BRd 45(1)

CHAPTER 6

USE OF WECDIS

CONTENTS

Para
0601. Introduction and Scope of Chapter
0602. RN WECDIS (Outfit 4LAA)
0603. Applicability to Other ECDIS and WECDIS
0604. BRd 45(8) and Other Primary References

SECTION 1 - GENERAL PRINCIPLES

0605. RN WECDIS Policy

0606. Philosophy for Navigating with WECDIS
0607. Configuration
0608. Integrity Checks
0609. Breakdowns and Defects

SECTION 2 - PRACTICAL USE OF WECDIS

0610. Master Terminal

0611. Position Sources
0612. Fixing (Proving WECDIS Correct and GPS Denial)
0613. Keeping Clear of Dangers
0614. Progress Monitoring
0615. The Role of WECDIS in Collision Avoidance
0616. Integration with other Software

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CHAPTER 6

USE OF WECDIS

0601. Introduction and Scope of Chapter

Chapter 6 introduced the concept of digital navigation in general terms. This
Chapter introduces in more detail the specific system in use across the majority of the Royal
Navy, RN WECDIS. The authoritative reference for policy and operational guidance etc
remains BRd 45(8), and for technical matters the system BR, BR 9368. The purpose of this
chapter is to introduce the specific system in use in the RN in general terms in order to place
the rest of the book, so that the reader may understand how the techniques and ideas
developed in this book may be applied at sea in one of HM Ships.

0602. RN WECDIS (Outfit 4LAA)

In common usage, the term WECDIS is utilised to refer both to the software and to
the system it runs on. Strictly, in the RN and RFA, must units are fitted with Outfit 4LM, RN
WECDIS, which is a common hardware solution running ECPINS-WSubRN software.
Throughout this book, the term WECDIS means Outfit 4LM unless otherwise specified.
Some units are fitted with entirely different WECDIS or ECDIS systems, or with variants on
the ECPINS-based solution (for example, the Type 45 WECDIS retrofit or Common Combat
System). In each of those cases, although the hardware implementation is different, and
there are some different configuration and operation considerations (discussed in detail in
BRd 45(8)), the core remains the ECPINS software which operates in the same way.

a. Hardware. Broadly speaking, Outfit 4LM consists of two terminals mounted in

freestanding consoles, and a laptop-based 'remote planning terminal (RPT) with a
docking station. The terminals have their own local storage {hard disks), and are
connected by Ethernet LAN to enable swift data transfer between them, and
connection to various other systems such as sensors and the command system. In
ships, the freestanding consoles are fitted with uninterruptible power supplies (UPS)
to support continued operation after an electrical failure. Some units may also be
fitted with a large, wide-screen 'situational awareness screen' which is part of the
WE~DI_S outfit but is not authorised for use for the planning or execution of
nav1gat1on.

b. Software. Outfit 4LAA is a Windows-based solution , running ECPINS-WSub

(RN) as the WECDIS software. This software was developed for RN use by the
manufacturer, and is fully capable of supporting RN navigation and warfare needs.
The latest version the time of writing was 6.2, but continued upgrades are released
as required to ensure regulatory compliance and maximum functionality. ECPINS is
supported by other software to achieve full performance, such as TotalTide, AppMon
for system loading purposes, and a number of other utilities. No other
programmes are to be loaded onto the WECDIS terminals.

c. Chart Fills. With the exception of some specialised products for use in
submarines, charts for use in RN WECDIS are provided by the UKHO Admiralty
Vector Chart Service (AVCS) or Admiralty Raster Chart Service (ARCS) by update
disks (CD or DVD). Navigators are only to use officially produced products provided
by UKHO or other Defence sources in the case of additional military layers (AMLs).

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d. System Security. As a computer b
same range of cyber threats as ase syStem, WECDIS is vulnerable to the
WECDIS because it relies on th any ot er_ syS te'.11· This is particularly the case for
e regular ingestion of ch rt d t
the system remains safe for navi r . . a up a es to ensure that
system is operated in accord ga i?n. Therefore_ it is essential that at all times the
. k ance with the accredited security operating procedures
(s yO ps ) an d ris management d · ·
.. an accreditation document sets (RMADs) in
add1t1on to the general precautions in JSP 440 Wh '
. . . enever unexpected or
unexplained failures or malfunctions occur, the NO must consider the possibility of
cybe_r a~ack_ (whether tar~eted or not), and if the source of the failure cannot be
rea~1ly 1dent1fied, shoul? 1~olate the affected terminal from the network and seek
advice. System security is the responsibility of ALL WECDIS users on board
and not just the NO and ITSO.

0603. Applicability to Other ECDIS and WECDIS

This chapter is written from the point of view of RN WECDIS, which is a specific
combination of hardware and software. It is therefore strictly only relevant to RN WECDIS,
in that other software may use different terminology, and require different operator
interaction. However, RN WECDIS is type-approved and NATO STANAG compliant, and so
the fundamental principles which underpin this chapter should be perfectly applicable to
other systems, provided due care and caution are applied .

0604. BRd 45(8) and Other Primary References

Per Chapter 6, BRd 45(8) is the primary reference for RN and RFA WECDIS
operators, which sets out in more detail the policy, technical details, and operational
guidance for WECDIS. All WECDIS operators must be fully conversant with BRd 45(8), and
the detail advice it provides. BRd 45(8) includes detailed setup check-off cards for WECDIS,
as well as instructions for their use. Due to the current pace of change of WECDIS and the
whole digital navigation architecture, consideration is being given to updating BRd 45(8) on
an annual basis, but in the meantime users should ensure that they are referring to the
correct edition, by checking on the Defence Intranet.
BRd 45(1)

SECTION 1 - GENERAL PRINCIPLES

0605. RN WECDIS Policy . . .

It is Navy Board policy that RN and RFA units will be na~1gated ?1g1tally. Th_e Navy
Board has not mandated a specific means to achieving this, but 1n practise most ships and
submarines in the RN and RFA are navigated using RN WECDIS (see Para 0602).

0606. Philosophy for Navigating with WECDIS . . .

The fundamental philosophy underpinning nav1gat1on in the RN has not changed
with the introduction of WECDIS, namely that the navigator is to make us~ of all availa~le
means and sources of information to permit the safe and operationally effective
navigation of the ship. Thus, whilst in normal operation WECDIS will be provided with a
continuous, redundant GPS feed, the accuracy of the displayed WECDIS position source
(whether GPS or not) must continually be checked by the OOW, in a rigorous,
comprehensive manner. The means of doing this will depend upon the circumstances of the
case, and there will clearly be major differences between a transit of the Pacific and pilotage
into Devenport. Nevertheless, it RN navigation policy and philosophy means that the OOW
must use whatever independent information is at hand to prove that the WECDIS position
solution is correct; this includes, but is not limited, checking the GPS position against the
redundant GPS, checking the radar image overlay (RIO) maps onto the land and charted
objects correctly, and the use of visual bearings for an operator fix. As a matter of absolute
routine the echo sounder should be checked, and recorded soundings checked against the
charted depth shown on WECDIS. Rather than manually maintaining a position by
fix/DR/EP, the OOW's task is to prove that the system is correct. In addition, the OOW (on
behalf Command) is required to operate WECDIS in the correct configuration. BRd 45(8)
provides detailed guidance, but ultimately nothing overrides the Captain's discretion to order
such settings as may be required for the safe or operationally effective navigation of the
ship, and thus the true question must always be not 'is WECDIS configured per BRd 45(8)?'
but rather 'is WECDIS configured to support the safe and operationally effective
navigation of the ship?' It further follows that all personnel required to operate WECDIS
for navigation must have a deep, thorough knowledge of how WECDIS operates, and how
to configure the system for any given situation.

0607. Configuration
The issue of configuration has been partially addressed in Para 0606 above.
WE~DIS is_an extremely complex system, with a number of interdependent and interrelated
settings w~ich affec! how the system operates, and what is displayed to the user on-screen.
So_~e settings (anti-grounding cone, for example) will have a fundamental effect on the
~bihty of the system to support safe navigation, whereas have a less fundamental but still
im~ortant effect on how (for example) the chart is displayed. BRd 45(8) offers detailed
guidance ~n t~e configur~tio~ of the system, and should be followed, with one significant
caveat, which 1s that nothing 1n BRd 45(8) r th •
. . emoves e Command prerogative to order such
settings ~s may be required for the safe and operationally effective navigation of the ship.
Thus, whilst the standard settings in BRd 45(8) h b
r . . . . ave een carefully designed to ensure the
op 1mum display of information m most settings, and rigorously tested at sea over a decade,
they _may not be perfect for every possible combination of circumstances and it is erfectl
possible that there will be occasions when different settings • ' . p y
c d • are required . In this case the
B~;~;n(8) ma~ (indeed, must) order the appropriate settings to be made but departure from
gu1 ance must be a conscious decision positive! d '
recorded in the appropriate places (Sea Orders Book', periodic ~r~~r:~~PciR~~;:~~~• and

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06 oa. Integrity Checks

WECDIS forms part of the 'system of systems' used to navigate in the RN . As such,
whilst it is critical in its own right, it also forms a vitally important part of the wider navigation
system. As such, integrity checks are critical to the safe navigation of the ship. WECDIS
'integrity checks' do not simply consist of checks of WECDIS itself, important though those
are, but they also include the checks of the various inputs into WECDIS, without which it
cannot function correctly, and of the outputs. Table 6-1 below lists the principal WECDIS
integrity checks; it is not necessarily exhaustive. Each check stands alone, but forms part of
the wider family of integrity checks which help prove to Command that the ship's navigation
system is functioning correctly.

Table 6-1. WECDIS Integrity Checks

TYPE OF CHECK REMARKS

Initial installation FAT/HAT/STW, tvoe aooroval etc
Confiauration for use In accordance with BRd 45(8) check cards
Watch/state chanaes In accordance with BRd 45(8) check cards
Chart outfit soot checks In accordance with BRd 45(8) chaoter 14
Sensor checks Includes radar index error checks,
calibration, gyro repeat toe-in angle checks
etc.
SOCs/Mini-SOCS WECDIS outputs checked as part of
standard ooerator checks/mini-SOCs
OOW knowledge The ultimate back-stop - the OOW should
have sufficient education, training and
knowledge to understand how the system
operates and detect when it is configured
incorrectlv or otherwise malfunctionina
Use of RIO Using the RIO allows for rapid visual
confirmation of the primary position source's
accuracy when in radar ranae of land
Use of independent check fixes Use ofoperator fixes (astro, visual, radar,
bathymetric etc) allows for confirmation of
the primary position source, and for early
detection of svstemic errors
Use of traditional pilotage techniques Using traditional visual pilotage techniques
allows WECDIS and the navigator to
indeoendentlv cross-check one another

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0609. Breakdowns and Defects

No system is perfect, and WECDIS, as with any other, is subject to certain failures
and defects. Some of these will be due to external (to WECDIS) events, such as loss of
electrical supplies or a defect in a navigational radar, whereas others may be internal to
WECDIS, which in turn may be hardware (failure of the hard disk) or software (corrupt files
etc). The system is designed to be resilient, in software and hardware, with the standard
ship outfit providing three independent terminals any one of which is sufficient to safely
navigate the ship. Additional redundancy is provided by the rest of the ship's onboard
systems and design (multiple radars, resilient electrical supplies) etc. Whilst many defects
will be self-evident, software problems can be insidious and difficult to detect, as they may
only manifest in certain combinations of circumstances, and their onset may be difficult. It
should not be assumed that internal safeguards in the software itself will automatically alert
the operator to problems for that very reason. Thus, it is essential that the system is
operated correctly in accordance with RN philosophies, policies and procedure, and in
particular that ever effort is made, and every opportunity taken, to prove the system correct.

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SECTION 2 - PRACTICAL USE OF WECDIS
0610. Master Terminal
It stands to r~ason that a ship can only be in one position at a time. Therefore,
where ther~ are multiple WECDIS terminals in use, one must be designated the 'master'
terminal ~h1ch ?en~rates the navigation ~olut!on for use by the ship. The other terminals
become slaves. which can be used for s1tuat1onal awareness, planning, or cross-checking
the master terminal, but they cannot be used to 'navigate' the ship. This is conceptually the
case regardless of whether the terminals are networked or not; it must absolutely be the
case if they are, but even in the unlikely situation of having two or more completely
standalone terminals, the CO/NO must designate one terminal as having the navigation, in
exactly the same way as, regardless of how many paper plots were being run, only one
could be used to navigate the ship. In the RN, the designation of the master terminal will
depend on the configuration of the bridge, and the state of the system, but where only one
forward facing WECDIS is available, it is usual for that terminal to be designated the master,
except when conducting pilotage or when updating charts. In other bridge configurations, it
will usually be the WECDIS closest to the OOW bridge position , or the one most readily
visible from the centreline pelorus. This may however be changed at the Command's
discretion in order to best suit the safe and operationally effective navigation of the ship. In a
submarine, it will usually be the forward WECDIS which is master, with the aft being the
slave and used for the LOP. Clearly, defects may affect this. Note that the LMSAS is not
cleared for use as a navigation terminal and thus must never be designated as master.

e
Note. Issues can arise in Common Combat System-fitted units if the master
terminal is affected by an electrical failure or other defect of that side of the
CCS. Units must refer to the CCS-specific guidance in BRd 45(8) [when
published] and the CCS system BR for details of recovery drills for the
master terminal.

0611. Position Sources

A position source in WECDIS is the term used to describe a means of determining
the ship's position. It may be an explicit system (GPS), or an implicit (operator entered fixes)
system . As with an ECDIS, WECDIS performs at its most capable when connected to a
reliable differential GPS feed, but the system is fully capable of operating in total GPS-
denial. A number of different position sources are available within WECDIS, and it is
essential that the OOW maintains control over which is in use, and indeed at any time is able
to determine exactly how the ship's position is being generated. Thus, detailed guidance is
provided in BRd 45(8) on position source hierarchies, and the prioritisation between different
position sources. In all cases, however, the CO/NO must exercise their own judgement as
to the quality of any given positional information, and operate WECDIS accordingly.

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0612. Fixing (Proving WECDIS Correct and GPS Denial) . .

With a paper chart, fixing was the method used to determine where the ship was at
a previous moment in time, with the mar:iual generation of a DR and _EP then used to
maintain a real time position. Fixing in WECDIS serves two rather different purp_oses .
Firstly, in normal running, operator fixes are used as part of the syste~ of cross-?~eckmg to
prove that WECDIS is correct. Thus, in normal running the sele~t~d prim~ry pos1t1on source
will usually be a (differential) GPS, and operator fixes are mJected into WECDIS and
compared with the ship's track history to determine how well GPS, ~nd he_nce WECDIS, is
performing. The second use for fixing in WECDIS arises when GPS is_ de_nied, for _whatever
reason. In these cases, whether by jamming or because the GPS aerial 1s defective (or for
any other reason), WECDIS is capable of operating in a similar manner to a paper chart, and
fixes can be injected to determine where the ship was at any given moment. DR and EP can
then be generated manually or automatically by the system depending on its configuration.
WECDIS can accept position lines from visual bearings, radar ranges, sextant angles,
soundings, and all of the traditional 'conventional' means of fixing remain valid. Because
WECDIS maintains an extremely accurate DR/EP, WECDIS is particularly well-suited to
conducting running fixes.

a. RN Policy. In general terms, when differential GPS is available and

trustworthy, then a differential GPS should be selected as the primary position
source. If this is the case, then it will usually be sufficient to use RIO as the gross
error check, and to apply an operator fix once every 15 minutes to prove WECDIS
correct. If GPS is not available, but RIO is, then similar fix intervals can continue to
be accepted provided RIO proves that the system-generated DR/EP is accurate. If
RIO is not available, or shows that the system is not maintaining an accurate
DR/EP, then fix intervals will need to be reduced, potentially to six minute or even
three minute fixing. Note that such fixing routines, whilst still labour intensive, still
involve considerably less work for the OOW than they would have required when
using paper charts.

0613. Keeping Clear of Dangers

WECDIS includes a suite of systems and measures designed to prevent the ship
from standing into danger. Of all of them, however, by far the most important remains the
mind of the operator. Nothing can or should replace the correct level of attention to detail
being applied by the NO when planning the passage, the CO when approving it, and the
OOW when executing it, and all involved in the navigation of the ship should avoid placing
undue reliance on the computer to save them. Nevertheless, WECDIS safety features are of
critical importance as the backstop to the OOW, and traditional methods (clearing bearings
etc) can and should be utilised in WECDIS as well. The WECDIS features are all, however,
?ritically dependent on the correct configuration of the system; a poorly configured WECDIS
1s dangerous (see MV OVIT grounding).

a. Safety Depth and Safety Contour. The WECDIS safety depth and safety
conto_ur ar~ generated _b~ the system using user-specified values. They are both
explained m more detail m BRd 45(8). The safety contour in particular provides a
good gross error check, but it should not be confused with the LDL and crossing the
safety contour is no~ axiomatically dangerous. Crossing the safety contour should
ho~ever prompt ~ct1?n to be taken, including a check on the ship's position, and a
review of the nav1gat1onal situation and posture.

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b. Anti-Grounding Cone. The WECDIS anti-grounding cone is a software feature

which automatically scans the chart (i.e. the SENC underpinning the displayed
chart) in a user-defined area ahead of the ship, and alarms whenever certain objects
are detected in that area. The list of objects which must generate AGC alarms is
defined by t~e IMO, and reiterated in BRd 45(8) and the WECDIS operator
handbook. The AGC can vary in angular and linear coverage, and care must be
given to its magnitude in relation to ship's speed; in WECDIS the AGC updates
every five seconds and so at very high speeds it will need to be extended
considerably. Standard values for the AGC are specified in BRd 45(8), but nothing
prevents the CO from ordering different settings if required for the safe or
operationally effective navigation of the ship.

c. Limiting Danger Line (LDL). The limiting danger line (LDL - see Para 1308) is
constructed in exactly the same way for WECDIS as it was for a paper chart, and its
component parts are not affected by the fact that it is drawn on digital charts. The
LDL may be drawn by hand or automatically by the system, but in every case must
be carefully checked by the NO and Command to ensure that it is both safe and not
unduly restrictive. By definition, crossing the LDL is unsafe and must never be
allowed.

d. Clearing Bearings. Clearing bearings may be drawn in WECDIS in exactly the

same way as on a paper chart. The corridor width may be specified in WECDIS for
the appropriate stem to standard distance, aiding the NO in plotting the clearing
bearings. The essential characteristics of clearing bearings are not changed by
plotting them in WECDIS and bearings must be continually and carefully monitored
to ensure that clearing bearings are not crossed.

0614. Progress Monitoring

WECDIS is capable of assisting the OOW in monitoring the ship's progress down
the track. Tracks can be assigned cross-track corridors, which will generate an alarm if the
ship deviates too far from the planned track, and the system will automatically monitor the
distance and time (at current speed) to go to the next waypoint. By assigning ETAs to the
waypoints, it is possible to use the voyage monitor feature to adjust speeds (or ETAs) as
required to suit the navigational plan . It is strongly recommended that NOs prepare a
'manual' passage graph (see Para 1106) for the planned transit as one of the known
features of WECDIS is that it does not 'smooth' the SOA across multiple legs particularly
well; i.e. if astern of PIM to the overall ETA, WECDIS will attempt to increase speed hugely
to regain PIM by the next waypoint rather than the ultimate ETA at the end of the transit.
Thus, NOs are strongly advised to use a passage graph as a backup and as an easier way
to visualise the entire passage. By monitoring very precisely the distance to go to waypoints
etc WECDIS makes plotting positions on the passage graph trivially easy. Other features
are available in WECDIS including moving havens, which are particularly relevant to
submarines but can be useful for ships to assist in visualising the PIM, and waterspace
management to assist with management of areas.

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0615. The Role ofWECDIS in Collision Avoidance

The provisions of the COLREGS are explicit when it comes to how ships are to
determine the risk of collision. WECDIS does not form part of the collision avoidance
system, and the operation or not of WECDIS does not permit the OOW to cease monitoring
visual bearings or to stop conducting proper radar tracking of targets via dedicated
navigati0nal radars (ARPA or not). However, WECDIS does contribute greatly to the
OOW's overall situational awareness (SA), by (for example) allowing clear and rapid
visualisation of the positions of other ships relative to one another and to traffic separation
schemes, navigation avoids, channels, anchorages and so forth. Thus, use of WECDIS is
important in contributing to the OOW's maintenance of a 'proper and effective lookout' but
should not be used to directly make collision avoidance decisions.

WARNING

A WECDIS IS NOT TO BE USED FOR COLLISION AVOIDANCE

DECISIONS. COLLISION AVOIDANCE IS TO BE CONDUCTED IN
ACCORDANCE WITH THE IRPCS.

0616. Integration with Other Software

WECDIS is designed to be operated with other software packages integrated,
whether for navigational purposes or for system health monitoring purposes. No other
software is to be installed on the WECDIS terminal. In particular, WECDIS is designed to
accept data from TotalTide Fleet, which is used for tidal predictions etc within WECDIS. The
system is capable of navigating perfectly safely without TotalTide being installed, but it
provides additional capabiltiy and reduces operator workload to install it. Other software
may be integrated with WECDIS in due course, in which case specific guidance will be
issued in BRd 45(8) as required.

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