Publiahed by MICROM consuLEANES s-042 02 SISERDY, ‘SmEDE Prone: +45~(0) 303-927 33 Bees 146-10) 303-923 45 vioaTION WN FOC PLOTTING. AND PARALLEL INDEX by Caplin Sven G. Gylésn CONSTANT. RADIUS TURNS by Contain Benny, Pettersson and Caplan Sien 6. cyidsn 1st tion in Gothenburg ond Stocktain in September 1982 2nd etion in November 1991 © 1982/1081 Bey Petersn od Sen 6 SiPLOTTING AND PARALLEL INDEX by Captain Seen 6. Gyldén Gothenburg in September 1982 Yftory in November 1991 © Sven 6, Gynurace £0 2a ayo goxzion of shiphnatiog and navigation onan Seer tonal Level {3 very Redecletiy Tore ‘eet = a evince crane Steplerean won often pocsuen caeaua Rar are, Ce St age ta junto trey fn tho Baleae trative bowoon Finland te eeerby Se swan 198 fa Gill cugein ro etn, 8 ranrace ‘he rapid develcpaent in ships and navigationsl weather and vseaniisty conditions. This neans thet bnavigatore wit be under constant pressure to nove fon, Fealso means, thet avast anount of Lnfomaton thas to be proceased by the aan on ene briago in order tonske a safe passage. This booklet was therefore produced to give some guidance, based on practical Guperience, om the noaitoring of the ship" track Goler instrument conditions. The procedures suggested here sim to Linit the necessary informs tion to amanagtbie ancune and to have it presented Ens elesr and unarbigous way. Bo cosetsl and confined waters, it is of outmost dnportance to maintein a running check on the eros vorning. Oa straight courses, whore relevant rede targets are available, course cursor and/or parallel Sndaxing are suggested az suitable means for the ‘mie viii opeiouely aecassizare also 2 running check on instrument performance, chiefly xaar and compass accuracy. Tt is also too well known to Geaired, and has to be kept under constant cbservetion. The procedures suggested hers, will liso provide means for checks on nstrumect ‘me matter of turn control 18 generally approached by the Use of fuddar angle end the ship'sblunt Instruments indeed for positive tura cont sot, Other aeans will have to be used, and the constant radive concept hes proved taalf to facilitate means foplan the turt, as voll as Co monitor the sraee-rrack brror on the actual turn. he tara control procedures Of all sizes up to a quarter million tons plus ViCCs {and are in frequent use in many ships. fot infallible, and st takes an experienced ahip- Gothenburg in September 1992 sven 6. oyidén Page 8 he plotting triangle W-o-k, ARPA 30 Risk Zor collision, Evading action 32 Risk for collision ~ again 34 what does the plot tell us? 36 Vectors, PADS, PCP end target Urals 38 Relative notion for a stationary target 20 lectronto Bearing Line ~ UBL 22. the Bearing cursor to check the dese 24 Applied Parallel Index 26 Parallel index or the Pranklinrut motion We are stopped in the water and we observe 9 ship ‘erogeing ou Dow. on tho radar picture ve can see the ‘echo moving from OW to A. That 12 he same motion as {tho taxget, Mo aro obaorving the targets tue couee and anced. Relative motion Ye are going with 2 speed of 10 knots end wa observe fs iighthouse, After § minutes, whan ve have gone 1 Jay, ne can shserve on the radar that the Lighthouse ‘echo nas moved fram to WA. Our own motion gives the ho an appatent course contrary te cur own and the sone speed 08 ours, When our ship is aoving theough ‘the water, eli other echos will got an apparent motion selative to us. This apparent notion depends on our (own course and speed and 1s called “relative patio”.The plotting triangle H-0-4. [At zero minutes we start to plot the echo which 18 at Don our radar. Tf the target is stationary, 1¢ «11 after 6 minutes be at W according to the preceeding page. that is the distance we have moves and on the ontrary course. The echo, though, Le not at W after Smunutes, but et X, The distance W-A ie the target’ ‘rue course and speed. IE con be seen from the figure, that Lf each ship smaintaing ite course end speed, the ecko will keep on moving along the extension of OA end with a constant speed (the distance O-A on € minutes). The dtsance (O-A ts the scho’s relative course and speed in zelation to own snip. Tf wo extend OA past our enip, we can see that the fecha will be searest to ug in the position P. The Gistance from own ship to P 19 tha Clasest Paint of Anpraach calles “023% By comparing the distence from the echo vo P with the stance O-A (che relative speed) we can find the Dime to Glasest Paint of Approach (TPA the right nand £igure shows how ARPA calculates and Gispiays vectors. The sirection of the vector indicates the couras and ste length indicates the speed (the cistance the ocho will move during the ‘selected vector tine). the vector goes from che echo and in the direction of the motion of the echo. A kame entor is the direct equivalent of KA and shows the ‘Scho’s relative course and speed related to own ship. W-0 4s ows ship's course and spead and 1s shown from fown ship only in true vector mode. Tn relation to own fivio Oa atid Atiips! a teioteey) ecleceloms saietics vector will always be sero.Risk for collision plotting. Six minutes later we can see that the elative course points straight to awn ship ~ no change Aa bearing and CPA is zero. Ne can algo see, with the help of dividers, that wo will collide 24 minutes after we started plotting. Something has to be done, and as the acho alzeacy nas parsed Ay we sack the point 8, where che acho ought Cove at i2 minutes, Prom we vill thea draw the new SCRA = 5 tm and there we raw the track from 8 a8 3 tangont bo our S-nile cange sing (through the point Next step vill be to move the Line s- parallel throsh ‘and extend ct naskvarde through the triangle £90888 W-0 ima point 0). Thus ve get a new triangle 01 A 1, Where the ecko! a true vector W-A remeine unchenge, but ovn ship's vactor is shorter WO). If we reduce (uF speed (cedicn the distance we cover in six minutes) to equal W-03, the now relative track will be 03-8 Compare W-03 with ovn ship's distance from 12 minutes in the uppor figure. Evading action ‘he plot shows that 1f we reduce our speed in this case Gecrease. Notice that O}-A se shorter than O-h nat relative course wild the eno get Lé we step (8. reduce the length of own ship's vector W-0 Eo zero)?Risk for collieion - again fie datect a now echo to starboard and ve find after pieminates that the bearing renaine unchanged, thst wie will collide in sboat half an houry that the Ekopetleleences 1s weaterty ond ite syeed 1s slightly ‘Re choose to turn starboard to avoid the other snip. Hoe much do we have £9 turn to got a certain CPA? ‘Ae in the provicus e250, find 8, vhere the echo ought tobe ar 12 minutes, shen draw BP and move <= parallel tO A, But extend it further past the triangle than ia ‘the previous case. As ve will not change our apes, wwe cennot change the length of our own vector ®-O. But ‘meratore sat the dividers to the Length #-0, put one leg in N and draw a ciroslar a¥o fron 0 till it ‘ie eho now 0, and the angle AK the course alteretion we have to do to achieve a naw relative action equal te 01-2, by turning east when the target goes west, ene relative spend will increase ag can be toon by comparing O-R {In tha cage wo can resune our original course at about TE we instead of turning had chosen to slow down, when. could we ave regained full speed again, 4f we sei] anced the sane CPA? anat does tne plot tel us? LIE we mow tne Length and direction of two sides in case a) Xe know ovr own course and speed, the direct fcom the radar, these together ‘sll enable us to #ind WA, the Eangee’s ‘bene course at snaed. Case b) Nth the now knowa aide WHA, and the ew to attain a certain CPh, we find on ship's new enurse and/ar speed ~ n-03 ace c] Mo have plotted anther targat and want target will be séfected by our mnocurse in case by be siresdy know the tacget’s tre course {and speed, W-A in the plot triangle ane by dzaving oun ohip's new course and speed, W-0; from case b, we will find the new relative track for the echo in ease e ARPA calosiates a tn case ¢, how the vestors of all tencked targets will be affected hy any anticipated ‘change in own ship's course and/or speed. Tels is usually known as Simiation or Trial 1sVectors, PADS, PCP snd tarcet tesile Ravtheon, opper figure ‘The figure shows a situation where the target will pa Essangie. Hrue or ralative vectors can be ohosen. The vector tit [angthy en be continioualy verted between 0 and 20 minute ‘ergot trail (back track, target history) indicates tthe echos’s earlier positions. Target trails can be lshow esther as true or relative positions of only 42 ‘true positions. Ewe turn a®to port, the plot shows that the CPA wit bbe zero, Joe. we will collids with the target at PCP (ossivie Coltiston Poine, senetinns called #PC)- he cP appears on the radar picture ae a eneli flazhing cizele on the teue vector of in sts extention, geerey, lower figure The Lover Ligure shows the sane situation as seen on Speczy CAS IZ. A Long vector Ss shown, the end of which snalcates the point of collision. around Unis posat a hexagonal area is shown called Pap (Possible Are {or vangor). ‘Tho cite of the PAD 19 datezmined by the operator selected GPA. If own ship's neadline intereects the PAD, the resulting CPA will be less than ‘the selected, CPA can be varied in stapa between 1/ (ocho tus é-minstes vector. un ship’ headline 18 ‘nthe CAS Tr, tho operator ean choose between the PAD oncept or tcue and relative vectors scoording £0 INO’ s performance standards for ARPA8 ‘Relative action for a stationasy taxast esd we ‘own ship's neading is 3009 and ve observe an echo tron sa etationary target. The echo enters the screen about 100 to starboard and moves with « course contrary £0 course, when the acho it in porstion Ae jrpoard to 3309. the coho ie changing ite Deering during the turn to positicn B, and ‘ite relative notion contrary to own ship's zelative motion. worth wp sme same situation {= viewed on a gyro stabilized Picture with noreh up. the echo agen enters the ereen sn a relative bearing about (09 to auarboard, but in ene correce true bearing 3409. Ic then proceed Sn the sano relative motion conteszy to own ship) nen turning, our headline shifts on the screen and ao the celative bearing changes. But the true bearing fo the echo renains unchanged and the echo tars at AB to ¢ motion contrary to own Ship's Dew course. A systenatio use of the echo’ relative motion on agyro atabiized pictore tor cross track ana turn mont toring is called parallel indexing (2.1.) oz the Franklin ‘continious plotRisctronie Bessing tine xBr An excelent afd for parallel indexing 1s the so called BDL, hig can either be seed ae a bearing and distance positioned anywhere on the screen. Tt can then be Fotated around {ts new origin end the distance can be eagured with the VRM (Variable Range Marker) which Se visible as a bright spot on ene EOL. The EBL can also be used co indicate positions on he screen, euch [passed on @ distance of 1 M4.” The EDL se rotated to 5009 (= the true ground course) and placed as a tangent he ideal relative track for ene point. after awniie we can sce the point deisting aorens eho EBL. Obviously own ship is set to starboard and to maineain tens CPA we must tuca port to bring the point beck to ‘the BBE. The angle between the EBL and the headline when the point moves along the £8t is equal to theMe Dearing cursor to check the deste IE there is a convenient radar target svellable, the bearing cursor can be used to check the drift. the lapper tiguce shows that we are heading 000° to pass between fw boys. Sut we are see to starboard and we wil nit the buoy. Morren! meabLan aLxoomT Mest BE CORRECT! If the nosdline 42 misaligned, we will get the inpreteton that we are drifting with the sane nurber of degrees, a3 the aligaent error. If the exror is known and a head-up presentation is used, the bearing cursor can He used to mark the correct. headline position on the picture. With north-up presentations ‘the picture is synchronized with the coapase. Lf, ag in the lower figuce, these 19 2 known course, thie can be used to check the radar alignment with the ‘he ship in the Lower igure shall maintain = ground course of 2859 but 4s get to port and mise compensate ‘wien 100 0 atsrvoara, with the bearing cursor in 285° ‘ine heading shall be adsusted to maintain the strong ‘echo on the cursor to eneure that the ship will pase safely througn the channel,Applied Parallel index ‘he relative track, that the Lighthouse mst follow Notice that the track will bea misvor image of (reversed compared £0) the ship's actual path The lover picture shows how the echo from the Lighthouse will move ecroas our sozeen 1Ewe maintain ‘our planned track. Wien turning, with the 1ightnouse fas torn center, the distance to the Lighthouse wil renain constant. Consequontly the echo will nove along a range sing whose value ia equal to the turn fadive, tte stcaight portions of the target's trail can be 2 fixed or a variebie renge ring. The entire trail en alae be drawn with a mex pencil on a reflexion plotter. ‘This planting can be done well in advance of the arrival in the area, The position accuracy elit bbe governed by the redar sad the Compane performance’ Many modern radars and nost ARPA sets have a HAV -LINE~ facility. The nav-lines can be used instead of a wax pencil on ¢ reflection plotter, to draw the lines electronically on the radar display.that are 1ikely to be lost in clutter. In the area non own ship {2 in position 1, the Lighthouse Beare (0000 at a distance of 3.7K. thie position ia marked fon the reflexion plotter. In the same way the Positions 2 - ¢ are marked on the plotter. Connect these positions with e wax pencil Line, sf you donot have any access £0 4 floating EBL or ay-Lines From position 1 a Line 4a drawn in bearing 020, and ine track we now nave arava on the plotter, ie = rovorosd image of our real path through che area and Lgheheuse wid follow on our aezeen, Lf own ship is [proceeding along its sntended path‘CONSTANT RADIUS TURNS by ot, Gothenburg in September. 1982 Yilerby in September 1991 © Seen 6. Oden Peterssona 32 rift angle 34 comparison of turning with a constant rudder langle and a constant turn xedive &0 Spec - rate - zetiue 46 Rate-gyz0 46 Planning the ture 48 the distance F 50 the real track compared to the theoretical 56 Dizgran to Sind the pezperaiculss (2) £0 58 Objects between the course Line and the centre of the turn 50 A practical application 62 Adaprive eutonatie steering 54 Changing the radius when turnin 56 mancauveing Rreors 9 trom the brsagebese ang nen a ensp 12 turning, Lt rotates azcund the 20 called pivoting point ~ ¢. whon tho anip 19 stopped in the ‘hen the ship se gaining speed, P zoves alonganips in ‘me figure shows that the stern ‘a drifting out and ‘an angle ~ che drite angle ~ develops between the (Ship's heading and the tangent of the cern oszele. The Grife angie varies alongahipe and ie exo in P. Viewed ‘fron the pivoting point, the centze of the turn will be at 90° from beading. ‘me position of r will vary according to the speed and che radius of turn, <9, mich the angular velocity (cate of cura) Notice that {t {8 not unusual that P moves toa position greater the hull resistance vill be and consequsntly the lose of speec. ‘he tt angle varias alongships‘Comparison of turning with a constant. rudder angle ‘and a constant turn radius gradually inevesse to 4 high tomn-rate/shoct 30508 Towards the end of the turn. This causee a 1ange deste langle with @ corseapandiag lose of opeed. A large udder angle vill be needed to steady the ship on the ‘me turn radius, unen using 2 Fixed redder angie, #512 also greatly affected ey trim, draught, hydrodynamic Seabliity, change im relative wind, depen below Reel, Anitiated with a large sudder angle in ordar to quickly lattain the dosisaa rate of turn. During the turn the ‘ucder angle must be adjusted ts nasneasa ene cozzect fare less then when using a constent rudder angle. ‘The procedures to nasntasn a constant radius will be desoribed in the following page‘Sonstant radius by observing a visible tus centce, 1 the centes of turn 1s visible (a esgure), the Eeaius cen be controlled by Keeping the centze aboam the pivoting poant. With radar it 18 2160 posaibie ts keep a constant distance to the contre (the Fadius), Objecta closer than the cenere seen to be moving astern, while objects outside the ceatze see tte be moving shead and the oentce itself will appear stationary. This efzect can also be observed on the ”The turn contre as seen from the bridge sahowa the turn on the preceding page 1 a pelozus on the bridge wing. Felative, Read-up radar 446 ‘te ectate around tne turn cen stationary targets and =e ace parte of circles, ali cestered in the turn centre.there is « fixed relation between ground speed, radius and angular velocity, The higher the speed, the longer of carn - fod during the time i= takes to complete £3600 tusn, i.e, the ofveuntorence of the turn aire Ae the endius Se dizectly proportional co the cireinterence: vx 360 ves Wea ne QuexRe6D | Ra veRen ves a ver vy = Rave of turn (angular velocity) in Gegrees/aie: = Ground speed in knots. = Ragiue in nautical mies. with a Ro? = 10°/ain. and GE = 10 Aneta, the radius Te R= 0.995 MM. fut for practical use it cen be weiter B= do YS WE mis gives an approwination eaying that it the RoP(cate) in O/min. 42 the sane as tho nunbor of knots Of Geound speed, the radius “1 NH, Tf the ROP is los the ninber of knots, the radiua will be © 0.5 Ry a“6 SPEED-RATEDIAGRAM ‘me relation speed ~ radius ~ Rot (rate) can be given ina diagram. This one is calculated from the forme erat eves on preceding page: Re 0 SPEED S knotsRate-arro Fiver and canal traffic and in ahipa with the ‘toraing, thi £0 gue sssplaye (oecee),lanning che curn to factiitate the planning of different turns in the Chart, a diagean can be drawn in the sane seaie as the chart, The diagram Sz drawn on a transparent Paper Sea with the radii goneratly used If a rate-gyso or 4 cate atearing unit 4s avaiable, the Lines can be made out for diferent apeode at & et sate or different rates at © certain speed. me dtseane nthe course line in the dtegran tne aavance sistance Feshowld be indicated. can be seen ar the ctatance ‘he ship moves ona styaignt Line efter wheel-over before it enters the proper cizcular path This 15 te simplify the problem, ae F is conposed of several, P wil be further investigated in tne following pageshe distance & ‘here are several reasons why the cuder must be put over before the ship enters the cizculer path. Tn practice we 0d then and call the distance "F", F varies between Sttterent ships and far the same snip under different ‘he inertial xesleranca to enter a tur Te ia obviows that ehe ship's inertial ceatetance to gain on angular velocity £2 creating a large part of F. The Giagran in the £igure shows a turn from 20° to 608, without, inertial resistance, ax for a small boat, the tara (zete ~ 300/min,) would be completed sn 1 min-20 aec., the dashed Line. ‘The full Line shows that Lt takes 20 seo, for the ship ‘the tun, 20 1 min.45 sec, will elapse before the course: ‘change 15 completes. the effect on F caused by Fx sin AsALpsactics1 applicstion shoving the use of the, ‘Perpendi gular to the now course Line Wo will make a 400 turn to starboard with 15 knots, P= 0.1 nautionl aile ond che rate of taza ~ 309/nin. First enter the speed ~ of ~ zadius diagram to find ‘the radius. 15 knots and 30°/min, gives « radius of ‘then enter the D-diagram with a 4,8 cables and AK = Dis 0.125 mm, After that enter the F-diagran with P= 0.1 and AK 400 watch gives 0.068 sm. ‘the perpendicular betveen the Line of turn and the new ‘course Line will then be 0.218 + 0,068 = 0,18 14 Put the EO in the new course Line and che VR on 0.18 ff, Give the helm order when the VRH touches the BL fasd maintain a sate of torn of 20°/nin. / adThe control panel‘Shanging the cadius when turning rom € = 000° 4 turn with 0.5 90 radius 4s initieted, Ihe the ground speed 4a 15 knots the rate of turn 1s 280/min. Atver 2minutos i Le ebserved tat the ship ie turning £00 f4at and the raaius has ineceased £9 0.75 1M (the rate of turn hae docreased +0 0.4 10), le, the rate of tucn has increased to 36°/nin. Notice the meventnt of the turn centre ducing the ‘masoeuvee, TE the turn is controlled by an adaptive Tate steoring, # certein delay will heppen before the ‘nis deLay can be vecuced, 6.5. when changing the rate fron 20°/min. to 40%/nin. vo order 60%/nin. instead of 40, In this wey the autonatice will react quicker and wien 40%/nin. is ettained, change the order to 40 Ccanpare changing course with e conventional astopilet linera an exaggerated course order will result in @ larger rudder angie and quicker change of headingMenceursing Rerore nen using gyso compasses for precision navigation, Ae should be recognized, that the convestional giro compaeres are affected ty nunerous errors. The speed fing Jat tude errors are well known by nevigators, But one otner are not. Wnenawor a ship 12 altering course fo speed, st sr exposed ts an acceleration in space. ‘This is coueing an error known asa manoesersng erzor Sonetanes alse called dynanic or ballistic er=0r: ‘his ercor is usually rather snali for each manoeuvre ana has duration of sbout 90 minutes. As shown in the Spper figure, st reaches its maximum about 22.5 ‘minutes after che disturbance (the speed or course Change) and naz etsled again efter about 90 minutes. If the ahip 4s moving within confined vaters, a large usher of spesd and course enanges are like eo be made. Each of these will create sts own erzor curve. If they happen to he sn opposite phase, they ay seduce each other, but If they on the other hand are in phase, they 11 ampLity each other, The remaining exeor will be ‘he nanoeuecing cezors are uovatiy staying Below 3 Gegrees, but have been experienced to exoued SY I Ie thesefore critical to moniter the gyro ezror Continuously whea opersting in nacrow waters. This can bbe done by comparing the true bearing between two Gistinet radar targets, vith the boating between (eeives trom the sade ‘me manoeuvring @erors will infiueace @ number of vital topics, from the alsganeat of the 22daz oLsplay in stabilized mode ana ag a reasit the videomapping land nav Lines on eho zadsz, AREA accuracy ete. Manoeuvring errors o