such that it is equal to the difference between the actual course gener-
ally used in the NACOS system and the actual course resulting from the position data, this control error
is avoided.
The indication of sailing mode defines whether the To-Waypoint, if more than 25 NM distant, will be
approached on an approximate great circle or on a rhumb line. This setting is possible only via the Route
Editing function under Tools > Route 2).
If great circle navigation is switched on and the ship is being steered with Pilot Data in Heading mode or Course
mode, the next set course indicated in the TRACKPILOT data display is the course that has to be steered so
that the ship will sail on the great circle. In Track mode, the ship is automatically steered on the great circle
on those sections of the track on which the distance between the waypoints is greater than 25 NM. 3)
The Sailing mode must be treated as a display field for the sailing mode selected by a corresponding data entry
during editing of the pre-planned route.
1) This chapter is only applicable for systems with Track control mode.
2)
This means that the sailing mode of any leg of the pre-planned route can only be changed within the Route Editor
itself, but its changes are indicated here.
3)
Great circle approximation: If the Sailing mode Great Circle has been entered at a waypoint on the pre-
planned track and the distance from the next waypoint is larger than 25 NM, this leg is automatically approxi-
mated to a great circle. For this purpose, the program divides this leg into subsections, each having a length of
10 NM, and places the ends of these subsections on the great circle. If the approach track computed as the
temporary track is longer than 25 NM, the same also occurs with that approach track.
8.1 Setting the Heading and the Sector for Anchor Control
The following settings should be made or checked before the Anchor Control mode is switched on. All
settings can be changed with the Anchor Control mode already activated.
After switch-on or restart of the TRACKPILOT, all parameters are automatically set in the form in
which they were last adjusted.
Heading Tolerance
The heading tolerance is used to define the permissible devi-
ation of the present heading value from the set heading. If
the heading is within the tolerance sector, the TRACKPILOT
reduces the thruster power until a border of the tolerance
sector is reached. Expressed another way: The ship is
pressed against the leeward border of the tolerance sector
by external forces acting on the ship and is kept there by the
counteracting force produced by the thrusters 1).
This setting is made in the field Tolerance.
The smaller the value that is entered, the more accurately the heading can be maintained.
Heading Limit
If the current heading value deviates too much from the set heading, the alarm TP Heading Limit is
shown. This limit is set by means of the parameter "additional heading limit".
The deviation of the present heading from the set heading, at which the alarm TP Heading Limit
appears, is the sum of the values set for heading tolerance and additional heading limit.
The setting of the additional heading limit is made in the field Limit.
1)
If the weather vane position within the tolerance sector is reached, the ship remains there and the TRACKPILOT controls the thruster power
down to zero.
Economy
The anchor economy is used mainly to adjust the control
gain and therefore the control accuracy.
After you have clicked on the Economy field, the setting is
made by clicking on one of the numerical values. A low
numerical value corresponds to a high control gain, i.e. this
leads to greater control accuracy and more intensive use of
the thrusters
The power actually delivered by the thrusters is shown under Act in percent of the maximum thruster
power which can be supplied in total by the specified thrusters.
In the figure above, the display of 89% under Act means that all 3 thruster are currently delivering
89% of their maximum power.
If the thrusters are not to be driven to their maximum output, the TRACKPILOT output signals can be
limited. This setting is made in the field Limit.
For an entry of 90%, each thruster is driven so that a maximum of 90% of its possible power output
is used.
Preparation / Prerequisites
The Anchor Control mode should only be activated when the anchor chain has been paid out and the
ship is in the weather vane position. In addition, the following prerequisites must be met:
- The TRACKPILOT must be correctly parametrized for the Anchor Control mode (see page 419 ff.).
- The thrusters must be ready (hydraulics, electrical system).
- The workstation being operated must be switched as the TRACKPILOT Master.
- There must be no steering mode switched on (OFF must be displayed in the operational mode field
of the TRACKPILOT).
- If two TRACKPILOT units are installed: TRACKPILOT 1 must be selected.
At the TRACKPILOT Master, the following displays are changed through activation of the Anchor
Control mode:
In the Conning mode, the Open Sea display shows the heading deviation instead of the course
deviation.
At all other workstations (MFD) of the system at which the TRACKPILOT can be operated, these data
can also be displayed.
Switching the display of the anchor control symbol on/off: For safety reasons the anchor control
symbol is always switched on as long as the anchor control mode is switched on.
Heading limit
Heading line
While the Anchor Control mode is active, all of the parameters listed above can be modified at any time
at the TRACKPILOT Master.
The modification of the set heading is performed as for the Heading mode: By using the joystick or
by alphanumerical entry in the Next field, followed by pressing of the Execute key.
If the thruster control signal generated by the TRACKPILOT reaches the pre-set thruster power limit, the
alarm TP Thruster Limit is shown. If a value of less than 100% was entered as the limit, it helps to
increase this value or to activate further thrusters, provided that this is permitted by the external prereq-
uisites.
If the deviation of the actual heading from the set heading reaches the sum of the heading tolerance
and additional heading limit, the alarm TP Heading Limit indicates that the thruster power must be
increased (by elevating the thruster power limit or by adding further thrusters).
When the modification of the set heading is performed, generation of the alarms TP Heading Limit and
TP Thruster Limit is suppressed until the heading has approached the tolerance sector to within one
degree. Whether the thruster power is sufficient or must be increased (by elevating the thruster limit or
adding another thruster) can be determined by observing the ROT and heading.
If a malfunction occurs in the TRACKPILOT system, and if this malfunction cannot be corrected by means
of the operation actions described in this document, an attempt can be to correct the fault by restarting
the TRACKPILOT:
1. Disconnect the TRACKPILOT from the steering gear by setting the steering mode selector switch to
manual position.
2. In the TRACKPILOT Settings dialogue, click on the Utilities button, select the restart option TP
Hardware or TP Software and answer OK to the question which appears afterwards. Refer to the
subsequent chapter for more information.
Restarting of the the TRACKPILOT program takes place after the Restart TP Software button in the
TRACKPILOT Utilities dialogue has been selected.
If two TRACKPILOT are installed, the restart takes place for both TRACKPILOT.
The TRACKPILOT electronics unit is powered down by switching the unit off and on again after
approximately 5 seconds at its power switch 2).
The power down restart of the TRACKPILOT also includes the restarting of the TRACKPILOT
program and, if installed, the SPEEDPILOT program. In addition, this also restarts the TRACK-
PILOT Interface unit.
Useful Information
The TRACKPILOT electronics unit as part of the NACOS integrates
- the autopilot (i.e. heading control) and the track control function (TRACKPILOT),
- the processing of interface data received from the the TRACKPILOT Interface unit,
- the optional speed control function (SPEEDPILOT)
- the data support for the optional Conning Display
and the computer of the TRACKPILOT electronics unit supplies all other units of the NACOS (RADAR,
ECDIS, Conning) with its data via the bus system.
If the computer of the TRACKPILOT electronics unit fails or is restarted or powered down, all the
above listed functions will not be available and the connected MFDs will show the Trackpilot
System Failure alarm. The connected TRACKPILOT Interface unit forms the interfacing to all
required sensors, actuators or external systems (rudder engines and feedback, propulsion system)
for theses functions, which are also not available when the TRACKPILOT electronics fails or is
powered down.
As a result of restarting the TRACKPILOT software for example the adapted neutral rudder-angle
and the adapted course-correction value are deleted. Therefore, after restarting of the TRACK-
PILOT program, it is advisable to steer a constant course manually for some time (about 5 minutes)
until the TRACKPILOT is reconnected to the steering gear again.
1)
This switch (the power key) is situated at the front panel of the TRACKPILOT-PC. Alternatively, the TRACK-
PILOT electronics unit and its interface unit can also be switched off at the mains switchboard. Switching off and
on the complete NACOS will also restart the TRACKPILOT electronics unit and the TRACKPILOT Interface.
Wait as a minimum 5 seconds until switching on again.
2) This switch (the power key) is situated at the front panel of the TRACKPILOT-PC. Alternatively, the TRACK-
PILOT electronics unit and its interface unit can also be switched off at the mains switchboard. Switching off and
on the complete NACOS will also restart the TRACKPILOT electronics unit and the TRACKPILOT Interface.
1 General Information
The SPEEDPILOT remotely controls the propulsion lever and in the speed control modes compares the
speed measured by the selected speed sensor with the set speed that is specified to the SPEEDPILOT
by manual input or by input from the active system route.
From this comparison it derives the necessary values for the speed control unit lever which ensures that
the set speed is maintained.
In order to be able to monitor the operation of the SPEEDPILOT on the propulsion lever, it is strongly
recommended to use an electronically synchronized lever system as a minimum at the main operating
station for speed control.
The drift component of the speed is taken into account insofar as it is contained in the measured speed
of the speed sensor selected for speed control.
The SPEEDPILOT is an optional SW extension of the TRACKPILOT system. No separate HW is required.
The fact that it is installed and activated for a specific MFD can be recognized from the fact that there
is a SP tab contained in the DISPLAY FUNCTIONS AND TOOLS sidebar.
Comparable to the TRACKPILOT, also the SPEEDPILOT function can be operated from all MFDs that are
equipped with a TRACKPILOT keyboard.
Depending on the situation of TRACKPILOT- and SPEEDPILOT-Master, one person can operate the
TRACKPILOT function on one MFD and another person can control the SPEEDPILOT function on another
MFD. Also the combined operation on one and the same MFD by a single person is possible.
The following operational modes of SPEEDPILOT perform active speed control and they differ with regard
to the source of the set speed and if SOG or STW shall be controlled:
1) This function is optional and requires accurate entry of a so called "RPM to Lever" table on Service level.
2) The first software-version of the speed control application includes the SOG-selection only. Use of STW will be
enabled in a later version.
3) The voyage planning data that are necessary for this function must be contained in the activated System Route.
Click to the SPEEDPILOT entry in the Tools bar to open the SPEEDPILOT expander.
For earlier SW versions (before 2.0) click to the SP tab in the first line of the DISPLAY FUNCTIONS AND
TOOLS sidebar to open the SPEEDPILOT expander.
By clicking on the upper bar of the expander, the display can be closed and opened again. Selection
of another expander often hides this one, but it re-opens automatically when it is selected again.
Select between
SPEEDPILOT 1 or 2
Control Mode of the Commanded Set
SPEEDPILOT speed value
1) or some other control unit, which is likewise called "lever" in the following; ships with two propellers often
have two levers, which are normally working synchronously.
2)
If the engine remote control system offers the possibility, the SPEEDPILOT is integrated in such a way that
the propulsion lever is automatically moved when the SPEEDPILOT is in the activated state, i.e. the lever
moves to the lever value which the SPEEDPILOT gives to the engine control system.
The TRACKPLILOT and SPEEDPILOT-Master can be set independently of each other, i.e. one MFD can
operate the TRACKPILOT, another one the SPEEDPILOT.
Although the SPEEDPILOT function is running on the TRACK-
PILOT system, it is independent of the position of the steering
mode selector switch.
The following description is based on the above dialogue, which is available on each MFD with SP-Master
function and on the connected CONNINGPILOT. Only the MFD with activated can change
the settings.
The Settings dialogue can be closed again by clicking on the Close or [X] button.
After switch-on of the SPEEDPILOT, all parameters are automatically set to the values which they
had when the SPEEDPILOT was switched-off last time.
Incorrect or unfavourable setting of one or more of the parameters can lead to the following:
- Frequent changes of the lever values with which the SPEEDPILOT drives the engine
- Excessively sluggish reaction to changes in the set speed
- Reduction / momentary increase in the speed during or after course changes.
To some extent, the settings affect one another, and so it can happen that an optimum setting is
achieved only after alternate changing of the parameters.
By correct setting of the Sensitivity value, optimization is achieved between exact maintenance of the
set speed and frequency of changing of the engine driving function (i.e. the lever setting).
The control function starts to act only when the difference between the set speed and the actual speed
reaches the entered sensitivity value.
The response threshold should be as low as possible; a value of 0.2 kn or 0.1 kn is desirable for calm
weather conditions. It must be increased if, in spite of high values of the internal speed filter, the speed
signal fluctuations (for example), caused by the sea state, affect the lever value which the SPEEDPILOT
gives to the engine control system.
Economically advantageous optimization between precise speed control and frequency of changing of the
lever, depending on sea state and wind, is achieved by means of the Lever Economy parameter.
After you have clicked on the Lever Economy field, the setting is made by clicking on one of the numer-
ical values. A low numerical value corresponds to a precise speed control on one hand and to more
frequent movements of the lever on the other hand.
Without other experience for the Lever Economy Setting, you should start with use of
Lever Economy = 3.
2.5 Setting the Upper and the Lower Limit of the Lever Values
By means of the function High Lever Limit, the maximum lever value that can be output by the SPEED-
PILOT is set. This value must be selected such that any restrictions in the propulsion system (e.g. fuel
oil consumption, number of required generators) are not violated during SPEEDPILOT operation.
By means of the function Low Lever Limit, the minimum lever value that can be ordered by the SPEED-
PILOT is set.
This value must be selected such that the propulsive power is still sufficient to
ensure rudder effectiveness for reliable course-steering.
The SPEEDPILOT can be operated on any MFD that is equipped with a TRACKPILOT Operating
Unit, but only from one at a time. The unit from which the SPEEDPILOT is currently being
operated is called the SPEEDPILOT Master. This can be recognized from the fact that, in the
SPEEDPILOT Expander, the Master control is checked, and that the small green lamp above
the SPEEDPILOT Master key of the operating panel is alight.
Even when the SPEEDPILOT is in the activated state, the switch-over to act as the SPEEDPILOT
Master can take place at any time on any MFD on which the SPEEDPILOT is allowed to be operated.
4. Connect the SPEEDPILOT to the Engine Control System as described on the next page.
The activation of the SPEEDPILOT can be set during commissioning of the system to Internal or
External depending on the remote control interface connected to the engine control system.
Internal Activation: The mode control field has an OFF
position and from here OFF or one of the operating
modes can be selected.
External Activation: The mode control field has no OFF
position but the operating modes can be selected as
before. Activation is done from an external switch at the
bridge typically close to the levers. If the external switch
is set to OFF, the control mode field shows an OFF as
well, but no operating modes can be selected.
In any case a "SP-Ready" signal indicates the availability of the speed control by SPEEDPILOT 1).
The procedures for activation are as follows:
Internal Activation:
In the SPEEDPILOT Expander, click on the operational mode field and then on Set Lever or Set Speed.
If the correct Planned Speed value from the active System Route is already available and shown in
the expander you can also directly activate the system in the Planned Speed mode.
External activation:
Set the external SPEEDPILOT activation switch to ON. The SPEEDPILOT is then activated in the Set Lever
mode. To maintain the present speed, choose Set Speed as operational mode, see page 444.
As soon as the selected operating mode is displayed in the SPPEEDPILOT expander and no error message
is given, the SPEEDPILOT is in the activated state. The levers are now being controlled by the SPEED-
PILOT, and not manually any more.
In Set Lever mode, the actual lever setting, and in Set Speed mode the speed at which the ship has
been sailing at the instant of activation is taken over.
If the necessary preparations have been made, then another operating mode can be selected as well.
If two TRACKPILOTS each having a SPEEDPILOT are installed:
If two SPEEDPILOTS are installed, and External Acti-
vation is configured, the headline of the SPEEDPILOT
Expander shows the number of the externally selected
SPEEDPILOT, either Speedpilot 1 or 2.
In this case there should be an external switch with
the positions OFF, Manual, SP1, and SP 2 avail-
able.
If two SPEEDPILOTS are installed, and Internal Activation is configured, the headline of the SPEED-
PILOT Expander shows again the number of the selected SPEEDPILOT, either Speedpilot 1 or 2.
In this case there is a select field next to the control mode field which provides the positions OFF,
SP1, and SP 2.
1)
On ships with 2 propellers and independent propulsion engines, the Enable, Ready and On/OFF signals are often
available twice and must be controlled synchronously.
Switching over is performed in the SPEEDPILOT expander by clicking on the existing operating mode and
then, in the drop-down menu, on the desired operating mode. Thereafter, the corresponding input menu
is opened to accept or change the set-value. The menu must be closed with the Set control to activate
the selected mode. With the Cancel control, the switch-over will not take place.
After switching to another operating mode, the currently valid mode and the corresponding Set value
are shown in the first line of the SPEEDPILOT expander.
If a switch-over to Planned Speed mode is to take place, a System Route must be activated before,
which contains planned Speed data. Furthermore, the voyage plan must be in the activated state on the
system.
Please check the indicated Planned Speed value before you activate this mode!
The possible range of lever setting is limited by the High and Low Lever Limit.
1) Optional function
2) Future option and depending on system configuration.
1) Optional function.
In addition to the data mentioned under Sailing in Set Speed Mode, the following data displayed in the
SPEEDPILOT expander are relevant:
- Planned: The Planned Speed of the System Route for the existing leg.
- Next: The Planned Speed of the System Route for the next leg.
During the voyage the Planned and Next Speed data are possibly changed by the system, if the time
schedule has to be adapted according to the time to go and the distance to the pre-set ETA at the arrival
point.
As long as the Planned Speed mode is switched on, the set speed value used by the SPEEDPILOT is the
so called Arrival Speed 1) computed by the system for the ETA at a selected arrival point. In the SPEED-
PILOT expander, these speed data are then displayed in the Set and the Planned and Next fields.
For a brief description of the Arrival Speed calculations, see below. The algorithm with which the
Arrival Speed is computed is described in detail under "Voyage Preparation".
The result of the computation is that the Arrival Speed values are selected such that, if the ship is
currently ahead of schedule, the (economically unfavorable) peak speeds of the entire track section that
is still to be sailed are reduced at first, but such that, if the ship is currently behind schedule, catching
up is done within a reasonable period if possible.
If two consecutive legs have different arrival speed values assigned to them, the set speed changes at
the end of the turn at the waypoint which separates the legs from each other 2).
If the speed is to be subjected to a general upper limit throughout the entire voyage, or at least during
part of it, this speed limit value can be entered in the Route Editor. This speed limit is taken into
account in the continuous computation of the arrival speed.
If the speed is to be subjected to an upper limit for a limited time or for a section of the route, this can
be done by entering a Speed Limit in the SPEEDPILOT Settings dialogue.
When a temporary speed limitation is released again, it is most probable that a time delay in the voyage
plan has been built up, which leads to a speed increase during the next part of the voyage.
Limitation of the speed for the entire voyage or for the remaining part of it can be satisfactorily achieved
by changing the voyage-planning for the activated route.
1) For the Planned Speed mode the term Arrival Speed is also used here, to make clear that the goal is to arrive
at the pre-planned ETA.
2) If the TRACKPILOT is not activated, speeds are changed when passing the waypoint.
The SPEEDPILOT can be deactivated at any time, regardless of its existing operational mode. Deacti-
vating is always done by operation of external operating elements.
If the levers are not moved automatically with SP = ON 1), then before deactivating SPEEDPILOT they
must be set manually to the desired value or to the value with which the SPEEDPILOT is currently driving
the engine. This value is displayed as Set Lever in the SPEEDPILOT Expander.
If the SP Deactivated alarm appears after deactivation has been operated and if no other internal or
external alarm is sounded, then the SPEEDPILOT is in the switched-off state, i.e. the engine must from
now on be controlled manually by lever operation.
After deactivation, in the SPEEDPILOT Expander, OFF is displayed in the control mode field.
Note:
For alarms and warnings possibly issued during activation, deactivation and during activated control by
SPEEDPILOT see also the next chapter and the main chapter ALARMS.
If the SP Deactivation Failed alarm occurs after an attempt has been made to deactivate the SPEED-
PILOT, it might be that deactivation of the SPEEDPILOT has not occurred and that the engine continues
to be controlled by the SPEEDPILOT.
If the alarm SP Deactivation Failed occurs after the deactivation attempt, the
lever must be checked immediately (by being operated) to see whether deactiva-
tion of the SPEEDPILOT has occurred. If the engine does not react to the lever
movement, it is necessary to immediately switch over to some other control unit
or to the engine's back-up control facility, and a check must be performed to see
whether the manual engine control function is actually working.
Action:
- Restart the SPEEDPILOT.
- Look for faults in the engine remote control system and in the interfacing to SPEEDPILOT.
1) It is strongly recommended that in combination with SPEEDPILOT the propulsion levers are following the
commands of its remote lever order signals, in order to enable the OOW to monitor the automatic speed control
function.
Switch-Over Process in the Case of Systems with External Activation of the SPEEDPILOT
When the external SPEEDPILOT Activation switch is put into the ON state, the SPEEDPILOT checks
whether it can take over the task of controlling the speed. If the result is positive, the SPEEDPILOT closes
a relay contact, which causes a switch-over unit external to the NACOS to disconnect the engine remote
control system from the manual lever output and to connect it to the output signal of the SPEEDPILOT.
When the SPEEDPILOT Activation switch is put into the OFF state, the SPEEDPILOT opens the above
mentioned relay contact, and the switch-over unit external to the NACOS disconnects the engine remote
control system from the output of the SPEEDPILOT and connects it to a different control unit for example
the manual lever output signal..
Switch-Over Process in the Case of Systems with Internal Activation of the SPEEDPILOT
If the engine remote control system is ready to take over the output signals of the SPEEDPILOT for the
purpose of controlling the engines, it signals this fact to the SPEEDPILOT. If one of the SPEEDPILOT
operational modes is then selected in the SPEEDPILOT expander, the SPEEDPILOT checks whether it can
take over the task of controlling the speed. If the result is positive, the SPEEDPILOT closes a relay
contact, which causes a switch-over unit external to the NACOS to disconnect the engine remote control
system from the manual lever output and to connect it to the output signal of the SPEEDPILOT.
If the engine remote control system is switched to a different control unit, this fact is signalled to the
SPEEDPILOT. The SPEEDPILOT then opens the above-mentioned relay contact, and the switch-over unit
external to the NACOS disconnects the engine remote control system from the output of the SPEEDPILOT
and connects it to the other control unit.
1) Future Option
1 Overview
The CONNINGPILOT combines the most important indicators both for navigation and propulsion control
on one screen.
Operating of the CONNINGPILOT is required only for the selection between different well-proven combi-
nations of indicators for open sea or harbour areas and for the most suitable arrangement of the indica-
tors within a combination.
The CONNINGPILOT is available either
as a second monitor of a RADARPILOT or MULTIPILOT installation,
or as one further application of a RADARPILOT or MULTIPILOT on the same monitor,
or finally on a separate electronics unit with its own monitor.
The CONNINGPILOT screen is divided into three areas,
a left Conning Sidebar similar to RADARPILOT and MULTIPILOT but with permanent tabs for
for alarms, for TRACKPILOT, and SPEEDPILOT Expander, and a number of various indicators,
a centre area for graphical visualization of Navigation Data mainly determined by the
compass scale and the own ship symbol,
and a right part for graphical visualization of Propulsion Data mainly determined by the ship
symbol with its engines, propellers, thrusters, or rudders.
The Conning Sidebar provides a permanent indication of the top alarm line, of the TRACKPILOT expander
(if TP is installed), of the SPEEDPILOT expander (if SP is installed), and of further tabs to open for
various graphs depending on the actual installation.
The alarms tab and the expanders for TRACKPILOT and SPEEDPILOT are the same as for RADAR and
ECDIS.
Please refer to the corresponding descriptions in the general chapters about ALARMS, TRACKPILOT, and
SPEEDPILOT.
.
As a minimum, three different views of the centre Conning screen are available:
- Conning Home. It shows the most important conning data for open sea navigation according to
the settings of the operator.
- Conning Display with Waypoint List provides a combination of the most important conning data
and the actual waypoints of the present system route.
- Docking Display. In this display, the movement of the ship is visualised with detailed data for
heading, rate of turn and speed.
Other displays may be available depending on the system configuration and the available sensors and
interfaces.
The Conning Home Display for Navigation Data is presented in the centre area of the screen.
This window is opened per default when the CONNINGPILOT is started, it is also accessible by the corre-
sponding link in the bottom line or by the button in the top line to the right.
Rate of turn numerical value and graphic indication, computed from the
change in the gyro heading values supplied by the compass system.
The Conning Home with Waypoint list is presented in the centre area of the screen alternatively to
Conning Home. This window is accessible by the corresponding link in the bottom line or by the button
in the top line to the right.
This window shows in addition to course related data a detailed information about the active system
route. The values are updated periodically, the sensor data are displayed in real-time.
Click to open
another Conning
page, i.e. with
navigation or
docking
Active
System Active leg
Route
data
The ETA at Wheelover-column indicates the estimated arrival times at the wheelover-points calculated
by the system. Additionally, the planned and actual ETA at the specified Arrival point is shown together
with the calculated Delay or Spare time of the time schedule.
The Docking Display is presented in the centre area of the screen alternatively to Conning Home. This
window is accessible by the corresponding link in the bottom line or if opened already once, also by the
tab in the top line. This window shows in addition to heading and ROT the own ship symbol with
attached speed vectors. The direction of the ships movement is indicated by green and red triangles
which are moving in the corresponding direction.
Longitudinal
speed indica-
tion, numerical
value graphic
indication.
The Propulsion Data Display is presented in the right area of the screen. This window shows the own
ship symbol with attached generators, engines, propellers and rudders, or thrusters. The status, the revo-
lutions, the power and the direction of force are visualized. The values are received either from the auto-
mation system or in systems with TRACKPILOT also by the TRACKPILOT Interface.
-> The figure below is an example only. It may vary significantly from the display on your system
depending on the real arrangement of engines and rudders etc.
4 Alarm List
The alarm list, which is introduced in the main chapter ALARMS, WARNINGS AND CAUTIONS can be
displayed on the CONNING page as well.
Two versions are available, a small alarm list in the left sidebar of the CONNING page, and a larger one
in one of the two main display areas.
Click to the corresponding tool buttons to open the selection list for tools and there click to Alerts -> Nav
Alerts (Navigation). More details about the handling of the alarm list can be found on page 534.
Small Alarm List displayed in the Larger Alarm List displayed in the centre or in the right
left sidebar of CONNING part of CONNING, here instead of the Propulsion
display
The purpose of a Bridge Navigational Watch Alarm System (BNWAS) is to monitor bridge activity and
detect operator disability which could lead to marine accidents. The system monitors the awareness of
the Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any
reason the OOW becomes incapable of performing the OOWs duties.
The NACOS Platinum BNWAS system in addition can be used to give an overview of the alarms from
connected navigation and automation systems and to release an assist call addressed to selected crew
members.
An important additional function is the emergency call as described below:
The Bridge Watch Alarm System can be used to give a general alarm on all horns, panels, and substa-
tions in order to call all crew members immediately to the bridge i.e. in case of an emergency.
This call is released as follows:
1 SELECT CREW MEMBER TO CALL
2
3 SCALL TO ALL
4 1
If installed the Emergency Call can also be released by means of a push button which is connected
to the central processing unit. Please check your installation in time.
Then
Press
here
Press
first
here
2 System Overview
The Bridge Navigational Watch Alarm System (BNWAS) monitors the awareness of the Officer of the
Watch (OOW) and automatically alerts the Master or another qualified OOW if for any reason the OOW
becomes incapable of performing his duties.
If the system is active and the OOW is not pressing the timer reset button within the dormant period
(which can be set between 3 to 12 min.) a visual alarm is raised at the bridge.
Moving the trackball of one of the Platinum workstations (MFD) will also reset the timer. Optionally the
reset signal can be generated in addition by a motion sensor.
1. If no acknowledgment is given from bridge within 15 sec the alarm changes into an audible alarm
(first stage)
2. If again after 15 sec no acknowledgment is given from bridge, the alarm is passed to the back-up
officers cabin (second stage).
3. If further-on no acknowledgment is given from the back-up officer, the audible alarm is extended
to all back-up panels, i.e, to the mess room, to the ships office etc.
The timing is according to IMO Resolution MSC.128(75) (adopted on 20 May 2002) and to IEC 62616. It
is shown in the following diagram:
Additionally, the BNWAS provides the OOW (officer of watch) with a means of calling for immediate assis-
tance if required.
The BNWAS can be operated in three modes:
AUTO (Automatically brought into operation whenever the ship's heading or track control
system is activated and inhibited when this system is not activated) 1)
Manual ON (In operation constantly)
Manual OFF (Does not operate under any circumstances)
A further mode is available for configuring the system either in the commissioning phase or later if on-
board procedures are changed.
1)
AUTO mode is not suitable for ships conforming to SOLAS V/19.2.2.3 (most ships after July 2011, please refer to
page 473) which requires the BWNAS to be in operation whenever the ship is underway at sea.
3 System Description
The BNWAS Platinum is a separate monitoring system, which is completely independent from the NACOS
Platinum workstations. It comprises at least one operator panel at the bridge, here called Bridge Panel,
further a central processing unit somewhere in a console or electronic room, and alarm horns or daughter
panels at selected locations on-board (i.e. masters cabin).
The system is flexible to support different bridge procedures and ship designs. It is connected to the
network of the NACOS Platinum system and receives from here the alive messages whenever a trackball
at any of the workstations is moved.
1)
On power-up of the panel the Basic mode is automatically active. You can select the Basic mode at any
time by pressing [ESC], possibly repeatedly. In Basic mode, the panel displays i.e.:
NOTE:
The individual messages are longer than the lines of the LCD. Use the [ ] and [ ] arrow
keys to display the respective hidden parts of the messages, e.g. to find out the ID number
of the PLC (Field Processing Device) an alarm belongs to.
The BNWAS provides function buttons for direct access to the following operating steps:
1. Open ALARM LIST: The panel enters into the Alarm List Mode, the Alarm List LED is on, the LCD
display is showing the latest alarms, scroll through the list with cursor up and down
2. STOP HORN: The buzzer in the panel is stopped except it has been started by an All Operators call.
3. ALARM ACKN.: After having stopped the horn, you can use the Alarm Acknowledgement button
on the watch station (and only there) to acknowledge the alarms.
4. ADD. LISTS: Provides access to further lists.
5. DISPLAY CHANNEL: Configuration (see Technical Manual)
6. ADJUST CHANNEL: Configuration (see Technical Manual)
7. DEADMAN: Press here to select the dead-man system, adjust the timing, and the activation (AUTO/
MAN)
8. WATCH: Select the watch station
9. PRINTER CONTROL: Addressing and formatting the log print-output (configuration, see Technical
Manual)
10. ASSIST CONTROL: Call a dedicated crew member or all in case of emergency
11. DUTY: Define the officer on duty
12. MAINTENANCE: Configuration (see Technical Manual)
The bold black printed functions are described in more detail on the following pages, nothing more has
to be added to the bold red functions. Please refer to the Technical Manual for the remaining functions
concerning the configuration.
When you press [ALARM LIST], the panel enters into the Alarm List mode. The Alarm List LED is on,
when the panel operates in the Alarm List mode. The LCD displays, e.g.:
The Alarm List includes all present and unacknowledged alarms. The alarms are listed in chronological
order. In the figure above, "M.E. FUEL OIL INLET PRESSURE" is the youngest. The Alarm List shows:
NOTE:
The individual messages are longer than the lines of the LCD. Use the [ ] and [ ] arrow
keys to display the respective hidden parts of the messages, e.g. to find out the ID number
of the PLC (Field Processing Device) an alarm belongs to.
Using the [ ] and [ ] keys, you can page through the display so that the previous or next 3 alarms in
the list are displayed. [ ] will display older alarms, and [ ] will display more recent alarms. When you
reach the start/end of the list, this is indicated by the text:
<START OF LIST>
or
<END OF LIST>
If no alarms are present in the list, the number of alarms is 0 and the line(s) used to display
the alarm(s) are blank.
In case there is an autopilot in the system, the BNWAS Platinum can be turned on and off accord-
ingly to the status of this autopilot. (Autopilot on = BNWAS Platinum on)
1
2 5 Min
3 DEADMAN TIME :
4 ENTER NEW VALUE : [3-12] 3
Before using the BNWAS the duty station has to be defined. If the dormant period has expired because
no reset took place at the bridge an alarm call is activated to the duty station.
Proceed as follows to define the duty station:
1. Press the [DUTY] key. The SELECT DUTY FUNCTION menu opens.
2. Select one of the options:
- [S2] - SYSTEM STATUS will allow you to check the status of dead man or alarm system
- [S4] - BACK-UP SELECT will allow you to select the captain, the 1st, or the 2nd officer as the back-
up officer
The Bridge Watch Alarm System can be used to give a selected alarm on a specific horn, panel, or
substations in order to call a dedicated crew member or a group of crew members to the bridge.
You can adjust the brightness of the back light and the contrast of the panels as well as the intensity of
the LEDs to adapt the display to the light conditions in the room and to the viewing angle.
Proceed as follows to adjust the display intensity of a bridge or daughter panel:
1. Press the [DIMMER] key. The LCD displays:
- [S1] - LCD DISPLAY
- [S2] - VIEW ANGLE
- [S3] - LED DISPLAY
- A bridge panel will additionally have the option [S4] Background.
2. Press [S1] LCD Display to adjust the LCD intensity. It can be adjusted in six steps and is indicated
by a number of asterisks (*) followed by dots. Use the [ ] key to increase the back light intensity
of the LCD. Use the [ ] key to reduce the back light intensity. When you reach the highest or lowest
possible level, the buzzer will indicate this.
3. Press [ESC] to return to Basic mode.
7 Carriage Requirements
The performance standards for BNWAS are defined in MSC.128(75) which entered into force on 1 July
2003. SOLAS Ch. V, Reg.19 as amended by Resolution MSC.282(86), entered into force on 1 January
2011, established an implementation schedule for the carriage of BNWAS as follows (SOLAS V, Reg.
19.2.2.3):
cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size
constructed on or after 1 July 2011;
passenger ships irrespective of size constructed before 1 July 2011, not later than the first
survey* after 1 July 2012;
cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than
the first survey* after 1 July 2012;
cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed
before 1 July 2011, not later than the first survey* after 1 July 2013; and
cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed
before 1 July 2011, not later than the first survey* after 1 July 2014.
The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea;
a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be
exempted from full compliance with the standards adopted by the Organization, at the discretion of the
Administration.
In addition to the ARPA electronics, the Universal Shipborne Automatic Identification System (AIS) auto-
matically provides the ship's nautical officers with important information about nearby vessels or other
relevant objects within VHF range.
The AIS system transmits own ship AIS data cyclically via two defined VHF channels and receives the
corresponding data from other ships and objects within VHF range that are equipped with AIS systems.
The AIS Transponder System provides AIS data from other vessels (i.e. identity, position, speed, course,
and cargo) and objects around the own ship in a radius of about 20 NM (in reach of VHF radio). At the
same time it transmits own AIS data (as above) to other vessel in the vicinity (up to 20 NM as above).
If the AIS transponder on board is connected to the NACOS Platinum Navigation, data from other vessels
are displayed as symbols on top of the ECDIS chart or radar PPI.
The AIS system uses four different categories of symbols as follows:
AIS targets: ships that are equipped with an AIS system
SAR aircraft: search-and-rescue airplanes or helicopters
Aids-to-Navigation: navigation marks, e.g. beacons and buoys
Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic control
centers.
The first two categories, the AIS targets and SAR aircrafts, can be activated and tracked in the same
way as radar/ARPA targets. The latter two categories are displayed just as a symbol in the chart.
The own ships data, which are transmitted cyclically via AIS, can be entered into the system as follows:
Master Operation
All operating actions can be performed on any workstation without the need for a particular switch-over
procedure. As far as the AIS settings and the information transmitted are concerned, the last operating
action applies.
State The navigational state as defined by the international standard ITU-R M.1371 for AIS, select from
the predefined values in the scroll down list:
Under way using engine Restricted Maneuverability Aground
At anchor Constrained by draught Engaged in fishing
Not under command Moored Under way using sails
Cargo The cargo type as defined by the same standard, select from the predefined values in the scroll
down list: 1)
Hazardous goods class X, Y, Z,
No hazardous goods No additional information
or OS
1) For more information about classes of hazardous goods refer to page 483.
The interface between an AIS transponder electronics unit and the display/operating unit (here NACOS
Platinum Navigation) is standardized.
Any type approved class A transponder can be connected to the NACOS Platinum Navigation
system with the following functions:
1. All the voyage related functions can be controlled from the NACOS Platinum Navigation user inter-
face (voyage data, transmitter status).
2. The complete set of settings and status information, as actually stored in the AIS transponder
unit, can be checked from the NACOS Platinum Navigation user interface (voyage data, all status
data). This function is more important for periodic checks or the yearly radio survey and not neces-
sarily for the daily routine. This check comprises 25 entries, but does not allow any changes.
Changes, i.e. of the MMSI, can be done with the separate Minimum Keyboard Display (MKD) of the
transponder.
For selected AIS transponder systems the MKD function for settings and status indications
has been included in the NACOS Platinum Navigation user interface.
This function has to be activated during commissioning. Please refer to the NACOS Platinum Technical
Manual for details of commissioning and the details of parameters which can be set, i.e. MMSI, and GPS
antenna location.
The AIS system cannot function unless all AIS systems communicate on the same VHF channels and
unless the communication bandwidth and the transmission level are correctly set. The settings needed
for this are normally made automatically as described in the following.
It is also possible to make a setting manually, but this should only be done in
exceptional cases and following the advice of a local administration received by
radio, publications, etc. and only after having informed the ship's command
personnel accordingly.
VHF channels 2087 (161.975 MHz) and 2088 (162.025 MHz) are used worldwide for the two AIS chan-
nels.
As default values, AIS channel A uses the VHF channel 2087, the AIS channel B uses the VHF channel
2088, and for both channels, the bandwidth setting is Auto, and transmission is performed with power
level High. Every mobile AIS station operates on these two channels. A mobile AIS station is thus
capable of receiving two messages, from two different stations concurrently, provided that it does not
transmit at the same time.
In particular geographical regions or situations, i.e. due to local RF interference, it is necessary to deviate
from these settings. The necessary values are received via the AIS channels from a local VTS center,
harbor administration etc.
These data also contain the information about the region in which these settings are to be used,
including the transition zone surrounding that region.
The switch-over is performed automatically when the ship is
Sees
located in the transition zone. This is done in the following steps:
A, B, D, E, F
- As soon as the ship reaches the boundaries of the transition zone, Sees Sees
one AIS channel is set to the different VHF settings (with the other B, C, D C, D, F
AIS channel remaining unchanged) and the alarm Channel manage-
ment changed is shown. As a result, the targets situated inside and
on either side of the transition zone are now seen and the ship is also
seen by these targets; see the diagram. A C E
- On leaving the transition zone, the second AIS channel is also
switched over to the different VHF settings.
B D F
The general effect is that a ship which is not located in the transi-
tion zone does not see any targets located behind the transition
zone.
Region with Area with
The transponder is capable of managing 8 different zones auto- different VHF Transition default VHF
matically. Each zone is described by the South-West and North- settings zone settings
East corner of a rectangle.
Each zone may have different channel management settings. Administrations may set your AIS by special messages
automatically to a certain locally required setting. You can check these settings, which are stored in your AIS, by
opening the tabs for channel and zone. You can toggle from one to the next settings by using the Next button.
Although manual setting is also available, it is strongly recommended not to use the manual function. This should
only be done on special advice of a local administration i.e. by radio or other means if the automatic function is not
available from coastal side. There is a severe risk, that due to manual setting the own ship is no longer visible to
other ships as an AIS target and that you will not see any other AIS targets on your system. Normally, the default
setting should be on channels 2087 and 2088 and should have no position entered. Bandwidth is on Auto, Power
is on High.
The VDR is continuously recording important nautical, engine and safety-related data collected from ship
navigation sensors, from door contacts, from water contacts, etc. In addition it records a screenshot from
the most important workstations every 15 sec, and audio data from microphones distributed over the
bridge.
The recorded data are stored on three different media 1)
Long-term memory (HDD) as part of the VDR processor electronics (for 30 days)
Floating free device with 406/121,5 MHz radio beacon (EPIRB) (for 48 hours)
Fire and water protected capsule (FRM) mounted to the ships hull (for 48 hours)
Operation is fully automatic, no user actions are required except of some special cases, the first one is
the manual restart of the VDR in case of a failed integrity check, the second one is the operation perfor-
mance test (OPT) according to the new VDR performance standard, and the third one is the incident
back-up.
These can be carried out from the separate VDR user interface which comes along with any VDR.
If a VDR 4300, 4350, or 4360 is used, these steps can be carried out from the NACOS Platinum Naviga-
tion system. Operating is described in the subsequent passages.
1) Earlier VDR models 4300 and 4350 are having 12 hours on FRM, 24 hours on HDD, and no EPIRB
2)
If an earlier VDR model, i.e. VDR 4350 or 4300, is connected, the design of the menu is slightly different, but
the restart button is available at the same location.
This latest VDR model is providing an Operation Performance Test (OPT) as required by the new IEC
standard 61996-1 (2012). It supports a check of all interfaces of the VDR by displaying the received data.
Access to the OPT is as follows:
Open the Super Home menue and select VDR or open the pop-up menu in the lower left corner and
select VDR as shown on the previous page.
The VDR page is opened.
Select a test, i.e. GPS, from
the list of available inter-
faces and click to Start
OPT.
Check if the time stamp of
the latest received NMEA
telegrams, here VTG and
GLL is within a few seconds
behind the actual time.
Compare to the time shown
in the top line (red arrows).
Click to PASS to finish the
test. Click to FAIL if the tele-
gram is missing, or marked
with red values, or far
behind the actual time.
The test for one of the microphones delivers back a status indi-
cation for this audio channel (running, passed, or failed).
If the test is positive just click to PASS, otherwise to FAIL.
Open the Super Home menue and select VDR or open the pop-up menu in the lower left corner and
select VDR as shown before.
Click to the tab Error Detail Status to open the list of error messages. This list is updated automatically
everey 60 sec in the background. It shows the internal error messages of the VDR. They are related to
the configured interfaces of the VDR.
In addition there are a few overall alarm messages generated by the VDR. These are sent to the NACOS
Platinum Navigation system and displayed in the navigation alert list. Please refer to the main chapter
ALARMS, WARNINGS, AND CAUTIONS for a list of these alarms.
The final recording media of the VDR 4300 and 4350 is storing the last 12 hours. The HDD is storing the
last 24 hours. These data are overwritten continuously, so that only the data recorded last are available
for evaluation in each case.
With the function Incident Backup, a copy of the data stored on the hard disk drive for the last 12
hours can be saved there permanently. For evaluation of the backup data, see the Operating Instructions
of the VDR.
Initiating an incident backup: Click to the Incident Backup button,
and confirm with yes. After a short while, the alarm VDR Backup is
Running indicates that the backup is being made. The backup will take
less than 5 minutes under normal conditions. During this time, the Inci-
dent Backup button is insensitive to operation. Both actions also occur
when the backup is initiated by the corresponding key of the Data
Concentrator; see the Operating Instructions of the VDR. All other oper-
ations are still possible on the MFD anyhow.
The data saved through the incident backup are only overwritten when
another backup is performed. If Restart is activated, an incident back-
up which is running at that moment will be aborted.
This function is not required for the new generation of VDRs (i.e. VDR 4360), because they are
coming along with a much longer storage time of 30 days.
The NAVTEX receiver is a Narrow Band Direct Printing (NBDP) device operating on the frequency 518
kHz (some equipment can also operate on 490 and 4209.5 kHz), and is a vital part of the Global Maritime
Distress and Safety System (GMDSS).
It automatically receives Maritime Safety Information such as Radio Navigational Warnings, Storm/Gale
Warnings, Meteorological Forecasts, Piracy Warnings, Distress Alerts, etc. (full details of the system can
be found in IMO Publication IMO-951E - The NAVTEX Manual).
Each message begins with a start of message function (ZCZC) followed by a space then four B charac-
ters. The first, (B1), identifies the station being received, the second, (B2), identifies the subject i.e. Navi-
gational Warning, Met Forecasts, etc., and the third and fourth, (B3 + B4), form the consecutive number
of the message from that station. This is followed by the text of the message and ends with an end of
message function (NNNN).
The NAVTEX system broadcasts COASTAL WARNINGS that cover the area from the Fairway Buoy out to
about 250 nautical miles from the transmitter; the transmissions from some transmitters can be received
out to 400 nautical miles and even further in unusual propagation conditions.
Modern NAVTEX receivers include an INS port which is programmed to transfer the received messages
and its alarm messages optionally to an external system. The NAVTEX receiver can be connected to the
NACOS Platinum Navigation system by means of its INS (Integrated Navigation System) port, so these
text messages and alarms can be made available on any of the workstations.
For identification of the received messages the above mentioned B-characters are combined to a
message identifier (ID) shown in the list of NAVTEX messages.
* = Marker for
Message not yet
read
Message marker Message date/time. Start of
(for deletion etc), Message ID, (This is the date/time message text
mark all generated by when the message has
messages, which the receiver been downloaded from
shall be printed the receiver first)
out or deleted
afterwards
Message Handling
In order to display the complete text of one message, mark it with a click and click on Show Message
afterwards.
The message will be displayed in a new window:
Close this window by means of a click to the small
cross or by clicking Show Message again.
Seetrac allows the system to track a number of tenders directly on the Radar/ECDIS display.
Each tender to be tracked must be
equipped with a Seetrac transmitter
whose data are received on board and fed
into the system for display.
In order to make the tender(s) visible as
symbol(s) on the screen,
- right-click in an empty space of the
application area,
- in the context-menu, check Seetrac
by means of the slider, the bright-
ness of the superimposed symbols of
the tenders may be set
The tenders are then displayed as small circles with a speed vector according to the settings for Vector
and T/R in the Vector & Trails group. Tender symbols never have trails, plots or predictions.
When the pointer is moved upon a tender symbol,
a hovering window pops up to display additional
data of the tender.
The colors represent the alert status of the tenders:
Color State
Green No alert
MOB-trak alert
Orange (On the tender, the MOB
alert has been triggered)
Seetrac Panic alert
Red (On the tender, the alert
button has been pressed)
5 System Printer
The NACOS Platinum Navigation system can be complemented with a system printer. This printer is
added to one of the MFD (workstations) via USB connection. A printout can be initiated from each MFD
in the network. Print data are than routed by the Windows operating system to that MFD, where the
printer is connected and automatically printed there (configuration during commissioning required).
The latest SW version is also prepared for network connection. In this case the network printer is
connected to one of the switches in the network. Print data are routed to the switch and from there
directly to the printer. The operation is the same as before. The system configuration has to be updated
for network printer operation 1).
The system printer is used i.e. for printing out NAVTEX messages automatically, further-on for printing
out screenshots and passage plans.
Print-out of a Screenshot
Click to the camera symbol in the bottom line,
select print screen and choose one of the printers
listed in the small context menu. The complete
contents of the screen is printed out on A4
paper.
Alternatively the screenshot can be printed out to
an XPS file at the default location, or if an USB
stick is connected to this MFD, also to this stick.
1) Depending on the system status (new or updated required), the printer driver has to be installed on each MFD,
the bandwidth limitation in the switch has to be configured for this service and the network printer must have
the IP address 172.16.6.x. Supported printers are HP Officejet 6000 and HP Color Laser Printer CP1525N (old),
HP Officejet 6100 and HP Color Laser Printer M451dn (actual)
1 Overview
This volume describes the chart and route maintenance related functions of the NACOS Platinum Navi-
gation. It is applicable to all SW versions. Most screenshots have been taken from SW 2.x but they are
applicable to 1.x as well, the main difference is the selection of functions from the toolbar and not from
tab expander.
Navigate to the Super Home menu and click on Maintenance > Nautical Charts or Data Base.
As a result, the world chart together with a main selection sidebar and a protocol window appear.
The main selection sidebar provides access to the electronic charts (i.e. ENC, ARCS, C-map), and to the
back-up and store routines for routes and user symbols. These are described in the subsequent chapters.
If the maintenance is started for the first time after power-on, the database will be checked automati-
cally. This will take some minutes but is not indicated, please just wait. Any errors will be displayed in
the protocol window underneath the world map.
Main Selection Graphic View of World Chart
Background operation
To use the NACOS Platinum Navigation for other purposes while prolonged maintenance sequences are
running automatically, just navigate to the main menu and choose the appropriate application. As soon
as the maintenance program running in the background needs an operator action, a message is shown.
Any workstation in the system can be used for maintenance, but it is recommended to use always the
same one, i.e. the planning station.
Pan and
Zoom Control
Action
area:
List of
cells/
permits to
be deleted
Information
area:
Protocol and/
or actual list
of cells/
permits
The display expander is used to set up the Click here to open the
graphic view of the world chart as shown in toolbar
chapter 1.1. Alarm
indica-
In addition it provides an overview of the tions
number of installed cells for different naviga-
tional purposes (coastal, harbour etc.) and
the total numer of cells.
For access to the Display Expander open the
toolbar and select Display (in earlier SW
versions select Display from the tab
expander).
If an alarm indicator, a small triangle, is
displayed in front of one of the navigational
areas, an error has been found at least in
one cell of this category.
Select one or more navigational areas by The above menu shows the purposes for
checking the small box in each line and ENC cells, for ARCS and C-Map Profes-
sional the menu is slightly different
restrict the display to those cells which are of
interest.
Detailed information is available by selecting Display -> Functions -> Show Installed Charts (See
chapter 1.7).
Coloring by
The cells displayed in the graphic view are shown with a colored frame.
Depending on the settings in coloring by (see red arrow in above screen shot),
the cell status or the licensing status is determining the frame color.
Cell Status
Red An error has occurred while the data have been checked
Green Chart is okay
The electronic charts for your NACOS Platinum Navigation are stored separately on each NACOS Platinum
Navigation. They have to be updated in regular intervals.
After initial installation from the base media (from CD/DVD, USB stick, or portable USB drive) the charts
are updated typically in a weekly schedule from the update media. During the update process the already
installed charts are checked and it might be necessary to insert the base media again if requested by
the update application during the update process
The update can be carried out by using again update media like CD/DVD, USB stick, or portable USB
drive. The procedures will take some time, because the chart cells are processed on the NACOS Platinum
Navigation, in case of ENC they are also decrypted and converted into an internal file format. This
improves the chart presentation speed during later ECDIS operation. Some points have to be considered
when carrying out maintenance:
1. The initial installation can take several hours. Even an update may require a considerable length of
time. Therefore, perform this task in good time before the start of the voyage.
2. The chart maintenance work must be carried out so that the databases of all NACOS Platinum Navi-
gation always have the same status. This is ensured if the notes given here are observed and the
sequences described are followed.
3. An easily determined indication of unequal states of the databases of the NACOS Platinum Naviga-
tions is when the number of cells/ charts displayed for one NACOS Platinum Navigation is different
from the others.
4. An update of an installation can only be performed if the corresponding base installation has been
installed before. Update CD/DVD, which are issued typically each week or sometimes every few
weeks, are cumulative. They contain all previous updates starting from the latest issued base CD.
Today the version date of the corresponding base CD is often written on each update CD.
5. If any errors are occuring during operation or update which can not be solved by deleting single
cells, it is recommended to remove the database completely. The corresponding function is available
in the mode Maintenance as Remove complete ENC database. The new installation will take several
hours and the ship should stay in harbour for a longer time!
6. In addition to the IHO ENC which has been described above, it is alternatively possible to install the
C-Map ENC. The database on your NACOS Platinum Navigation system for IHO ENC cells and C-Map
ENC cells is one and the same. Please refer to page 512.
-> If an installation shall be changed from C-Map ENC to IHO ENC or vice versa it is strongly recom-
mended to remove the data base completely on all workstations (MFDs) one by one with the corre-
sponding maintenance function Remove complete ENC database (see also page 519) 1).
Permits
The ENC cells and ARCS charts are protected against unauthorized use by permits. The permits are indi-
vidual for each vessel. They are supplied by the chart distributor in a permit file called PERMIT.TXT (in
case of ENC) or GB.LCN and GB.NCP (in case of ARCS). These files have to be stored on the NACOS
Platinum Navigation system together with the cells or charts by the user.
SAM Electronics as the manufacturer of ECDIS equipment is generating an individual user identification
(UID) per vessel. This UID is hidden and stored in the Platinum dongle, which comes along with each
MFD (workstation). The hidden UID is used by SAM Electronics to create a public User Permit which
allows the customer to request a Permit File from the chart distributor. Once the license has been
bought, the Permit File is sent to the customer.
Typically the Permit File is received via email from the chart supplier and has to be stored on an USB
stick for further use at the ECDISPILOT workstations. The cells or charts are typically delivered on CD/
DVD or USB stick.
*Hint: The check 1) against IHO certificate will fail, if cells protected by a private certificate from the
individual distributors are installed (all cells until the year 2013). After this check a warning with the iden-
tification SSE26 is given. This warning is repeated for each CD or DVD again and can be ignored at this
time.
Insert your media with the permit.txt file (in case of ENC) or the corresponding ARCS permit file, typically
it is an USB stick or a portable USB drive. This file will contain one permit for each chart cell, typically
some hundred permits. You may have different permits for charts or cells from different chart suppliers
on your system.
Open the Functions menu from the toolbar.
Finally the USB stick can be removed without any further steps!
Hint for ENC and ARCS: Expired permits are not deleted automatically. They remain and have to be
deleted manually.
The reason is i.e. in case of ENC that they can be used to install old cells even if they have been expired
and new permits have not been received yet (issue date of cell is older than expiry date of permit). An
expired permit does not allow the installation of a new cell.
Licensed IHO ENC cells are protected by a public key according to the S-63 standard from IHO. This
public key is part of a certificate. Until the end of the year 2013 the main chart distributors delivered
chart cells protected by a private certificate on each IHO ENC media.
With the transition to the new IHO S-63 1.1 specification, distributors of official IHO ENC data will change
over to the IHO certificate step by step. The certificate is no longer delivered together with the licensed
cells. To obtain this new certificate it is recommended to visit the IHO website and download the file
"New IHO Certificate Expires 2033". It might be also available from your chart distributor.
The Installation Procedure is as follows:
Insert your media with the IHO.CRT file, typically an USB
stick. Open the Functions menu from toolbar.
Check Chart Database, set to IHO ENC.
Select Mode, the default is Display, set to Update.
Once the Mode has been set to Update the Functions
menu is modified with subgroups for Source and Loca-
tion as shown to the right. Select Functions, the
default setting is Choose Function, set to Install
Certificate.
Select the Source for the certificate. In the example a
removable stick with the label "GEMISCHT" has been
selected. If the media has a label, it is shown here.
Check the Selected Path. The NACOS Platinum Naviga-
tion will display any certificate laying on top of the direc-
tory.
If nothing is found, open Browse to
search manually for the subdirectory with
the IHO.CRT file. Ensure that you select
the IHO.CRT file. Finally click to Select
"Data Set".
The Location entry is fixed to your MFD.
Press Start to activate the update. A
confirmation request is shown. Compare
the public key of the certificate shown in
the protocol window at the bottom with
the information in IHO publications if
available. Confirm the installation. The
message window for successful update is
shown.
Now the USB stick can be removed
without any further steps!
If during the IHO ENC update the certifi-
cate can not be found, the message SSE
05 is shown. In this case carry out the
procedure as described above. Private
certificates stored on your MFD can be
deleted. The IHO certificate can not be
deleted. It can be overwritten by a more recent IHO certificate.
Insert your latest update media, either CD/DVD, or USB stick, or portable USB drive. It may be either a
base update (all chart cells) or a weekly update (a few chart cells only).
Open the Functions menu from the toolbar.
Set Chart database to IHO ENC or ARCS (or other)
depending on the charts which you want to update.
Select Mode, the default setting is Display, set to
Update. Once the mode has been set to Update the
Functions menu is modified with subgroups for
Source and Destinations as shown in the next
screenshot (see red arrows).
Select the Functions, the default setting is Choose
Function, set to Update IHO ENC Database or to
Update ARCS Database.
Select the Source for the update. It could be either a
CD/DVD, a removable USB Stick, or USB drive. In the
example here a CD ROM has been selected. If the
media has a label, it is shown, here it is V01X01.
Check the Selected Path. The NACOS Platinum Navi-
gation will display any chart data laying on top of the
directory automatically. If nothing is found, open
Browse to search manually for the subdirectory. For
IHO ENC the directory name is ENC_ROOT, for ARCS
there are three directories named CHARTCAT, MISC,
and RASCHTS.
Another workstation (MFD) may be selected as a source as well, but only, if on that work-
station the update has already been performed by applying the latest update media.
The Destinations entry is set per default to the present workstation (this one), where the update is
carried out. No other selection is possible and required.
Press Start to activate the update if it is not started automatically.
A protocol of the update is shown in the bottom of the main application area. Message windows as
described on the next page will appear in the overview chart to inform about the progress and any obsta-
cles.
During the update you might be asked to insert one after the other the base media (i.e. ARCS RC 1 to
RC 11), insert media of interest, and after that the update media will be requested again. Just follow the
instructions given on the screen.
Some of the above steps like selecting the Update Mode will be started automatically if an appropriate
update CD/DVD is inserted. Just follow the instructions on the screen.
After the update those cells which have been marked as cancelled by the update medium or where a
permit is missing are presented for manual deletion, refer to page 507.
Insert your media, either CD ROM or USB stick or portable USB drive as shown under Update of Charts
from Media.
Open the Functions menu from the toolbar.
Verify that Chart database is set to the correct chart
type, IHO ENC or ARCS (or other).
Verify that Mode is set to its default setting (Display),
just leave it to Display.
Select Functions, the default setting is Choose Func-
tion, set to one of the shown options.
Select Apply on to choose the own MFD (workstation) or
another connected MFD.
Click on Start to confirm the settings and open the list of
cells, or permits, or certificates. At the same time the
related cells are shown as green 1) squares in the world
chart.
If an MFD (your own or other) has been selected before,
the installed cells, permits, or certificates will be shown in
a new tab of the protocol window in the list. This list is
not available for CD drive or USB stick.
1) Colouring depends on cell status or source of licensing as selected in the Display menu, see page 499.
The Admiralty Information Overlay (AIO) contains all Admiralty Temporary & Preliminary Notices to Mari-
ners (T&P NMs) and provides additional preliminary information that is specific to ENCs, such as reported
navigational hazards that have been incorporated on paper charts but have not yet been included in
ENCs. The overlay is available only for Admiralty Vector Charts!
The Overlay data is protected in the same way as ENCs and requires a permit to unlock the data. Please
notify your Admiralty Chart Agent if you wish to use the Overlay on your NACOS Platinum Navigation
system so that the Overlay permit can be added to the Chart Permit files issued to you.
The Overlay permit will be loaded at the same time as your ENC permits when the Chart Permit files are
loaded (see page 502). When the Overlay is added to your AVCS licence the Overlay permit will be added
to the Chart Permit files issued for all ECDIS registered on the licence.
The Overlay data is provided on a single weekly CD that contains both base data and all updates up to
the date of issue. Therefore only the latest CD is required for installation and all others can be discarded.
The Overlay data is loaded in to the display system in the same way as ENC data.
Updates to the Overlay are issued weekly on CD, along with the weekly AVCS Update CD, and are also
available over the Internet through e-Navigator. Updates on CD should be loaded in the same way as
loading ENC updates (see page 504).
The data volume in each weekly update is normally small. However it is necessary to issue a New Edition
of the Overlay every 6 months, which consolidates all update data into a base data set. This New Edition
may be over a hundred megabytes in size which will make it impractical for most users to download over
the Internet and an Admiralty Information Overlay CD should be used.
When an Overlay new edition is issued (see above), the new edition must be installed before any further
updates can be applied. For users who normally update over the Internet this means that an Overlay
update CD will need to be installed before further Internet updates can be applied.
It is possible to edit the IHO or the C-Map ENC cells and only these by means of a chart editor. The
edited elements of the cells are stored as a separate file. The ENC cell itself is not modified. If a manually
updated cell is opened, the corresponding chart area is displayed and in addition the ENC Manual Update.
Use the Pan and Zoom control and/or the Set Chart center function in order to navigate to the cell
that is to be updated. As already known, the chart can be shifted using the drag-and-drop functionality
by means of the More button.
As soon as the desired cell is displayed, click it with More and choose Manual ENC Update Editor >
Select ENC Cell > and click the cell that is to be updated.
If more than one ENC cell is available at this place, a list of cells is presented., select one of them. It
will be marked in dark red. Click to it with More and continue as above.
The cell is displayed then. If it is not already opened, open the Updates expander.
To view the session log, click on Show Session Log. This func-
tion is only available as long as the current setup has not been
left with Undo and Abort or Save and Exit.
Two types of C-Map chart products are supported by your NACOS Platinum Navigation system, C-Map
Professional and C-Map ENC. Both are delivered in CM 93/3 format. The maintenance procedure for both
is nearly identical, and described in the following chapters.
C-Map Professional is a private database and C-Map ENC contains the official ENC data like IHO ENC.
The maintenance procedure for C-Map ENC is different from that one for IHO ENC cells. It is especially
different from that one for IHO ENC charts which has been described in the previous chapters. The differ-
ences are mainly caused by the handling of the media and the licenses.
The database on your NACOS Platinum Navigation system for IHO ENC cells and C-Map ENC cells is one
and the same.
In principle both cell types can installed and maintained together in this single database. But if a cell for
a certain area, either IHO ENC or C-Map ENC, has been installed already, the other type can not be
installed on top. The earlier one has to be deleted first.
-> So it is strongly recommended in order to keep the maintenance work on an acceptable level, to
install one type of ENC cells only on your system.
If an installation shall be changed from C-Map ENC to IHO ENC or vice versa it is strongly recommended
to remove the data base completely on all workstations (MFDs) one by one with the corresponding main-
tenance function Remove complete ENC database (see also page 519) 1).
-> Everytime when the database supplier has provided a new password.usr file, this file has to be
installed first before any new cells are installed.
-> The permits for C-Map Professional are covering a whole zone.
-> The permits for C-Map ENC are covering single cells only. If a new database media is installed it is
important to update the permits as well. Otherwise a new cell contained in the update data-
base would not be covered by a permit.
The protocol window above is shown after successful completion of the C-MAP data base installation.
-> It is important to note that the permits have to be installed first before any update of cells can be
carried out.
-> For C-Map and especially C-Map ENC the latest permit file has to be installed together with the latest
database media version.
-> After having installed the licensed C-Map cells this initial data base has to be updated in regular
intervals.
1) The actual C-Map Professional media comes along as a single DVD, the C-Map ENC is distributed
on two DVDs. The user is asked during the loading procedure to insert the second DVD if necessary.
Hint: The RTU update should be applied to fill in the gap between two versions of the base database.
As soon as a new database version is available on-board it should take priority over the RTU update.
The reason is that the RTU update is providing only limited patches to existing cells. A complete update
is available only from the new base media.
In any case after each update from the latest base media an RTU update should be done to
receive the latest updates.
After having sent the RTU request file to Jeppesen you have received a few minutes later the RTU update
file named *.ans. Load this file to your USB stick. Just follow the next steps:
1. Insert your USB stick with the received *.ans file into your NACOS Platinum Navigation and check
the Source media which should show the USB stick as the source for update, select manually if
necessary.
2. Select C-Map Professional/C-Map ENC and Maintenance and set Functions to RTU Update of
chart data base.
3. Start the procedure.
The information from the RTU answer file is used to update the cells installed on your NACOS Platinum
Navigation system. No further action is required. If no answer file from Jeppesen has been received,
contact the support service of your chart supplier.
Please
refer also
to the hint
on the
previous
page about
RTU
update
The below screenshots show the update protocol with the list of cells which have been installed and the
final message window that the update is completed.
In any case after each update from the latest base media an RTU update should be done to
receive the latest updates.
The number of cells should be identical for all workstations (MFDs). On the source workstation (MFD)
use the Display Expander to find out the number of cells (please refer to page 499). If the numbers
are different, please check and if in doubt, especially if the number of cells on the target workstation is
larger than that one on the source workstation, remove the complete database on all workststations
(refer to page 519).
The user-defined Routes and also the User Symbols can be saved to devices like USB HDD or USB
memory sticks. This makes it possible to transfer those data to other systems or replacement modules.
1 Hardware
The display electronics is based on a HP Compaq PC mounted on a shock damping frame. Periodically it
is recommended to check the following points:
1.2 Monitor
The color reproduction produced by the monitors must be correct. In the case of doubt and once per
year, the monitor performance must be checked based on the Chart1 presentation. Please refer to
CHART FUNCTIONS.
No special recommendations, network cables are separately fastened and power cables are screwed to
terminal clamps.
2 Software
2.1 SW Version
The SW version can be accessed from the Super Home page by opening the Menu on bottom left side
and clicking on About.
The information window shows data as
follows:
- Designation of the equipment with
NACOS Platinum series
- Name and IMO number of the vessel
as configured in the data base
- SW version number
- Build number of the NACOS Platinum
application
- SW version of the sensor interface PLC
- Data base build number
- Machine name of the display elec-
tronics, i.e. MFD-01
- Operating time since power on
- Module version information about
various connected units like ECDIS
chart data base, radar transceiver, and
AIS (both if connected)
2.2 SW Updates
Software updates can only be carried out by authorized service personnel. For more information with
regards to software updates of NACOS Platinum Navigation Systems please contact:
NACOS_update@sam-electronics.de.
1 General Information
Alarms, Warnings, and Cautions are generically summed up under the term Alerts and they are charac-
terized by their priorities.
From SW version 1.1 onwards these priorities have been redefined in order to meet the new Bridge Alert
Management (BAM) standard MSC.302(87) and the new INS standard IEC 61924-2:
1. An Emergency Alarm indicates immediate danger to human life or to the ship and requires imme-
diate action. The alarm source is not the NACOS Platinum Navigation system but i.e. a separate fire
alarm system. The emergency alarm is marked with a red triangle.
2. An Alarm requires immediate attention and action of the bridge team, to avoid a hazardous situa-
tion, i.e. heading invalid. The emergency alarm is marked with a red triangle.
3. A Warning requires immediate attention to make the bridge team aware of conditions which may
become hazardous. The warning is marked with an orange circle.
4. A Caution indicates a condition which still requires attention. It is marked with a yellow square.
From SW 2.x the design of the top alarm line has been slightly redesigned. This version is described in
the subsequent text.
The symbols are used in the following manner:
Emergency Alarms, Alarms and Warnings are accompanied by a permanent or short sound signal
emitted by a buzzer located in the front frame of the monitor or in a panel.
A sensor signal is missing and the value has been entered manually
Manual Set by the operator
Table XVIII / 1Color and Symbol Code for the Alert Indications
A flashing symbol for any alert means that it has not been acknowledged yet.
A steady symbol indicates an acknowledged or rectified status of an alert. More information about the
actual status is indicated by different signs like exclamation point, arrow, or checkmark. Please refer to
the next chapter for more details.
Emergency Alarms and Alarms are processed nearly in the same way.
They are indicated with a red triangle and for Emergency Alarms with a permanent signal from the horn
and for Alarms with three short signals from the horn repeated every 7 sec.
If an emergency alarm or an alarm is coming up, it is indicated as active and unacknowledged as shown
in the first line of the below table.
If this alarm is silenced by the operator, the alarm state changes to silenced as shown in the second line.
If this alarm is acknowledged by the operator, the state changes to acknowledged as shown in the third
line.
If the responsibility for this alarm is transferred to another device, the state changes to transferred as
shown in the fourth line.
If this alarm is no longer active, the state changes to rectified as shown in the fifth line.
Warnings are processed like alarms but indicated with a yellowish orange circle instead of a red triangle
and only two short signals of the horn repeated every 30 sec.
Cautions are processed on a lower level with one single state only. They are indicated by a yellow square
instead of yellowish orange and there is no signal from the horn.
Alerts are in addition to their priority also distinguished by their category. The main criteria for the cate-
gory is the decision support which is required to rectify the alert.
All global alarms generated by the navigation system are category B alerts.
The information required for decision support is not available at the bridge, the
alert cannot be acknowledged from the bridge, more information is required about
the status and treatment of the alert, e.g. certain alerts from the engine.
C All automation alerts are category C alerts.
If a MFD for the automation alarm system is transferred to the bridge, the cate-
gory of their alerts changes to B
In general the category is kept in the background and not indicated to the user. Alerts are automatically
classified according to their category and treated either as local, global or automation alerts. There is no
need for the operator to take care about the category.
The Alarm List provides an overview about all active Alarms, Warnings and Cautions. All entries are
sorted according to their priority. Please refer to the next page for the applied sort order of priorities.
The alarm list can show six entries at one time. A Scroll Sidebar and Go Top and Go Bottom pushbuttons
are provided to navigate within the full list.
If the alarm list is opened, it always shows the complete list of alarms, warnings and cautions, indepen-
dent of the previously made selections of filters or priorities in the list. The list then shows the latest
unacknowledged high priority alarm entry at the top of the alarm window.
Additionally to the alarm designation, supplemental information is displayed for each alarm in the list. In
the above example, the ECDIS application (EI) on system -03 has originated the alarm.
More details are given in the entry of the alarm list as shown below:
Designation of the
alarm
The alarm number is M03EI001, where M03 is the number of the workstation (MFD), EI is the indica-
tion for the ECDIS application, 001 is the internal fault number. See list of alarms for further information.
The status is Alarm, which means that the alarm is still active (in alarm state).
Open Alarms, Warnings, and Cautions are indicated by small colored symbols in the list buttons.
1. A bell in the button is indicating any unacknowledged alarm (red) or warning (orange) in the list.
2. A red triangle is indicating any acknowledged but still active or unrectified alarm in the alert list.
3. An orange circle is indicating any acknowledged but still active or unrectified warning in the alert list.
4. A yellow square is indicating any active caution in the list.
5. If no symbol is visualized there are no open alarms, warnings, or cautions in the list (no need to
open it).
When an alarm or warning is raised, the workstation (MFD) generating this alarm or
warning, will activate its horn and display the corresponding symbol in the alarm line and in the alarm
list.
Other workstations will display or but no horn is activated. The crossed triangle or
circle means that the alarm or warning cannot be acknowledged from this workstation (MFD).
The Display
Step Action Changes to
First switch off the acoustic alarm, use the Stop Horn button in the alarm line or
1 just press F11 on the keyboard. This initial stop horn step can be done from any or
workstation or panel on the bridge.
Remove the cause for the alarm or warning, perform any actions to avoid possible
2 danger.
If the horn is not stopped within 30 sec, a backup call is activated on all panels.
If an alarm or warning is not acknowledged within 30 sec after switching off the horn, the horn is
reactivated and the symbol changes accordingly back to the initial state. Unacknowledged warnings
are in addition escalated to alarms after a delay time.
If alerts are unacknowledged for more than 60 sec (automation alerts 3-5 min), an all operator call
is activated on all panels.
The entry in the alarm list is including always an indication of the source of alarm or warning, i.e.
the MFD number, so that the operators knows where to acknowledge this alarm or warning.
If an alarm or warning is received from an external device, it is displayed only, no horn is activated,
and it has to be acknowledged at that external device.
The Display
State Condition Changes to
If the cause for an alarm or warning disappears before it is acknowledged, it will
1 be set to rectified. or .
If the responsibility for an alarm or warning has been handed over to another
2 device, it will be set to transferred (option, depending on external devices). or (
When the same alarm or warning is raised on two or more workstations (MFD) they will
activate their horns and display the corresponding symbol in the alarm line and in the alarm list.
Typically this scenario appears, if a global alert is generated which can be solved without additional infor-
mation for decision support (category B alert, i.e. a sensor failure).
In general global alerts will trigger all workstations, but the number of workstations activating the horn
can be limited during commissioning in order to avoid high sound pressure on the bridge, typically one
workstation at the center bridge and one on each wing are selected, but in minimum two. In addition
panels can activate their buzzer.
Other workstations will display or but no horn is activated.
The Display
Step Action Changes to
First switch off the acoustic alarm, use the Stop Horn button in the alarm line or
1 just press F11 on the keyboard. This initial stop horn step can be done from any or
workstation or panel on the bridge.
Remove the cause for the alarm or warning, perform any actions to avoid possible
2 danger.
Acknowledge the alarm or warning (can be done from any workstation or panel):
3 Click on Acknowledge in the alarm line or press F12 on the keyboard or
Click on Acknowledge All in the heading of the Alarm list
All further remarks from the previous page are valid here as well!
As described earlier under Category of Alerts more information for decision support is required to
solve any automation alerts (category C alerts). This information is not available at a single work-
station. Therefor the same global alarm handling as described above is applied here. Horns are acti-
vated on the same workstations as for category B alerts, depending on the attended/ unattended
status of the alarm system, and the "Always on Bridge" attribute.
The warning has not been acknowledged by the operator within the escalation
2 time period and has been escalated to an alarm
The horn has been stopped by the operator
3
The warning, now with alarm priority, has been acknowledged by the operator but
4 the redundant position is still lost.
The redundant position is valid again and the alarm status is set to normal, no
5 symbol is shown
Depending on the ship specific configuration an escalated warning can be reported via relay contact to
a third party Bridge Navigational Watch Alarm System. This is a one way reporting. Acknowledgement
from BNWAS back to the NACOS Platinum Navigation system is not available with existing BNWAS.
1) Level 1 has a factory default setting of 11 which can be changed during system commissioning
A number of related alerts are aggregated by the NACOS Platinum Navigation system to one alert which
is then marked with a "+" sign.
The escalation time can be set by the user in the Alarms-> Settings menu between 0:30 and 5:00 min.
The warning has not been acknowledged by the operator within the escalation
4 time period and has been escalated to an alarm
The alarm has been acknowledged, and because the event has been rectified
5 (acquired targets are tracked now) the alarm status is set to normal, no symbol
is shown
An aggregated alarm will become unacknowledged, every time a new alarm is aggregated again to
the existing alarm entry.
Larger navigation systems with several MFDs (workstations) are typically fitted with a number of redun-
dant sensors.
Imagine the situation that GPS1 1) is selected as the actual position sensor. GPS 2 and 3 are configured
for use, but actually not required for navigation.
If now GPS 2 or 3 are failing, and without any further measures, an acoustic warning would be given
distracting the OOW from his primary nautical task.
In order to avoid this situation a function for priority reduction of alerts has been included into the
NACOS Platinum Navigation system. If a sensor is failing, which is not in use, instead of a warning a
silent caution is given.
If sensor integrity monitoring is active the secondary sensor used for monitoring is considered to be
in use, priority reduction does not take place for this sensor.
If sensor selection is in auto mode, and the actual sensor in use is failing, the automatic switch-over
process to another sensor is indicated by a warning, which has to be acknowledged by the user.
If sensors with full alert communication 2) according to the new INS standard IEC 61924 Ed2 are used,
the processing of alerts from these sensors is as follows:
- If a warning from a sensor not in use is received, this warning is indicated in the alarm list and
has to be acknowledged by the user.
- The NACOS Platinum Navigation system is transmitting an ACM message with "responsibility
transfer" command to the sensor.
- The sensor will stop the acoustic alert, change status, and confirm with an ALF message.
1) GPS (Global Positioning System) used here as short form for a GPS navigation sensor
2) Sensors supporting responsibility transfer of alerts with ALF, ACM communication
The internal alert functions can be tested for training and maintenance purposes:
This chapter describes the navigation sensor alerts available in the system. The main navigation sensors
used for the heading, speed and position are monitored depending on the configuration. Those sensors
which are redundant can be supported by an automatic selection mode.
The automatic selection mode is the default setting after start or restart of the
system.
- If the selection mode is AUTO the switching over to another sensor of the same type is done
without any alarm or warning.
- If an individual sensor is chosen the switching over to the backup sensor must be done manually
after the respective alarm or warning has been given.
- In the meantime (until a new sensor has been selected) the system is using the latest valid values
of the disturbed or faulty sensor which produced the alarm.
- Switch over to the new sensor a soon as possible, but not before its data have been checked for
plausibility and correctness. Just move the cursor to the new sensor in the selection list to see a
small information window with the actual sensor data.
Legend:
In front of each entry in the alarm list the priority is shown with the respective symbol or .
Cautions are marked by the symbol .
Further-on the source is indicated by the alert number, SI... is an alert from the sensor interface, RA...
is from radar, EI... is from ECDIS, and AI... from AIS.
All navigation sensor alerts listed below are category B alerts, they are distributed over the
entire navigation system and can be acknowledged from any workstation.
1)
All display objects and operating possibilities for which the heading information is required are no longer shown
or are inactive, tracked targets are deleted.
Escalation: This warning is escalated to an alarm after the user set time period!
Escalation: This warning is escalated to an alarm after the user set time period!
Most ECDIS and Target Alerts listed below are category A alerts and handled from the work-
station where they appear. Some alerts are marked with (B) which means, that are distrib-
uted navigation system wide and handled from any workstation.
1) For AIS targets the Lost Target warning can be disabled in the Settings - Target menu.
2) ARPA targets and AIS targets together
4 AIS Alerts
Depending on the type of AIS connected to the system, not all alerts listed below may be supported. If
no AIS is connected, none of the alerts will appear.
Escalation: All warnings are escalated to alarms after the user set time period!
All AIS alerts listed below are category B alerts (navigation system wide) unless otherwise
marked with (A) which means, that the alert is handled from the workstation where it
appears.
The target related alarms and warnings are documented in the chapter target alarms.
This chapter lists and describes all alerts of the radar transceiver. They are classified as cate-
gory A alerts. They are displayed at all workstations where the defective transceiver has
been selected for radar operation either as a slave or master.
Legend: In front of each entry the priority is shown with for alarm and for caution.
RA011 - No Headmarker
The antenna's head-marker signal is missing.
Remedy: If the antenna is not rotating: check the ship's mains and/or the antenna fuse or circuit-
breaker. If the antenna is rotating: request service. Select another radar transceiver!
RA012 - No Trigger
The radar transmission trigger is missing, the radar video cannot be displayed.
Remedy: Check the radar transceiver, select another transceiver and request service!
6 TRACKPILOT Alarms
The following list of alarms, warnings and indications contains all alarms for all operating modes
(Heading, Course, Track) of the TRACKPILOT. In systems with Heading mode only, alarms of the Course
and Track mode are not initiated.
TP Astern Speed
The TRACKPILOT is in the activated state and the selected speed sensor is producing negative
(astern) speed data (which the TRACKPILOT cannot process).
WARNING: While this alarm is present, the steering gear is not being driven by the TRACKPILOT.
When the TP Astern Speed alarm appears, it is necessary to immediately change to some other
speed sensor or to switch over to manual steering.
Special feature: The alarm cannot be acknowledged. It is repeated and disappears when its cause
has been eliminated.
TP Course Limit
The set course limit has been exceeded.
Remedy:
- Increase the course limit or
- wait until the TRACKPILOT has eliminated the course deviation, or
- switch over to manual steering.
TP Deactivated
The TRACKPILOT has been deactivated and is no longer controlling the rudder. The ship must be
steered manually or by another autopilot.
NOTE: This alarm is optional and must be configured on service level if required by the class or the
owner.
Remedy: Increase the drift limit value or switch over to Heading mode or to manual steering.
TP End of Track
The ship, sailing in Track mode, will pass the last waypoint of the System Route in 60 seconds.
Special features: Acknowledgement causes a switch-over to Course mode; the ships course has
to be set manually from now on.
If the alarm is not acknowledged within 30 seconds, the Trackpilot Alarm signal is generated for
the purposes of triggering an external alarm.
TP GC Course Change
Track mode is switched on and the sailing mode is set to Great Circle. In order to remain on the
Great Circle, a course change is necessary which exceeds 3 degrees or half of the set Course Limit.
The new course is displayed as Next course in the TRACKPILOT data display.
Special features: Acknowledge with Execute. Regardless of whether this alarm is acknowledged
or not, the planned change of the course takes place at the WOP.
While this alarm is present, the steering gear is not being driven by the TRACK-
PILOT.When this alarm appears, a switch-over to manual steering must be
performed immediately.
Special features:
- Acknowledgment causes switch-over to Heading mode and acceptance of the displayed gyro
heading value. The currently existing heading value is taken over as the set value.
- In addition, acknowledgment can force the TRACKPILOT to generate larger rudder angles.
- If the cause of the alarm has not been removed (i.e. the gyro heading is still invalid), the alarm
is repeated even after acknowledgment.
If the alarm is not acknowledged within 30 seconds, the TRACKPILOT Alarm signal is
generated for the purposes of triggering an external alarm.
Remedy (after the switch-over to manual steering has taken place):
Check the compass system; if possible at the compass system, select another heading source. Check
the displayed heading before use.
TP Low Speed
The speed reported by the selected speed sensor is so low that the TRACKPILOT might not be able
to steer the ship correctly.
Special feature: Acknowledgment causes a switch-over to Heading mode.
Remedy: Switch over to manual steering.
1) This alarm can only appear if activated on service level; for this function a maximum allowed ROT value must be
set in the system configuration.
2) This alarm can only appear if activated on service level; required for ships with DNV NAUT-AW approval.
Remedy: Switch over to manual steering, if it is obvious, that the TRACKPILOT is not able to steer
the ship correctly.
TP Position Drift 1)
Since the beginning of the long-term position drift computation in Track mode, a difference has built
up between the dead reckoning position and the position given by the position sensor, and this
difference is greater than a limit value which depends on the set track limit 2) or on the sensor selec-
tion.
Special feature: Acknowledgment restarts the position drift calculation with a difference of zero.
Remedy:
- Select a more accurate position sensor or speed sensor or correct the manual set and drift
input.
- Select Manual DR (Dead Reckoning) instead of the position sensor and check the navigation
sensors presently used.
- Switch over to Course mode or Heading mode.
- Increase the track limit.2)
TP Position Jump
During steering in Track Mode a position jump (e.g. mode change of the sensor, new sensor selec-
tion or manual position adjust) exceeding the set track limit (or, if the track limit is set to a low
value, a position jump exceeding a value which depends on the sensor type) has been detected.
Special feature: By acknowledgment, the new position is accepted.
Remedy: Increasing the track limit increases the tolerance with regard to position jumps and
strengthens the filtering of the received position-data.
1) Depending on the system configuration this alarm can be switched off on service level.
2)
In the case of ships with DNV NAUT-AW approval, the limit value depends not on the track limit but on the
selected speed sensor and on the selected position sensor.
TP Reduced Radius
The Track mode is in the switched-on state, but the set radius for the next turn is too large to
enable the ship to reach the next leg by means of the maneuver that is planned at the To-Waypoint.
For this reason, the TRACKPILOT will reduce the radius to such an extent that the course change
can be performed.
A reduced radius can result in an increased ROT and a differing radius during the planned turn.
Remedy: Especially in confined waters, it is strongly recommended to switch over to Course mode
or Heading mode.
TP Rudder Error
The rudder engine is not obeying the instructions from the TRACKPILOT, or is not doing so with
sufficient accuracy.
Special feature: The message initially appears as an indication without an acoustic signal. If the
cause of the fault continues to exist for more than 10 seconds, the acoustic alarm signal appears
additionally and the priority is increased to Alarm (1). The alarm can be acknowledged, but is
repeated for as long as the cause of the fault continues to exist.
If this alarm is present for a longer time, it is necessary to switch over to manual
steering.
Remedy: Check the steering gear, the rudder pumps and the TRACKPILOT interface.
TP Rudder Limit
The set rudder limit value has been reached; with this rudder limit, the activated maneuver can most
probably not be performed without a deviation
- or -
The present rudder angle lies outside the rudder limit.
In Track mode on ships with DNV NAUT-AW approval, limitation by the set rudder
limit is ignored when a planned maneuver is being performed (i.e. during the turn
at the waypoint) 1).
Remedy:
- Increase the rudder limit or
- wait until the rudder angle becomes less than the rudder limit or
- switch over to manual steering.
TP Short Radius
So that the planned maneuver can be performed with the actually set radius, the expected rudder
angle would have to be larger than the maximum value that the TRACKPILOT can apply.
Remedy: Increase the radius or switch over to manual steering.
TP Speed Jump
The speed transferred from the selected speed sensor has jumped by more than 5 knots.
Special feature: Up until acknowledgement takes place, the TRACKPILOT uses the longitudinal and
transverse speeds that were valid before the alarm. After acknowledgement, the TRACKPILOT uses
the new longitudinal and transverse speeds.
Remedy: Check the new speed value. If it is correct, acknowledge the alarm; otherwise, select
some other speed sensor before acknowledgement.
If this alarm appears, the data of the pre-planned track are unreliable. The track
data must not be used for navigation.
Remedy: Switch to Course mode or Heading mode or manual steering. Check the waypoint data,
of the activated route. Deactivate and activate the route again.
TP Track Limit
The track limit value set by the operator or taken from the activated route has been exceeded.
Remedy:
- Increase the track limit or
- allow the ship to steer back to the track or
- steer the ship with the joystick or
- select manual steering.
Remedy: Select some other speed or position sensor or define a new route as the System Route
or - after the course deviation or track deviation has fallen below the limit - activate Track mode
again.
TP Waypoint Approaching
The early course change indication announces, that the WOP of the To-Waypoint will be reached in
XX seconds.
XX = advance warning time which has been entered for the occurrence of this alarm in the TP-
Settings dialogue under WPT Approach.
The distance and the time to go to the WOP as well as the Next track course and radius are
displayed in the Route Data display.
TP WOP Execution
In Track mode the next WOP (the starting of the course change on the leg) will be reached 30
seconds after this warning or alarm appears.
Special feature: Acknowledge with Execute
1)
On ships with DNV NAUT-AW approval, this alarm also appears if the Chart Monitoring Offline or Conning
System Offline alarm occurred.
If the planned change of the course is not to be executed: Switch over to Course or Heading
mode and steer with the joystick or switch back to manual steering mode.
If the preceding TP Waypoint Approaching warning has been acknowledged, the TP WOP
Execution alarm appears initially as a warning, with a low intensity acoustic signal. If the TP
Waypoint Approaching warning was not acknowledged, the TP WOP Execution alarm appears
together with an intensive acoustic signal.
If the warning TP WOP Execution is not acknowledged within 30 seconds, an intensive acoustic
signal is generated even if the TP WPT Waypoint Approaching alarm was acknowledged before-
hand. If not acknowledged 30 seconds after appearance of the WOP alarm, the TRACKPILOT
Alarm signal is generated for the purpose of triggering an external back up navigator alarm.
If the maneuver period from one wheel-over point to the following one is less than 30 seconds, the
TP WOP Execution alarm of the second wheel-over point does not appear until after the first
wheel-over point has been passed but already during execution of the first maneuver.
TP Trackpilot Failure
The TRACKPILOT reports an internal fault, and is no longer controlling the rudder.
Until the cause of the alarm has been eliminated, the status FAILURE is shown in the operational
mode field of the TRACKPILOT data display as well as on the Conning display.
Until the cause of the alarm has been eliminated, the word FAILURE is shown in the operational
mode field of the TRACKPILOT data display.
b) For systems with two TRACKPILOT electronics units, a TRACKPILOT is connected to the
steering gear
The communication between the MFD and the activated TRACKPILOT has failed.
Special Feature: Through the acknowledgement, the other TRACKPILOT is selected but not acti-
vated.
Remedy:
- Activate the other TRACKPILOT.
- Restart the TRACKPILOT which has generated the alarm.
- Check the TRACKPILOT electronics unit and the TRACKPILOT Interface of the TRACKPILOT
which has generated the alarm.
c) For systems with two TRACKPILOT electronics units, no TRACKPILOT is connected to the
steering gear
The communication between the MFD and both TRACKPILOT electronics units has failed.
Until the cause of the alarm has been eliminated, the word FAILURE is shown in the operational
mode field of the TRACKPILOT data display.
Remedy:
- Restart both TRACKPILOT electronics units
- Check both TRACKPILOT electronics units, both TRACKPILOT Interface and their power supply.
Additional to the alarms, warnings and indications of the TRACKPILOT on the MFD, there are different
alarm outputs available on the interconnection board of the TRACKPILOT-Interface. The designations and
functions of these isolated relay outputs are listed below.
Please refer to the Technical Manual for more information.
Trackpilot Failure Alarm
The TRACKPILOT interface puts out this signal if
- there is no operating unit switched to act as the TRACKPILOT Master for more than 30 sec
(the TP No Master MFD Selected alarm has been triggered), or
- the TP Heading Sensor Fault alarm has been triggered, or
- the TP Astern Speed alarm has been triggered, or
- the TP Trackpilot Failure alarm has been triggered, or
- the Trackpilot System Failure alarm has been triggered, or
- the TRACKPILOT electronics unit or the TRACKPILOT Interface unit has been switched off,
or
- the supply voltage of the TRACKPILOT Electronics unit or of the TRACKPILOT Interface unit
lies outside of the specification.
TRACKPILOT Alarm
The TRACKPILOT Interface outputs this signal if
- the TP Heading Sensor Fault alarm appeared 30s ago and this alarm has not been acknowl-
edged
- in Track Mode the TP Change Position Sensor alarm appeared 1-2 minutes ago and has
not been acknowledged
- a wheel-over point has been passed but the TP WOP Execution alarm for this wheel-over
point has not been acknowledged, or
- the TP End Of Track alarm appeared 30 seconds ago and this alarm has not been acknowl-
edged, or
- the TP Track Mode Fault alarm appeared 30 seconds ago and this alarm has not been
acknowledged.
In addition, at service level, it can be specified which of the following reasons are to cause the output
of this signal too:
- The TP Waypoint Approaching alarm appeared 30 seconds ago and this alarm has not been
acknowledged.
- The TP Track Limit alarm has been triggered. 1)
- The TP Course Limit alarm has been triggered. 1)
At service level, the signal output can be set for the TP Track Limit and TP Course Limit alarms in
such a way that it takes place after a delay of 30 seconds.
The TRACKPILOT Alarm signal disappears as soon as the cause of the alarm is remedied or the alarm
that triggered the TRACKPILOT Alarm signal has been acknowledged.
At service level, it is possible to define that the TP Backup Navigator Alarm alarm appears at the
TRACKPILOT Master as soon as the TRACKPILOT Alarm signal is triggered. With this setting, the
TRACKPILOT Alarm signal remains active until the reason for the TP Alarm is no longer valid and the
TP Backup Navigator Alarm alarm is also acknowledged 2).
The SPEEDPILOT Alarm and the SPEEDPILOT Failure signals are implemented on the TRACKPILOT
Interface unit in form of relay outputs having galvanically isolated contacts for connection to an
external alarm system or the VDR for example.
As soon as one of the above listed alarms is activated by TRACKPILOT, the relevant relay signal is
activated.
As soon as none of the above listed alarms is active any more, the relevant relay signal is also deac-
tivated.
1) DNV requires BN alarm, issued 30 sec after TL and CL alarm without acknowledgment by the operator.
2)
The Trackpilot Alarm contact is used as the required systems back-up navigator alarm output in installations with
a connection to external Bridge Alarm/Watch Alarm Transfer systems.
7 SPEEDPILOT Alarms
All alarms beginning with SP are generated by the SPEEDPILOT. Unless stated otherwise, they appear
only on the MFD having the SPEEDPILOT Master function, and it is only there that they can be acknowl-
edged.
The phrase "Switch over to manual speed control" used below, always indicates the following steps
as a minimum:
SP Activation Failed
An attempt has been made to activate the SPEEDPILOT, but the interface signals to the engine control
system do not confirm a complete activation of the SPEEDPILOT.
When this alarm appears, the engine control must be switched over to manual
operation and a check must be performed to make certain that the manual
control function is working correctly.
Remedy:
- Wait, if the SPEEDPILOT is activated after a delay of some seconds.
- Retry the activation
- Check the interface signals to the engine control system
SP Config Fault
The configuration parameters of the SPEEDPILOT are incomplete or not available. The engine control
system can no longer be driven correctly by the SPEEDPILOT.
When this alarm appears, the engine control must be switched over immediately
to manual operation and a check must be performed to make certain that the
manual lever control function is working correctly.
Special features:
- This alarm cannot be acknowledged.
- FAILURE is displayed in the SPEEDPILOT Mode indication field.
Remedy:
- The configuration must be restored / repaired at next service.
SP Deactivated
This alarm appears in two different situations:
1. As a result of an external operating action, the SPEEDPILOT has become disconnected from the
engine control system. The message confirms that the engine is now being controlled by means of
the lever. That means, that SPEEDPILOT OFF is indicated.
2. The SPEEDPILOT has been disconnected from the engine control system (engine control must now
be performed manually using the lever) because one of the engine systems has signalled a failure.
Remedy:
Check the interface signals delivered from the engine control system. If the alarm occurs for no apparent
reason, restarting of the SPEEDPILOT might correct the fault situation.
SP Deactivation Failed
An attempt has been made to deactivate the SPEEDPILOT, but the interface signals received from the
engine control system do not confirm a complete deactivation of the SPEEDPILOT.
When this alarm appears, the engine control must be switched over to manual
operation and a check must be performed to make certain that the manual lever
control function is working correctly.
Remedy:
- Wait, if the SPEEDPILOT is deactivated after a delay of some seconds.
- Retry the deactivation.
- Check the interface signals from and to the engine control system.
Remedy:
- Increase the high lever limit value in the SP Settings dialogue.
- Reduce commanded speed of the SPEEDPILOT.
- Check the speed sensor and the indicated speed value.
- Check if the engine control system is executing the lever commands of the SPEEDPILOT correctly.
If there are doubts about the effectiveness of the automatic speed control
process, the SPEEDPILOT must be switched off and a changeover to manual
engine-control must take place.
Remedy:
- Reduce the low lever limit value.(But always verify the steering ability of your ship!)
- Increase the speed commanded by the SPEEDPILOT.
- Check the speed sensor data.
- Switch over to manual speed control.
1) If no feedback signal is connected, the use of the lever feedback signal must be disabled on service level.
SP Speed Deviation 1)
The deviation between the set speed, ordered by the SPEEDPILOT, and the achieved actual speed is
larger than the speed deviation limit value that was set in the SPEEDPILOT Settings dialogue under
Speed Alarm.
The actual speed value is averaged by a SPEEDPILOT internal filter, before the monitoring function
calculates the difference.
Remedy:
Increase the threshold by input of a higher Speed Alarm value.
- Check the speed acceleration and wait if the ordered speed value is achieved after some minutes.
- Verify if the system reacts correctly on any different speed order (i.e. the lever is still controlled up
or down as required by SPEEDPILOT).
1) Future option
If this alarm appears, the engine control must immediately be switched over to
manual operation, and a check must be performed to make certain that the
manual control function is working correctly.
Until the cause of the alarm has been eliminated, the word FAILURE is shown in the operational
mode field of the SPEEDPILOT expander.
Remedy:
- Check the TRACKPILOT Electronics and the TRACKPILOT Interface unit as well as their power
supplies.
- In the case of repeated occurrence of the alarm, resetting or restarting of the SPEEDPILOT or of
the complete TRACKPILOT electronics unit might correct the fault situation.
SPEEDPILOT Alarm
The TRACKPILOT Interface unit outputs this signal if
- the SP Speed Sensor Fault alarm has been triggered or
- the SP Activation Failed alarm has been triggered or
- the SP Deactivation Failed alarm has been triggered or
- the SP No Master MFD Selected alarm has not been acknowledged within 30 sec.
SPEEDPILOT Failure
The TRACKPILOT Interface unit outputs this signal if
- the SP Config Fault alarm or
- the SP Interface Failure has been triggered.
The SPEEDPILOT Alarm and the SPEEDPILOT Failure signals are implemented on the TRACKPILOT
Interface unit in form of relay outputs having galvanically isolated contacts for connection to an
external alarm system or the VDR for example.
As soon as one of the above listed alarms is activated by SPEEDPILOT, the relevant relay signal is
activated.
As soon as none of the above listed alarms is active any more, the relevant relay signal is also deac-
tivated.
8 VDR Alarms
The following alerts are only available in the NACOS Platinum system, if a VDR DEBEG 4300, VDR 4350,
or VDR 4360 is connected via its LAN interface.
VDR Offline
The system has no contact to the voyage data recorder.
Special feature: The warning cannot be acknowledged. It disappears when its cause has been elimi-
nated.
Remedy: Check the VDR and the LAN connections.
List of Tables
Table I / 1 Typographical conventions in these operating instructions . . . . . . . . . . . . .25
Table II / 1 Types of clicks in NACOS Platinum Navigation . . . . . . . . . . . . . . . . . . . . .39
Table II / 2 Color and Symbol Code for the Alert Indications . . . . . . . . . . . . . . . . . . . .52
Table II / 3 Mouse pointers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Table II / 4 RADAR and ECDIS pointers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Table II / 5 Applicable Standards for Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Table II / 6 Applicable Standards for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Table II / 7 Additional Standards for MULTIPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Table II / 8 Additional Standards for TRACKPILOT (HCS) . . . . . . . . . . . . . . . . . . . . . .74
Table II / 9 Additional Standards for TRACKPILOT (TCS) . . . . . . . . . . . . . . . . . . . . . .74
Table 1-2 Structure of the Settings Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Table V / 1 Range Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Table V / 2 Integrity Marking for Heading/Speed Sensor Data . . . . . . . . . . . . . . . . .148
Table V / 3 Integrity Marking of Position Sensor Data . . . . . . . . . . . . . . . . . . . . . . .155
Table VII / 1 Symbols of ARPA Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . .208
Table VII / 2 Symbols of AIS Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
Table VII / 3 Maximum Number of Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215
Table VIII / 1 Radiation Danger Zone of Radar Antennas . . . . . . . . . . . . . . . . . . . . . . .223
Table VIII / 2 Categories of RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225
Table VIII / 3 RADAR Failure Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229
Table VIII / 4 Pulse Length and Repetition Rate of RADAR Pulses . . . . . . . . . . . . . . . . .234
Table VIII / 5 Qualitative Description of Enhance Levels . . . . . . . . . . . . . . . . . . . . . . .239
Table VIII / 6 Symbols of ARPA Targets in RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . .248
Table VIII / 7 Symbols of AIS Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
Table VIII / 8 Manual Target Acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251
Table VIII / 9 Differences between Chart Radar and ECDIS Mode . . . . . . . . . . . . . . . . .261
Table VIII / 10 Scheme of RADAR Video Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . .272
Table VIII / 11 Achievable RADAR Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .274
Table VIII / 12 Influences of Meteorological Processes . . . . . . . . . . . . . . . . . . . . . . . . .277
Table IX / 1 Latitude-Dependent Errors of the EBL . . . . . . . . . . . . . . . . . . . . . . . . . .292
Table X / 1 Overview of Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366
Table XI / 1 Filter Time Constant in Dependence on Track Limit . . . . . . . . . . . . . . . . .415
Table XI / 2 Setting of the Track Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415
Table XVII / 1 Periodical Maintenance Work for Display Electronics . . . . . . . . . . . . . . . .525
Table XVIII / 1 Color and Symbol Code for the Alert Indications . . . . . . . . . . . . . . . . . . .530
Table XVIII / 2 Alert Sequence for Escalated Warning . . . . . . . . . . . . . . . . . . . . . . . . . .540
Table XVIII / 3 Alert Sequence for Auto-Acquired Target . . . . . . . . . . . . . . . . . . . . . . . .541
List of Figures
Fig. II / 1 MFD ...................................................................................................... 35
Fig. II / 2 Possible pointing devices ........................................................................ 38
Fig. II / 3 General screen Layout of the Platinum System ......................................... 40
Fig. II / 4 Title bar of AUTOMATION application ...................................................... 41
Fig. II / 5 Platinum Sidebar, Examples for Navigation and Automation ...................... 42
Fig. II / 6 Sidebar Permanent areas for RADAR and Machinery .............................. 43
Fig. II / 7 Sidebar example of the non-permanent area ......................................... 44
Fig. II / 8 Main Menu ............................................................................................ 45
Fig. II / 9 ECDIS in full screen mode ...................................................................... 45
Fig. II / 10 Example 1: Target List ........................................................................... 47
Fig. II / 11 Examples of NACOS Platinum Navigation controls ..................................... 49
Fig. II / 12 Zoom and pan control ............................................................................ 51
Fig. II / 13 Overview of the RADAR Screen ............................................................... 58
Fig. II / 14 Overview of the ECDIS Screen ................................................................ 59
Fig. II / 15 Overview of the Conning Screen ............................................................. 60
Fig. II / 16 Overview of the TRACKPILOT Expander (Option) ...................................... 61
Fig. II / 17 The SPEEDPILOT Expander (Option) ....................................................... 61
Fig. II / 18 Overview of the Machinery Screen ........................................................... 62
Fig. II / 19 Common Functions for Applications ......................................................... 82
Fig. III / 1 Overview of the S-Mode for ECDIS .......................................................... 85
Fig. III / 2 Default or S-Mode Settings for RADAR ..................................................... 86
Fig. III / 3 User-specific Control Settings for RADAR ................................................. 87
Fig. III / 4 Man Overboard Function ........................................................................ 89
Fig. IV / 1 ......................................................................................... Settings Bar 99
Fig. IV / 2 Settings for the Route Display ............................................................... 116
Fig. V/ 1 CCRP on ECDIS .................................................................................... 129
Fig. V/ 2 Super Home Page ................................................................................ 131
Fig. V/ 3 General Screen Layout of the NACOS Platinum Navigation ...................... 132
Fig. V/ 4 ECDIS Title Bar .................................................................................... 133
Fig. V/ 5 Color Schemes of the Color & Settings ................................................... 134
Fig. V/ 6 Date and Time Display ......................................................................... 135
Fig. V/ 7 The Navigation Sidebar ........................................................................ 137
Fig. V/ 8 Display in the Modes True Motion and centered Display .......................... 144
Fig. V/ 9 Display in the Modes North-Up RM, Course-Up RM and Head-Up RM ........ 145
Fig. V / 10 The Chart Status Line ........................................................................... 167
Fig. V / 11 Vector Display in Trial Maneuver Mode .................................................. 171
Fig. V / 12 Delay in Trial maneuver ........................................................................ 173
Fig. V / 13 Checking the Trial Maneuver ................................................................. 175
Fig. V / 14 Opened MULTIPILOT Main Menu ........................................................... 177
Fig. VI / 1 Elements of the Chart Area ................................................................... 181
Fig. VI / 2 Context Menus in the Application Area ................................................... 183
Fig. VI / 3 The Chart Information Window ............................................................. 184
Fig. VI / 4 Sidebar Mode for ECDIS ....................................................................... 185
Fig. VI / 5 Full Screen Mode for ECDIS .................................................................. 186
Fig. VI / 6 Zoom and pan control .......................................................................... 187
Index
Abbreviations
A
ADO . . . . . . . . Azipod Dynamic Optimizer
ARCS . . . . . . . . Admiralty Raster Chart Service
B
BCR . . . . . . . . . Bow Crossing Range
BCT . . . . . . . . . Bow Crossing Time
BIOS . . . . . . . . Basic Input/Output System
C
CCRS . . . . . . . . Consistent Common Reference System
CPA . . . . . . . . . Closest Point of Approach
CTW . . . . . . . . Course Through Water
D
DPU . . . . . . . . . Data Processing Unit
DR . . . . . . . . . Dead Reckoning
E
EBL . . . . . . . . . Electronic Bearing Line
ECDIS . . . . . . . Electronic Chart Information System
ETA . . . . . . . . . Estimated Time of Arrival
G
GPS . . . . . . . . . Global Positioning System
H
HCS . . . . . . . . . Heading Control Mode
HDG . . . . . . . . Heading
I
IEC . . . . . . . . . International Electrotechnical Commission
IHO . . . . . . . . . International Hydrographic Organisation
IHO . . . . . . . . . International Hydrographic Organization
ISO . . . . . . . . . International Standardisation Organisation
L
LAT . . . . . . . . . Geographical Latitude (from 0 to 90 degree North or South)
LED . . . . . . . . . Light Emitting Diode
LON . . . . . . . . . Geographical Longitude (from 0 to 180 degree East or West)
LOP . . . . . . . . . Lines of Position
M
MFD . . . . . . . . Multi-Function-Display (workstation)
MOB . . . . . . . . Man-over-Board
N
NM . . . . . . . . . Nautical Mile
NMEA . . . . . . . National Marine Electronics Association
P
PI . . . . . . . . . . Parallel Index Lines
PPI . . . . . . . . . Plan Position Indicator
PRT . . . . . . . . . Port Side
R
REF TGT . . .. . Reference Target
REL . . . . . . .. . Relative Bearing
RM . . . . . . .. . Relative Motion
ROT . . . . . . .. . Rate of Turn
S
SAR . . . . . . . . . Search and Rescue ,
SDME . . . . . . . . Speed and Distance Measuring Equipment
SOG . . . . . . . . . Speed Over Ground
STB . . . . . . . . . Starboard
STW . . . . . . . . Speed Through Water
T
T ... .. . . . .. . True Bearing
TCPA .. . . . .. . Time to Closest Point of Approach
TCS . .. . . . .. . Track Control Mode
TFT . .. . . . .. . Thin Film Transistor, a kind of Monitor
TTM . .. . . . .. . True Target Message
U
UI . . . . . . . . . . User Interface
UID . . . . . . . . . User Identification
UTC . . . . . . . . . Coordinated Universal Time
UTM . . . . . . . . Universal Transverse Mercator
V
VRM . . . . . . . . Variable Range Marker
W
WGS 84 . . . . . . World Geographic System 1984
WP . . . . . . . . . Waypoint
Z
ZDA . . . . . . . . . Central Date and Time Telegram
Document History
ROUTE PLAN- Chapter 3.2 & 3.3 about Time Schedule Monitor
NING AND MON added
AIS, NAVTEX, Chapter 2.1 updated with AIS status check and
Printer, other NAVTEX alarm handling