MFD 2-00-330 Functional Description (Ed.2)

Multi-Functional Display
Version: 2.00.330
Functional Description (edition 2)

Date of Issue: December 2013
Copyright: © Transas MIP Ltd 1991–2013. All rights reserved.
The information contained herein is proprietary to Transas MIP Ltd and shall not be duplicated in whole or in
part. The technical details contained in this manual are accurate at the date of issue but are subject to change
without notice.
Transas MIP Ltd pursues a policy of continuous development. This may mean that the product delivered has
additional enhancements not yet covered by the latest version of this manual.
The names of actual companies and products mentioned herein may be the trademarks of their respective
owners.
Table of Contents
Table of Contents 3
Printing House Conventions 12
List of Documents 12
Preamble 13
Data Required for Handling This Description 14
Definition and Abbreviations 14
Definitions 14
Abbreviations 16
Chapter 1. Electronic Navigational Charts 19
Chart Formats 20
Manual Correction 20
Plotting and Editing of Updating Objects 20
Search for Updating Objects 21
Categories of Updating Objects 21
Updating Object Attributes 22
Maps 23
Maps Display 23
Creating and Editing of Maps 24
Search for the Map Objects 24
Categories of Map Objects 25
Attributes of Map Objects 25
Chart Orientation 27
Info 28
General Chart Information 28
Information on Chart Objects 28
Chart Control 32
Layers Control 32
Autoload 33
Chart Autoloading 34
Manual Chart Loading 34
Autoscale 35
Automatic Scaling 36
Manual Setting of Scale 36
Warnings about the Change of Scale 36
Autoscroll 36
4 Multi-Functional Display • Functional Description (edition 2)
Zoom 37
Chart Formats Priority 38
Colour Palettes 39
Multiloading 39
Chapter 2. Information Sensors 41
Navigational Sensors 42
Positioning 42
Processing of Data Received from EPFS 42
Processing of Data Received from ER Positioning System 42
Processing of Data Received from EP Positioning System 42
Processing of Data Received from DR Positioning System 43
RMS Calculations for Different Positioning Systems 43
RMS Calculations in the Navigation Positioning Systems (PS) 43
RMS Calculations in the Method of Ship Referencing to the Radar Picture (ER) 44
RMS Calculations in Dead Reckoning Sailing Mode (DR) 44
Heading 45
STW 45
COG/SOG 46
Positioning System 46
DLOG 46
STW and Drift 46
Echo Reference 47
Depth 48
Time 48
Display of Navigational (Essential) Information 48
No Input, No Data or Corrupted Checksum Situation 50
Data Has Not Passed Validity or Plausibility Check 51
Consistent Common Reference System 52
General 52
Referencing to Same Place 52
Referencing to Same Time 53
Compensation for Latency 53
Compensations for Navigational Data 53
Position Offset 53
Magnetic Compass 54
Gyro 54
Draft 56
Navigational Sensors Selection 56
Manual Selection 56
Selection of Position Source 56
Selection of Heading Source 58
Selection of STW Source 59
Selection of SOG Source 60
COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

Table of Contents • 5
Selection of Depth Source 61

Automatic Source Selection with Actuation of Fallback Functionality 61
Sensor Failure 61
Differential Mode Lost 62
Automatic Restoration Function 62
Other Sensors 63
Wind Interface 63
Drift 65
Temperature 66
YEOMAN Digitiser 66
Referencing of YEOMAN to the Paper Chart 67
YEOMAN Operation in Navigate Mode 67
YEOMAN Operation in Waypoint Mode 67
Chapter 3. Navigational Tools 69
ECDIS Task Cursors 70
Free Cursor 70
Graphic Cursor 73
RADAR Task Cursors 74
Free Cursor 74
General 74
Change of the Free Cursor Appearance as it Hits the Target 75
Switching Free Cursor Type on Targets 75
Free Cursor with Different Display Presentation 76
Graphics Cursor 76
Multi-Units Support 77
Own Ship Motion Data 78
Own Ship Motion Parameters 78
Own Ship Motion Vectors 78
Ship Symbol on the Electronic Charts 80
Standard Presentation 80
User Ship Contour 80
Split Screen 81
Display of Chart Information on the ECDIS Task Screen 81
AutoZoom Mode 82
Ahead Functionality 83
EBL/VRM 83
Relative and True Motion Modes 84
Man Overboard (MOB) Mode 84
General Information 84
Displayed Parameters 84
Additional Control 85
Manually Fixed Position 85
Input of Source Data 86

Line of Position Referencing 87

Display of Calculated Ship Position 91
Colour Indication of Measurement Numbers 92
Chapter 4. Alarm Management 93
Display of Alarms and Warnings 94
Alarm Acknowledgement 96
Guidance for Adjustments of the Limits for Alarms and Warnings Indications 97
Main Alarms and Warnings Generation Principles 99
Safety Alarms 99
Navigational Alarms 103
Route Alarms and Warnings 105
Target/RadarAlarms and Warnings 106
AIS Warnings 106
Other Alarms 107
Sensors Alarms 108
Chart Warnings 108
Hardware Alarms 109
Stabilization Warning 110
Chapter 5. Routes and Schedules 111
Route Planning 112
Route Elements 112
Route File Format 114
Route Generation 115
Route Editing 116
Schedule Calculations 116
Schedule Generation and Editing 116
Schedule Calculations Taking into Account the Effect of Currents 118
Check of the Schedule 118
Route Checking 119
Dangers Taken into Account During the Route Check 119
Quick Dangers Review 120
Check Editor 120
Creating of a New Route Leg 120
Editing of a New Route Leg 120
Editing of a Previously Created Route 120
Work with Multiroutes 122
SAR Routes 123
Route Monitoring 126
Sailing Along the Route 126
Obtaining of Information on the Voyage Schedule 128
Chapter 6. Logging Functions 131
General 132
Ship Logbook 135
Ship Logbook Formation Principles 135

Making Corrections and Safety 139

General 139
Editing Event Parameters 140
Entering Comments 142
Archiving Ship Logbook 144
Electronic System Logbook 145
Electronic System Logbook Formation Principles 145
Contents of the Electronic Ship Log 146
Display of Electronic Ship Logbook in Data Tool Utility 148
Own Ship Track 149
Display of the Own Ship Track in the ECDIS Task 149
Track Elements 150
Display of Own Ship Track in Data Tool Utility 150
Target Data 150
Archiving of Target Tracks in the MFD 150
File Handling in Data Tool Utility 151
Radar Overlay 151
Archiving of Radar Picture in MFD 151
Log Book, Route Screen Shots Printout 152
Graphic Screen Copy 152
Printing Out of Information 152
Chapter 7. Navigation Databases 153
Tides and Tidal Currents 154
Information on Tides 154
Information on Tidal Currents 156
Surface Currents 157
Ports 158
NAVTEX Messages 159
General 159
NAVTEX Messages Database 160
NAVTEX Messages Viewing and Editing 161
Position Display on an Electronic Chart 163
Chapter 8. Radar Task 165
Video Signal Processing Principles 167
Factors Affecting Radar Operation Quality 167
General 167
Equipment Installation Factors Affecting Radar Functioning Quality 167
Environmental Factors Affecting Radar Functioning Quality 168
Receiver’s Own Noise 168
Sea Clutter 169
Precipitation Clutter 169
Clutter Caused by Multi-Beam Radio Signal Propagation (Second Time Echo) 170
False Spots Caused by Multiple Echo 171

Interference from Other Radars 171

Antenna Sidelobe Clutter 172
Radar’s Own Signal (Main Bang) 172
Clutter Suppression Facilities 172
General 172
Processing of Radar Signals in MFD 173
Gain 173
Rain 174
Sea 176
Joint Action of Sea and Rain Controls 176
Interference Rejection 178
Accumulation 178
Enhanced Video Mode 179
Recommendations on Adjusting Quality Radar Image 181
Radar Features 182
Radar Transceiver Modes 182
Standby 182
Run 183
On-PPI Image Formation Principle 183
Brightness and Contrast Setting Rules for Radar Picture 184
Display Brightness Adjustment 186
Overlay Colour 187
Radar Transceiver Adjustment 188
Short/Medium/Long Pulse 188
Turning and Responses 188
Stabilisation Modes 189
Own Ship Presentation Modes 190
North Up 190
Course Up 190
Head Up 190
Own Ship Motion Modes 190
Relative Motion 190
Relative Motion – Unstabilized 190
Relative Motion – Sea Stabilised 190
Relative Motion – Ground Stabilised 190
True Motion 190
True Motion – Sea Stabilised 191
True Motion – Ground Stabilised 191
MFD Operation Modes Availability Table 191
Range Scales and Range Rings 192
Radar Adjustment in the Absence of Targets 193
Radar Reflectors and Beacons 193
Operation for SART Detection 194

General 194
Radar Range Scale 194
SART Range Errors 195
Radar Bandwidth 195
Radar Ghost Echoes 195
Detuning the Radar 195
Gain 195
Anti-clutter Sea Control 195
Anti-clutter Rain Control 195
Radar Trails 196
Mode Characteristics 196
Trail Display Control 199
Mode Use Limitations 199
Parallel Index Lines 199
Variable Range Marker (VRM) 199
Electronic Bearing Line (EBL) 199
Radar Picture Referencing 199
Performance Monitor 201
25/30 kW Scanner 201
10 kW Scanner 201
Control of Efficiency of Radar Transmission System 202
Control of Efficiency of Radar Reception System 202
Mute (Blank) Sectors 203
Radar Maps 204
Radar Maps Display 204
Conditions of Displaying Radar Maps 204
Combining Radar Overlay 204
Purpose of the Mode 204
Mode Operation 205
Recommendations on the Use of the Mode 206
Mode Operation Limitations 206
RADAR User Configurations 207
Display of ARPA Targets 208
Targets Tracking Limitations 208
Collision Avoidance 209
ARPA Targets Acquisition and Drop from Tracking 210
Display and Naming of ARPA Targets 211
Dangerous ARPA Targets 212
Vectors of ARPA Targets 212
Selected Target 212
Guard Zones 213
Past Position 214
Lost Targets 214
Trial Manoeuvre 215

Curved Heading Line 219

Carry Mode 219
Drop Mode 220
CHL Auto Pilot Mode 220
Simulator Targets 221
Display of AIS Targets 221
Display and Naming of AIS Targets 223
AIS Target Symbol Types, Orientation 223
Activated and Non-Activated AIS Targets 224
Dangerous AIS Targets 225
AIS Target in Guard Zone 226
Lost AIS Targets 226
Selected Target 228
Own Ship Data 228
AIS Transponder Alarms 229
Trial Manoeuvre for AIS Targets 230
Associating AIS and ARPA Targets 231
DR Mode of AIS Targets 231
Turning AIS Functionality OFF 232
Display of Chart Information on RADAR Task 232
Chart Loading 232
Chart Autoloading 233
Manual Chart Loading 234
Information about Charts and Chart Objects 234
Effect of Errors on Chart Information Display Accuracy 236
Chart Layers Control 239
Chart Object Display 242
Conditions of Displaying Electronic Charts 242
Chapter 9. Radar Overlay and Targets in the ECDIS Task 245
Radar Overlay 246
ARPA 247
Guard Zones 250
Lost Targets 250
AIS 251
AIS Transponder Interface 251


Target Table 260
Chapter 10. Network Configuration 261
Network Configuration 262
General 262
Interswitch 263
Navigational Data Management 264
Data Synchronization 265
ECDIS Master and Slave 265
Integrated Task Control and Monitoring 266
Annex A. Additional Information 269
Hot Keys 270
Annex B. System’s Single Point Failure Tolerance 273
Dual Network System Configuration 274
Single Network System Configuration 278
System Diagnostics 280
Annex C. MFD Failure Mode and Effect Analyses 283
FMEA Table 284
Annex D. Alarms and Warnings List 291
Alarms List 292
NMEA Alarms 309
Warnings List 312

12 • Printing House Conventions
Printing House Conventions

Sample of notation Usage comments
Setup.exe Messages, commands, files, folders and other

Windows OS info
<Enter> Keyboard key names
Button Buttons
Interface Names of windows, pages, panels
Menu Menu items
Ahead User interface elements and the ECDIS task objects
Multi-Functional Display (v. 2.00.330). ECDIS User Manual Names and sections of documents
(edition 2)
Note, Warning, Caution Note, Warning, Caution
Auxiliary text Auxiliary text
Cross reference Cross reference
http://www.amver.com URL
Table 1. Printing House Conventions
List of Documents
Multi-Functional Display (v. 2.00.330). ECDIS User Manual (edition 2).
Multi-Functional Display (v. 2.00.330). RADAR User Manual (edition 2).
Multi-Functional Display (v. 2.00.330). Functional Description (edition 2).
Multi-Functional Display (v. 2.00.330). Additional Functions (edition 2).
Multi-Functional Display (v. 2.00.330). ECDIS Quick Reference (edition 2).
Multi-Functional Display (v. 2.00.330). RADAR Quick Reference (edition 2).
Multi-Functional Display (v. 2.00.330). Installation Guide Part I (edition 2).
Multi-Functional Display (v. 2.00.330). Installation Guide Part II (edition 2).
Multi-Functional Display (v. 2.00.330). Utilities (edition 2).
Navi-Sailor 4100 ECDIS (v. 2.00.330). Special Functions.

Preamble
Preamble provides general information on the work with document.
Data Required for Handling This Description 14
Definition and Abbreviations 14
Definitions 14
Abbreviations 16
Data Required for Handling This Description

The aim of this book is to give the user some idea of the operating principles and algorithms of MFD.
Definition and Abbreviations

Definitions
CIE Colour Calibration
Procedure to confirm that the colour specified in S-52, Appendix 2 is correctly reproduced on the ECDIS
display.
Common Reference System
Sensor input data, providing identical and obligatory reference pertaining to position, course, heading,
bearing, speed, velocity, etc. and horizontal datum to different subsystems within an integrated navigation
system.
Compilation Scale
Scale with which the chart information meets the IHO requirements for chart accuracy. It is established by
the producing hydrographic office and encoded in the ENC.
Corrupted Data
ENC data produced according to the S-57 ENC product specification, but altered or modified during
production, transmission, or retrieval.
Degrade
Reduce the quantity or quality of information content.
Display Redraw Time
Interval from when the display starts to change until the new display is complete.
Display Regeneration Time
Interval from operator action until the consequent redraw is complete.
Display Scale
Ratio between a distance on the display and a distance on the ground, normalized and expressed as, for
example, 1:10 000.
ENC Cell
Geographic division of ENC data for distributing purposes. For further information, refer to the ENC product
specification in S-57.
ENC Data
Electronic navigational chart (ENC) means the database, standardized as to content, structure and format,
issued for use with ECDIS on the authority of government authorized hydrographic offices. The ENC contains
all the chart information necessary for safe navigation and may contain supplementary information in
addition to that contained in the paper chart (e.g. sailing directions) which may be considered necessary for
safe navigation.
The content, structure and format of the ENC are specified in S-57, including the associated ENC product
specification.

Preamble • Definition and Abbreviations 15
ENC Test Data Set

Standardized data set supplied on behalf of the IHO that is necessary to accomplish IEC testing requirements
for ECDIS. This data set is encoded according to the S-57 ENC product specification and contains update
information based on S-52, Appendix 1.
Non-ENC Data
Data not conforming to ENC data.
Overscale
Display of the chart information at a display scale larger than the compilation scale. Overscaling may arise
from deliberate overscaling by the mariner, or from automatic overscaling by ECDIS in compiling a display
when the data included is at various scales.
Presentation Library
Implementation of the display specifications in S-52, Appendix 2 “Colour and Symbol Specifications for
ECDIS”, by de-coding and symbolizing the SENC. It contains:
l the ECDIS symbol library, including the IEC navigation symbols;

l the ECDIS colour tables for day, dusk, and night viewing;
l look-up tables, linking SENC objects to the appropriate colour and symbology;
l conditional symbology procedures for:
l cases where symbolizing depends on circumstances, such as the mariner’s choice of safety contour;
o cases where symbolizing is too complex to be defined in a direct look-up table.
l description of symbology instructions;
l mariner’s navigation objects, specified in the same format as chart objects for convenience of processing
in ECDIS;
l supplementary features, for example ECDIS chart 1 colour differentiation test diagrams and colour
calibration software.
The presentation library is available in hard-copy or in digital form. The symbols shall be replicated in size and
shape, using any convenient format. The colour tables shall be reproduced within the tolerances given in S-
52, Appendix 2/5.2.3. The remaining items may be implemented in any convenient form which produces the
same results as the presentation library.
Single Operator Action
Single operation shall be achieved by activating a hardkey or softkey, including any necessary cursor
movement.
RNC Data
Raster Navigational Chart (RNC) means a facsimile of a paper chart originated by, or distributed on the
authority of, a government-authorized hydrographic office. RNC is used in these standards to mean either a
single chart or a collection of charts. The content, structure and format of the RNC are specified in S-61.
RNC Test Data Set
Standardized data set supplied on behalf of the IHO that is necessary to accomplish IEC testing requirements
for RCDS mode of operation. This data set is encoded according to the S-61 RNC product specification. Test
RNCs are specified by the HO providing the RNC service or on whose behalf the RNC service is provided.

Abbreviations
l AIS – Automatic Identification System;
l ARCS – Admiralty Raster Chart System;
l ARPA – Automatic Radar Plotting Aid;
l BTW – Bearing to Way Point;
l CMG – Course Made Good;
l COG – Course Over Ground;
l CPA – Closest Point of Approach;
l DGPS – Differential Global Positioning System;
l DR – Dead Reckoning;
l DTW – Distance to Way Point;
l EBL – Electronic bearing line;
l ECDIS – Electronic Chart Display and Information System;
l EML – Expected Motion Line;
l ENC – Electronic Navigational Chart;
l EPFS – Electronic Position-Fixing System;
l ER – Echo Reference;
l ERBL – Electronic Range and Bearing Line;
l ETA – Estimated Time of Arrival;
l ETD – Estimated Time of Departure;
l GC – Great Circle;
l GMT – Greenwich Mean Time;
l GPS – Global Positioning System;
l GZ – Guard Zone;
l HDG – Heading;
l HO – Hydrographic Office;
l IEC – International Electrotechnical Commission;
l IHO – International Hydrographic Organization;
l IMO – International Maritime Organisation;
l INFO – Information;
l m – metre;
l min – minute;
l MMSI – Maritime Mobile Service Identities;
l MOB – Man Overboard;

Preamble • Definition and Abbreviations 17
l NAVTEX – Navigational Telex;

l NM – Nautical Mile;
l NMEA – National Marine Electronics Association;
l NS – Navi-Sailor;
l PS – Positioning System;
l PTA – Planning Time of Arrival;
l RIB – Radar Integrated Board;
l RL – Rhumb Line;
l RMS – Route Mean Square (error);
l RNC – Raster Navigational Chart;
l RPM – Revolution Per Minute;
l SENC – System Electronic Navigational Chart;
l SOLAS – Safety of Life at Sea;
l SAR – Search And Rescue;
l sec – second;
l SMG – Speed Made Good;
l SOG – Speed Over Ground;
l STG – Speed To Go;
l TCPA – Time to Closest Point of Approach;
l TTG – Time To Go;
l UTC – Universal Time Coordinated;
l VRM – Variable Range Marker;
l WGS-84 – World Geodetic Datum;
l WOL – Wheel Over Line;
l WPT – Way Point;
l WS – Work Station;
l XTD – Cross Track Distance.

Chapter 1.
Electronic Navigational Charts
This chapter provides a description of principles underlying data display on the
electronic navigational charts.
Chart Formats 20
Manual Correction 20
Plotting and Editing of Updating Objects 20
Search for Updating Objects 21
Categories of Updating Objects 21
Updating Object Attributes 22
Maps 23
Maps Display 23
Categories of Map Objects 25
Attributes of Map Objects 25
Chart Orientation 27
Info 28
Chart Control 32
Layers Control 32
Autoload 33
Autoscale 35
Autoscroll 36
Zoom 37
Chart Formats Priority 38
Colour Palettes 39
Multiloading 39
Chart Formats
Raster and vector forms of data presentation have their benefits and disadvantages. The advantage of the
raster form is the easiness of data production reduced to the organization of source paper chart scanning
and presentation of raster data in compliance with specifications. The greatest drawback of raster data
is the impossibility to activate signals and alarms in the shipboard display system as the ship is crossing
a distinctive depth contour or the boundary of a dangerous area. Also noted is the impossibility to change
the display scale, distortion of presentation if the scanner and screen resolution differ, which makes the chart
considerably less easy to handle.
Unlike the raster charts, which are called “mute”, vector charts are “intelligent”. Indeed, they allow the safety
of navigation to be considerably improved owing to the signal and alarm generation capability. They carry
significantly more information, as for any element of navigational situation, the navigator can obtain
exhaustive information, which is contained in the vector data in the form of object attribute values. It is only
natural that the production of vector data should take much more time and cost.
Attention! For detailed description of chart formats and work with charts, see document Multi-Functional
Display (v. 2.00.330). Utilities, Chapter 2, section Operating Principles.
In the RADAR task, vector format charts only are used.
Manual Correction
Where the automatically performed electronic updating is unavailable or insufficient, there should be a
facility for making it manually. This is what Manual Correction function has been designed for, it is controlled
from Manual Correction panel of the ECDIS task.
Plotting and Editing of Updating Objects

The use of the manual updating function implies the creation of a separate chart information layer (updating
layer). This layer is transparent and contains updating objects only, which when displayed is superimposed
on the principal chart information. It is possible to plot updating objects contained in the provided library,
enabling the check of attributes related to them in the process. Updating objects can be edited. Symbols of
updating objects differ from information and official corrections of electronic navigational charts, and do not
affect the presentation on the ECDIS task screen.

Chapter 1. Electronic Navigational Charts • Manual Correction 21
All the information on such layer objects is contained in a single file inaccessible for editing and referred to
“manual updating” file, which is synchronised on all the workstations via the network.
For the plotting of temporary and preliminary updating, determining of the object (display) effective time is
enabled. These terms are defined as “Temporary updating” object attribute.
Search for Updating Objects

Manual Correction panel is intended for a fast search for updating objects.
The table shows the created updating objects and their attributes. An object is selected from the left-hand
part of the page; as this is done, the right-hand part displays its coordinates if this is a point type object, or
coordinates of all the object points if this is a line type object. A double click on the line containing the object
name displays it in the centre of the Chart panel. The found object is highlighted with a flashing circle.
Categories of Updating Objects

Updating file may contain the following object categories:
l Symbols: conventional signs of nautical charts from the symbol library;

l Circles: various circle line and area provided types;
l Lines: lines and areas from the provided types;
l Text: names and comments made by the operator in a special field;
l Depths: digits entered by the operator and specifying depth in metres.
To create or edit an object, use row of buttons on Manual Correction panel where you can select the object
category.

Updating Object Attributes

Each of objects can be assigned its own attribute. The following object attributes can be assigned, corrected
or deleted:
l “Attached file”: file of a certain format supported by Windows XP (*.txt, *.rtf, *.bmp,*.doc, *gif,
*.jpg, *.tif, *.pdf). The list of files which can be attached to the object, is provided in a special
window with Attachments function in use. The data base with such files is generated by using the Data
Tool utility:
l “Object colour” is selected by the operator from the provided colour palette. This attribute is not
available for the “symbols” object category as the library presents type coloured objects;
l “Object information”: the text of information is entered by the operator in Info field of attributes window.
The entered data is used for the display in Chart Information window if button on the Control Panel is
pressed. Information related to this object will be displayed in the top part of the message panel;
l “Text” is used for the display in combination with an object as its name, property, etc.;
l “Danger”: when this checkbox is checked, the updating object will be considered by the ECDIS task as a
danger to navigation (isolated or area type) with relevant parameters;
l “Object depth” is assigned by the operator for specifying depth over the object which will be taken into
account as a safety criterion in the ECDIS task;
l “Temporary updating” is used for the display of updating in the specified period of time. Time limits are
set in the checkboxes and relevant windows where Start is the object display start time, and End is
deleting time. If the latter setting is not made, the object which has temporary updating attribute is not
deleted;
l “Deleted object”: object status, which is assigned when the object is deleted. Object data is saved in the
updating file.
l Not each of the updating object categories may have all the attributes. The table below clearly illustrates
the possibility of assigning attributes to various categories of such objects. The possibility to assign a
certain attribute is marked with an X.

Chapter 1. Electronic Navigational Charts • Maps 23
Symbol Line Text Depth Circles
Attached file X X X X X
Colour – X X X X
Info X X X X X
Text X X – X X
Danger X X X X X
Depth X X X – X
Start/Cancel X X X X X
Deleted X X X X X
Where an attribute cannot be assigned to any object category, this function is disabled, and the
corresponding field is greyed.
Updating objects with the following attributes can be highlighted with colour by using the relevant buttons
on the Display option page:
l Objects with “attached file” (Attachments);

l “Deleted objects” (Deleted);
l “Object colour” (Colored); in this case, the capability to display objects in the assigned colour is disabled,
and all the objects (except those already selected: objects with attached files, temporary updating and
deleted objects) are displayed in orange colour.
Maps
To create and display information not connected with the official chart and updating data, the ECDIS task has
a capability to compile a separate object layer, which is referred to as maps. The use of this functionality is
recommended for the storage of cartography related notes and service information.
Maps Display
The map is displayed if loaded and if its display is enabled. On the ECDIS task screen it is shown as a transparent
layer with map objects plotted onto it. This layer is superimposed on top of the principal chart information.
For the convenience sake, a capability has been provided to display two maps simultaneously. Files of such
charts are loaded in layers A and B. In this case, the screen displays two user information layers, however the
editing can be done on only one of them, which is the active layer. Such layers are switched by using A/B
window tabs.

The drawing above shows the layer arrangement diagram where the active layer is B. The map loaded in layer
A is only displayed in this case, but is not accessible for editing. With a switch of tabs, layer A will become the
active one.
Creating and Editing of Maps

Creating of maps is performed by using dedicated ECDIS task graphic editor, which is controlled from Maps
panel.
For the map editing, they should first be loaded by using Load button.
The chart name is shown on the button after the chart has been loaded.
Maps can be created by using the following methods:
l Creating of a chart with new objects: first the objects are plotted, then the chart is saved by using Save
function;
l Creating of a chart by merging two charts: this is done automatically by Merge function, inactive layer
objects are copied to the active layer, the chart is then saved by using Save function.
The saved user information is stored in separate files with *.ai extension. Such files contain a set of objects
with the following characteristics determined by the user:
l Symbol number from the symbol library;

l Coordinates;
l Object attributes.
Search for the Map Objects

Find object page is intended for a fast search for objects plotted on the map.

Chapter 1. Electronic Navigational Charts • Maps 25
The table shows the created map objects and their attributes. An object is selected from the left-hand part of
the page; as this is done, the right-hand part displays its coordinates if this is a point type object, or
coordinates of all the object points if this is a line type object. A double click on the line containing the object
name displays it in the centre of the Chart panel. The found object is highlighted with a flashing circle.
Categories of Map Objects

Maps can contain the following object categories:
l Symbols: conventional signs of nautical charts from the symbol library;

l Circles: various circle line and area provided types;
l Lines: lines and areas from the provided types;
l Text: names and comments made by the operator in a special field;
l Depths: digits entered by the operator and specifying depth in metres.
To create or edit an object, use an area on Maps panel where you can select the object category and type,
and the assigned attributes.
Attributes of Map Objects

Each of objects can be assigned its own attribute. The following map object attributes to can be assigned,
corrected or deleted:
l “Attached file”: file of a certain format supported by Windows XP OS (*.txt, *.rtf, *.bmp, *.doc,
*.gif, *.jpg, *.tif, *.pdf). The list of files, which can be attached to the object is provided in a
special window with Attachments function in use. The database with such files is generated by using the
Data Tool utility:

l “Object colour” is selected by the operator from the provided colour palette;
l “Object information”: the text of information is entered by the operator in Info field of attributes window.
The entered data is used for the display in Chart Information window by pressing button on the
Control Panel. Information related to this object will be displayed in the top part of the message panel;
l “Text” is used for the display in combination with the object as its name, property, etc.;
l “Object depth” is assigned by the operator for specifying depth over the object which will be taken into
account as a safety criterion in the ECDIS task;
l “Deleted object”: object status, which is assigned when the object is deleted. Object data is saved in the
map file.
Not each of the object categories may have all the attributes. The table below clearly illustrates the possibility
of assigning attributes to various categories of objects.
The possibility to assign a certain attribute is marked with an X.
Symbol Lines Text Depth Circles
Attached file X X X X X
Colour X X X X X
Info X X X X X
Text X X – X X
Depth X X X – X
Deleted X X X X X
Objects with the following attributes can be highlighted with colour by using relevant buttons on the Display
options page:
l Objects with “attached file” (Attachments);
l “Deleted objects” (Deleted);
l “Object colour” (Colored); in this case, the capability to display objects in the assigned colour is disabled,
and all the map objects are displayed in the orange colour.
Object selection by their attributes is made for all the loaded maps of the active and inactive layers.

Chapter 1. Electronic Navigational Charts • Chart Orientation 27
Chart Orientation
During the work with charts in the ECDIS task, the user can select any suitable chart orientation. Direction to
the north is shown with symbol:
Charts on the Chart panel may have the following orientation:
l North Up direction:
l Head Up direction (by the current heading direction):
l Course Up direction (used with the loaded route only):

Info
General Chart Information
For the prompt obtaining of general information on the vector chart whose boundaries the cursor is
currently located, the ECDIS task implements Info function. For S-57 format charts, information on the
edition number and date, coordinate offset, the latest correction date and source of editions (country) is
displayed.
For TX-97 format charts, information on the edition number and date, coordinate offset, the latest correction
date is displayed along with data on the source of the paper which the vector electronic chart was made from.
Information on Chart Objects

A large number of chart objects on small screen area do not allow the display of all their associated
information. With the use of Info function, a free cursor for performing “acquisition” function appears in the
chart area. A press on the left trackball/mouse button in the bottom part of the screen opens up Info panel,
which displays available information on the “acquired” objects both in text and graphic form. Objects are
“acquired” by using the following procedures:
l Point type object (lighthouse, buoy, “i” information sign, etc.) – position the marker so that the object is
within its box;
l Line or area (recommended route, cables, oil pipelines, traffic separation lines, areas, etc.) – position the
marker on any line segment;
l Displayed chart – position the marker on any chart space free of chart objects;

Chapter 1. Electronic Navigational Charts • Info 29
l Any of the charts whose boundaries are shown within the chart area – position the marker so that one of
the chart corners is under the marker;
l NAVTEX message symbol – position the marker so that the symbol is within the marker box.
Information panel displays a list of acquired objects. To view the data, selected the required object from the
list.
It is also possible to obtain information on updating and map objects. Text information on such objects is
provided if they have “Object information” attribute. For the user to be aware that is available, objects can
be supplemented with “Info” and “Caution” symbols from the symbols library.

With the use of S-57 format charts, point type objects are marked with a circle if Highlight function is selected
on Info panel. To cancel the marking, press Unmark button.
With the use of S-57 format charts, line type objects are marked with a hatched area if Highlight function is
selected in Info panel. To cancel the marking, press Unmark button.

Chapter 1. Electronic Navigational Charts • Info 31
With the use of S-57 format charts, information on objects can contain a text description which is displayed in
a special window after the selection of Textual Description function in Info panel. Part of the chart which the
text refers to, is marked with hatching. To cancel the marking, press Unmark button.
With the use of S-57 format charts, the navigator is sometimes in need of receiving promptly some important
information about lights avoiding a long way to the full information. For this purpose the following feature is
implemented: when the navigator positions the free View cursor on an object (light, buoy, beacon) a hint with
info will appear (see also Chapter 3, section ECDIS Task Cursors, paragraph Free Cursor).

The following information is specified in the hint window for objects encoded together with lights:
l NAME – lighthouse name;

l LIGHT – characteristic;
l Horn, Racon – additional information which can include characteristics of the Radar Transponder beacon,
Fog Signal, Signal Station;
l BRG – bearing to the light (not specified unless the light is within the visibility range from the own ship);
l DIST – distance to the light (not specified unless the light is within the visibility range from the own ship).
Should several lights turn up under the cursor, they will all be shown in the hint.
Information on a light in the sector can also be obtained by positioning the free View cursor on this sector.
Chart Control
Layers Control
In compliance with requirements of IEC 61174 ECDIS and S-52 standards, the ECDIS task implements a
capability to select the display of various chart information categories:
l Base display includes classes of information whose display must not be turned off in any circumstances
whatsoever;
l Standard display includes classes of information essential for the navigation and route planning modes;
l Additional information display (Custom) includes classes of other information, which was not included in the
previous two categories; it is also possible to select the display of difference chart information classes
included in this display.

Chapter 1. Electronic Navigational Charts • Chart Control 33
The display of individual classes is controlled from Layers page of Charts panel.
For the contents of information classes for different displays, see document Multi-Functional Display (v.
2.00.330). Utilities, Chapter 2, section Operating Principles, paragraph Ship Collection Chart Control.
Autoload
For a clear presentation of the sailing area and work with the chart information, it is necessary to correctly
select the navigational charts and their scale. This kind of selection can be made automatically by the user set
parameters, and manually. It is for this purpose, as well as for the clear display of chart information on
electronic charts of different formats, that Charts panel has been made.
Chart loading is understood as the display of an electronic chart from the ship folio on the ECDIS task screen.
Such loaded chart, whose number is specified in the control on the Control Panel, is referred to as the current
chart.
For an easy search and loading of the required charts, the ECDIS task offers two procedures: automatic and
manual.

Chart Autoloading
Chart autoloading is a special ECDIS task function, which allows the automatic display of the chart optimum
in regard of its position and scale, and defines this chart as the current chart.
To turn this function on, press ON button in Chart autoload buttons row:
Chart autoloading is made in the following cases:
l Under the ship position – when the ship sails beyond the current chart boundaries;
l Under the cursor – when the graphic cursor moves beyond the screen limits during the use of some
functions (Review, ERBL, Zoom, WPT Editor, etc.).
Where it is necessary to use the chart which is not loaded automatically, a special function is provided which
is activated by pressing FIX button in Chart autoload toolbar. As this is done, the chart autoloading is disabled
and required chart can be loaded manually. After the ship symbol has passed the boundaries of the fixed
current chart, the autoloading mode will be turned on automatically.
Manual Chart Loading

The manual method of chart loading requires the operator to select the charts him/herself in one of the two
windows adapted for the search of charts. The selection can be made from the list of the entire ship folio
(Complete list page) and from the list of charts covering the ship position (By position page). Apart from
differences in the lists, the functionality of these windows is identical.
The manual method of chart loading requires the operator to select the charts him/herself in one of the two
windows adapted for the search of charts.
For a fast search of charts by the number or part of this number, there is a window for the input of the
number and Find button for the activation of the search process. In this case, the required chart (or the one
whose number is similar in the initial characters) is displayed and highlighted in the list. If the first character of
the entered number matches no first characters in the numbers of charts in the provided folio, no chart is
highlighted, whilst the bottom part of the window displays the “No chart found” message.

Another search method consists in the selection of a chart from the list; to make the search easier, this list
can be sorted in the ascending/descending order of the following chart characteristics:
l Chart Number – chart number;

l Scale – chart scale;
l Last upd. – date of the most recent chart updating in dd-mm-yyyy format;
l Updated to – the media, which was used for the latest updating of TX-97 or SENC chart collection;
l Format – chart format.
The “hot” chart loading method consists in the work with the Chart Area window of the Control Panel by the
selection-from-the-list principle.
Autoscale
Each chart has its original scale. To set the required scale and support the scale uniformity in case of the chart
multi-loading, the scaling function is provided. This function has manual and automatic setting modes. The
scale set on the ECDIS task screen is displayed in the left-hand part of the screen in the digital and graphic
form (scale bar).

Automatic Scaling
The automatic scaling enables the display of a chart loaded in the autoload mode on its original scale.
It should be noted, that is it possible to change the scale manually in the automatic scaling mode. To do this,
select the number from 1 to 5 values in Scale Ratio combo box (General page of Charts panel), which will result
in that with a switch to another chart, the scale will be increased/decreased by as compared to the original
current chart scale (“0” setting).
If negative values are selected, the scale of the chart in the Autoload mode will be increased, and the other
way round. Autoloading of charts on the original scale is performed with Scale ratio value set to 0:
With the automatic chart scaling OFF, charts are loaded on the current screen scale.
Manual Setting of Scale

The chart display scale can be set by using <ZOOM IN> and <ZOOM OUT> keys on keyboard ES6 or and
buttons on the Chart panel. As this is done, the current chart scale alters by one fixed scale value. To set the
original chart scale on the ECDIS task screen, use button on the Chart panel.
Warnings about the Change of Scale

In compliance with IEC 61174 standard requirements, with the original chart scale differing from the current
screen scale, the Control Panel displays warning messages:
l Not recom. scale – scale of the current chart display is up to 5 fixed points larger than that of the paper
original;
l Dangerous scale – scale of the current chart display is more than 5 fixed points larger than that of the
paper original;
l Layers lost – not all the information layers of Standard display are shown;
l Look up better chart – larger scale chart is available for the vessel position than that in use.
Autoscroll
The possibility to view charts in the area far away from the own ship position symbol is implemented in
Review function. It turns on the graphic cursor moved around the ECDIS task screen with the
mouse/trackball. As the cursor goes beyond the screen boundaries, and with the chart autoloading ON, the
current and/or adjacent charts will be re-drawn around the central point determined by the cursor
coordinates. Data on the coordinates and the cursor position relative to the ship is displayed in a special
window.

Zoom
The possibility to display the necessary chart fragment or sailing area, is implemented by Zoom function.
With Zoom function ON, the operator selects the required sailing area on the Chart panel keeping the left
mouse button depressed.
After the left trackball/mouse button is pressed, the ECDIS task automatically set the scale to such fixed scale
value which will enable the selected sailing area to be fully displayed on the Chart panel. At the same time,
the chart will be loaded on the scale closest to the fixed scale value set in the ECDIS task.

Chart Formats Priority

The ECDIS task implements a mode for the priority loading of different format charts. This mode is enabled in
General page of Charts panel.
With the checked None checkbox, the standard ECDIS task operating mode is set, whereby all the charts from
the collection in any format are equally suitable for use. In this case, if there are several charts on the same
scale, priority is given to the TX-97 (TRX) format charts.
With the checked ENC checkbox, and with optimum charts in different formats available under the ship
position, it is the ENC format chart which will be loaded.
With the checked DNC checkbox, and with optimum charts in different formats available under the ship
position, it is the DNC format chart which will be loaded.
For ARCS chart format checking HCRF checkbox enables this mode.
Some characteristics of ARCS chart presentation do not meet the standards and ECDIS requirements which
TRANSAS works to comply with; this is why some additional limitation are introduced in the ECDIS task for
the use of ARCS format charts:
l In the navigation mode (monitoring of the ship position on the chart) it is always ARCS chart which is
selected as the main one, and which is displayed on the original scale. The main chart is understood as
the chart, which the ship position is superimposed on. The original scale’s numeric value may generally
differ for the paper chart scale on the proportion determined by the particular display resolution and
calculated by the ECDIS task;
l When the direct monitoring of the ship position is not performed, the ECDIS task functions are somewhat
expanded:
o The charts are selected both, from the ARCS folio and from the chart of other formats if their scale is
more suitable;
o The display scale can be changed by the user; it should be noted that the scale cannot be increased
more than twice;
o If it is necessary to join charts using different projections, the projection of the viewed charts can be
transformed to Mercator.
l If the main chart projection is not Mercator, it is generally impossible to use the electronic chart
mutilating. In other cases, the additional loading is possible for ARCS format charts with scale equal to the
main chart scale, as well as for chart of other formats.

Chapter 1. Electronic Navigational Charts • Colour Palettes 39
Colour Palettes
For an easier perception of the information shown on the ECDIS task screen, the ECDIS task implements a
capability to select colour palettes to suit the external illumination conditions:
Palette group is intended for the selection of the screen colour palette depending on the environmental
illumination:
l Daylight;
l Dusk – night with moon shining;
l Night – moonless night;
l Night inverted – moonless night (the text is shown in the other colour).
Multiloading
For covering areas adjacent to the current chart with chart information, chart multiloading is used. This function
requires the chart autoload to be ON, and allows the remaining chart area to be filled with the most detailed
charts on the scale set for the current chart. Up to 6 charts of different formats can be simultaneously displayed
on the screen:

When the ECDIS task screen cannot be fully covered by the selected chart on the necessary scale, the
remaining part is filled with information from other charts loaded on the same scale:

Chapter 2.
Information Sensors
This chapter provides a description of principles underlying the MFD process and
display of information from external sensors.
Navigational Sensors 42
Positioning 42
Heading 45
STW 45
COG/SOG 46
Depth 48
Time 48
Display of Navigational (Essential) Information 48
Consistent Common Reference System 52
Compensations for Navigational Data 53
Navigational Sensors Selection 56
Other Sensors 63
Wind Interface 63
Drift 65
Temperature 66
YEOMAN Digitiser 66
Navigational Sensors
Positioning
Processing of Data Received from EPFS
In this mode, the following systems can be used for the ship positioning:
l GPS (DGPS, PGPS);

l GLONASS;
l GNSS.
Where there are two positioning sources, they are connected in the System Configuration utility as POS1 and
POS2 sensors, appropriate identifiers assigned to them. The MFD provides for two positioning systems:
Primary and Secondary whose accuracy ensures navigational safety. In case of the Primary Positioning
System failure, the Secondary Positioning System is automatically switched to for the reception of data.
The ship position coordinates can be received from the system sensors in the form of IEC 61162-1 standard
messages (DTM, GGA, GLL and RMC). In this case, Latitude and Longitude fields are processed (N/S and E/W
hemisphere specified as appropriate).
Processing of Data Received from ER Positioning System

This method is based on the reception of ARPA information on the bearing and range to some stationary
object (e.g. a lighthouse) with fixed coordinates. With this method in use, the ship position is determined by
referencing to the ship position to the radar image of such target. This method allows continuous positioning
for both primary and secondary methods.
When the ship position is determined by ER method, the selected radar target is set in the coordinates
specified by the operator. Then, proceeding from the data on the selected target (bearing and distance), the
ship position is calculated relative to the coordinates of the target. Therefore, as long as the data on the
target is supplied continuously, the positioning will also be continuous.
As all the navigational calculations are made by the ECDIS relative to the ship position on the Primary track,
with the ER mode turned on the primary ship positioning method, all the targets received from the ARPA are
plotted on the chart relative to the ship position, i.e. are shifted by the value of the entered ship position
correction.
Processing of Data Received from EP Positioning System

The Estimated Position (EP) mode is implemented on the bases of dead reckoning (DR) and takes into
account additional data on currents or the last received drift value. You can select one of the following
estimation modes:
l “EP: Drift” – to use the last calculated drift value for correcting the position;
l “EP: Current” – to use total current (tidal and surface) from the navigational databases for correcting the
position;
l “EP: Manual” – to use manually entered drift for correcting the position. The variation range in direction is
0–359.9 degrees, and 0.0–9.9 knots in speed.

Chapter 2. Information Sensors • Navigational Sensors 43
The name of the mode in use will be displayed in Primary or Secondary windows on the Control Panel.
EP positioning system it autonomous and is available if there is data from the compass and water-speed log.
With the failure of one or more units, the positioning system is considered to be faulty.
COG\SOG\HDG\LOG window on the Control Panel displaying the own ship motion parameters, shows heading
and speed values supplied by the compass (“HDG”) and (“LOG”), whereas “CMG” and “SMG” fields contain
respective corrected values.
Processing of Data Received from DR Positioning System

In the Dead reckoning mode, the ship position is determined from the information received from gyro and
log.
Attention! If DR mode is used for a long time, this may result in a serious ship positioning error, therefore, the
ship position should be permanently checked and corrected as required.
Display of Position data see below in Display of Navigational (Essential) Information paragraph.
RMS Calculations for Different Positioning Systems

RMS Calculations in the Navigation Positioning Systems (PS)
1. If there is a GBS message. Values of fields 2 and 3 (expected error in latitude and Expected error in
longitude) in metres are used in the following formula:
2. If there is no GBS message:
M=1.73*UERE*HDOP, m
Where:
HDOP – the RMS calculations are only made if the GGA or GNS message is available; if there is no HDOP
data, the RMS is not calculated;
UERE – default values are used:
l GPS SPS – UERE=5.1 m;

l DGPS SPS – UERE=1.5 m;
l GPS PPS – UERE=3.3 m.

RMS Calculations in the Method of Ship Referencing to the Radar Picture (ER)
Where is calculated for each of the reference targets from the following formula:
, (nm)
Where:
– distance to the reference target;
– course determining error – set in the System Configuration utility

(1° by default);
– ARPA target bearing determining error (1° by default);
– ARPA target distance determining error depending on the selected Range:
l Range of less than 1.5 nm – 20 metres;

l Range of 1.5 nm and more – 1% of the selected Range scale.
The Range value from the RSD message can also be used (fields 10 and 11) for calculations for
ARPA targets received via the NMEA protocol.
The value changes dynamically with the scale changes.

Where the Range value is unknown, 1% or the 48 nm scale is used for calculations, i.e., 888
metres.
RMS Calculations in Dead Reckoning Sailing Mode (DR)

Calculations are not made unless the Heading and STW data is available.
Where:
– course determining error – set in the System Configuration utility

(1°by default);
– speed determining error – set in System Configuration utility

(2% by default);
– distance covered after the most recent DR correction input is made, manually or automatically.

Heading
Data on the ship’s true course (HDG) is supplied to the MFD by the gyro in HDT, THS and VHW sentences.
Connection of the gyros is made on Sensors page in the System Configuration utility.
Where there are two heading sources, they are connected in the System Configuration utility as GYRO1 and
GYRO2 sensors, and appropriate identifiers assigned to them. It is possible to connect 2 Gyros.
Also ship’s true course may be outputted to the MFD from magnetic compass with HDG sentence.
Display of heading data see below in Display of Navigational (Essential) Information paragraph.
STW
The following sources can be used in MFD for calculating speed through the water (STW):
l LOG/DLOG – speed through the water from the connected sensor is used or Doppler log;
l Manual – speed value entered manually by the operator is used.
Speed data STW is received from the (D)LOG in VHW or VBW sentences. Connection of the (D)LOG is made on
Sensors page in the System Configuration utility.
Where there are two speed sources, they are connected in the System Configuration utility as (D)LOG1, LOG2
sensors, appropriate identifiers assigned to them. It is possible to connect 2 LOG and 1 DLOG.
With the use of a log, or in the case of manual speed input, the numeric speed value and ship gyro course are
used for building up vector of speed through the water.
With the use of a DLOG, building up of a speed-through-water vector takes into account the longitudinal and
transverse components (in ship coordinates) of speed through the water received from the DLOG. The
direction of gyro heading (HDG) and speed-through-water vector (CTW) are generally not coincident. For the
operator information, with the use of DLOG as a speed-through-water sensor, shown simultaneously in the
top left part of the Display Panel are HDG and CTW.

The top right corner of the PPI shows the STW longitudinal value and the calculated absolute value, slash
separated.
The vector direction (CTW) is determined as a summary value of gyro heading (HDG) and speed vector in the
ship coordinates, the longitudinal and transverse components of speed through the water received from
DLOG taken into account. In the absence or incorrect value of the HDG, the direction of the speed-through-
water vector (CTW) cannot be calculated. The absolute speed-through-water value (STW) is calculated
and displayed. In this case, vector of the own ship speed through the water (CTW/STW) is not displayed on
the ECDIS task screen.
If the single axis water log display can present the speed of the ship in other than the forward direction, the
direction of movement should be indicated unambiguously. Therefore single axis water logs cannot detect
the effect of leeway.
If ships in shallow water, when the accuracy of the dual-axis log may be decreased.
If ships in deep sea area, when the accuracy of the dual-axis log error may be occurred.
Display of STW data see below in Display of Navigational (Essential) Information paragraph.
COG/SOG
The following sources can be used in MFD for calculating speed over the ground (SOG):
l Positioning System;
l DLOG;
l STW + Drift;
l Echo Reference.
Display of COG/SOG see below in Display of Navigational (Essential) Information paragraph.
Positioning System
Speed over the ground is supplied by the connected position sensor (GPS, DGPS, etc.). Speed vectors are
calculated to take into account the course over the ground (COG), supplied by the appropriate sensor. Speed
data COG/SOG could receive from Positioning system in VTG and RMC sentences.
DLOG
Calculations of the speed vector value take into account the longitudinal and transverse components of
speed over the ground received from DLOG. The vector direction (COG) is determined as a summary value of
gyro heading (HDG) and speed vector in the ship coordinates, the longitudinal and transverse components of
speed over the ground received from DLOG taken into account. Speed data COG/SOG could received from
the (D)LOG in VBW sentences.
In the absence or incorrect value of the HDG, COG cannot be calculated and none of the modes which use it
are operational.
STW and Drift

Speed through the water takes into account manual drift input. In this case, SMG and CMG values of speed-
over-ground vector are calculated.

Echo Reference
This method is based on the reception of ARPA information on the bearing and range to some stationary
object (e.g., a lighthouse) with fixed coordinates.
Such stationary objects are used as reference points. It becomes possible to use this mode if at least one
such target is available. In MFD, up to 5 reference points can be used. On the ECDIS task screen, reference
points are marked with the letter “R”. As the reference points are selected, through numbering is used from 1
to 10, then numbering starts anew.
COG/SOG calculations use data on relative motion of targets selected for reference targets, and own ship
motion parameters (HDG and STW). If HDG and/or STW are not available, or their values are incorrect,
reference points are dropped from tracking. When the supply of the correct own ship motion parameters is
resumed, the user should select reference points anew.
Attention! If the DLOG (LOG) has failed, to acquire reference points it is necessary to enter STW manually.
The reference points can only be set on the WS with the Navigation MASTER status. When the Navigation
MASTER rights are passed to another WS, reference points
are cancelled and should be set anew if you are planning to use the ER mode.
Use reference targets have the following limitations:
l The reference target function is to be used if the own ship's speed cannot be displayed normally due to
trouble such as a speed sensor malfunction. Do not use the reference target function except in
emergencies;
l If the speed or course of the own ship is changed or a new reference target is set, the displayed speed
may take 3 minutes or more to reach the specified speed after the speed/course change or the setting.
Even after 3 minutes or more has passed, the speed may differ from the specified speed depending on
the tracking condition;
l If a large radar echo such as a land target is set as a reference target, the vectors of the speed and other
tracking targets will not be displayed correctly and may cause an accident;
l If a sailing ship is set as a reference target, the vectors of the speed and other tracking targets will not be
displayed correctly and may cause an accident;
l If the reference target is lost or the target tracking function is stopped, ER mode will be terminated;
l The reference targets are only used for the calculation of true speed.

Depth
Data on the depth values under the keel is supplied to the MFD by the echosounder in DBT and DPT
message. Connection of the echo sounder (ECHOSOUNDER ) is made on Sensors page in the System
Configuration utility. The depth value is shown on System Information display in the ECDIS task.
Time
Time data is received in ZDA sentences from the Positioning source (UTC sensor). Connection of the UTC
sensor is made on Sensors page in the System Configuration utility.
Display of time data see below in Display of Navigational (Essential) Information paragraph.
Display of Navigational (Essential) Information

The main navigational information implies the following data:
l Time;
l Position;
l COG;
l SOG;
l Heading;
l Speed (STW).
This data is supplied to the MFD by the relevant sensors and is displayed on the Display Panel and Navigation
panel. Provided below is a table which shows layout of navigational information.
RADAR Task
Display Panel Navigation panel
On panels to the left of PPI On POSN, COG/SOG, HDG and STW pages of Navigation
panel

ECDIS Task
Navigation panel
On Ship Position, Heading, Speed and Echosounder pages of Navigation panel
Control Panel
If the data was not supplied or has not passed appropriate checks, it is displayed in accordance with the
algorithms described below. The following possible cases can be singled out:
l Data from sensor is not available, or the checksum is incorrect;

l Data has not passed validity, plausibility checks.

No Input, No Data or Corrupted Checksum Situation

Described below, as an example, is the system behaviour in the absence of data on the own ship position:
l No information is supplied by the sensor, or the sentences have an incorrect checksum (if the sentences
have an incorrect checksum, they are not processed, i.e. they are considered to be absent):
Time System data/GUI display Alarm
RADAR Task ECDIS Task ECDIS Chart
T < 10 Ship symbol and vectors None

sec in ordinary colour
T ≥ 10 The sensor name is shown in The sensor name is shown in red, The ship symbol freezes in SENS
sec red, data is shows as red data is shows as red coloured “*” the last calculated data. Prim
coloured “*” symbols: symbols: No motion vector is sensor:
displayed. no
Input
The ship symbol turns red
and flickers
l Some information is supplied from the sensor, but no data required for the indicator in question is
received (e.g., the necessary fields in a sentence are empty):
Time System data/GUI display Alarm
T < 10 Ship symbol and vectors None

sec in ordinary colour
T ≥ 10 The sensor name is shown in The sensor name is shown in red, The ship symbol freezes in SENS
sec red, data is shows as red data is shows as red coloured “*” the last calculated data. Prim
coloured “*” symbols: symbols: No motion vector is posn:
displayed. no data
The ship symbol turns red

and flickers
With other sensors, the system behaves in much the same way except for the display on the Chart panel.
This also refers to the sensors, which transmit non-essential data, too:
l Water temperature;
l Wind direction and speed.

Data Has Not Passed Validity or Plausibility Check

Described below, as an example, is the system behaviour for the own ship position data:
l If validity check is not passed:
System data/GUI display Alarm
Ship symbol and vectors None

in ordinary colour
Data is shown as red Data is shown as red coloured The ship symbol turns red SENS Prim posn:
coloured symbols: symbols: invalid
l If plausibility check is not passed:
System data/GUI display Alarm
Ship symbol and vectors None

in ordinary colour
The sensor name is shown The sensor name is shown in red, The ship symbol turns SENS Prim posn:
in red, data is shows as red data is shows as red coloured “*” red invalid
coloured “*” symbols: symbols:
With other sensors, the system behaves in much the same way except for the display on the Chart panel.

Consistent Common Reference System

General
To ensure the supply of non-ambiguous information to MFD components, the MFD uses the so-called
“consistent common reference system", which implies the following:
l Referencing to same place and time;

l Compensation for latency.
The validity and plausibility check is carried out at the previous data processing stage. Failure to pass these
checks, triggers off relevant alarms.
The CCRS is ensuring that all parts of the MFD are provided with the same type of data from the same source.
Referencing to Same Place

For a Consistent Common Reference Point (CCRP), the MFD uses the Conning Station which all the space-
oriented information is referenced to (e.g., ship and targets position, ERBL, etc.).
Conning Station position in the ship system of coordinates is determined by the settings made in the System
Configuration utility on Ship Settings page of INS panel:
An example of the ship position coordinates re-calculated after the positioning system antenna shift is
provided below:

If the heading is lost, the ship contour is no more displayed on the ECDIS task screen.
Information on the position of antenna units is permanently stored in the computer memory. When it is
turned off, the information is not deleted. Antenna configuration can be saved to an external storage by
using the Backup function (see document Multi-Functional Display (v. 2.00.330). Installation Guide Part I (edition
2), Chapter 2, section Commissioning Table Creation and System Configuration Back Up, paragraph MFD
Configuration Back Up ).
Information is output relative the Conning Station position.
Referencing to Same Time

Time in the MFD supplied by the GPS. Time from GPS, being more accurate, is considered to be the main one,
and is used for system time synchronising. Each time message (ZDA) is received from GPS (UTC sensor), check
is made of the set 2 sec limit between the time from GPS and system time. If the difference exceeds this limit,
time is equalised with GPS (UTC sensor).
Compensation for Latency

Data latency in the MFD is consistent with the data requirements of the individual parts and their relevant
international standards. The maximum data delay in the MFD does not exceed 1 sec, so no compensation for
latency is performed.
Compensations for Navigational Data

Position Offset
If a constant-value error is identified in the ship positioning from any system, it can be taken into account. To
this end, the MFD implements a function for the correction of ship position coordinates.
The correction to ship position coordinates which is entered in the MFD and has a value other than zero,
produces an appropriate change in the ship symbol position and coordinates shown on the ECDIS task
screen. The fact that such correction is taken into account is indicated by a special symbol: a red triangle.
RADAR Task ECDIS Task
The correction entered for the ship position coordinates, regardless of the input method, has a constant
value. With a change of the correction value, its input operation is required to be repeated.
Input of a position offset is made for every sensor on the of the Navigation MASTER task’s in the RADAR task
on POSN page of Navigation panel and in the ECDIS task on Ship Position page of Navigation panel by using the
following procedures:
l Manual input of correction. Corrections defined in the form of a numeric increment to the ship position
coordinates are entered in Position offset field with appropriate N/S and E/W characters;
l Input of correction by the cursor position. In this method, corrections are calculated automatically as a
difference between the coordinates specified by the cursor and produced by the positioning system.

The calculated correction is used for correcting coordinates received from the positioning system.
To stop the effect of the correction, press Cancel button, whereupon the ship position will be determined
exclusively by the coordinates received from the positioning sensor.
Magnetic Compass
With the use of a magnetic compass, heading data is supplied in the HDG sentence. In this case, deviation is
taken into account if it is supplied by the magnetic heading sensor. The magnetic declination which is taken
into account, is entered manually or taken from the ECDIS task database with the Auto button pressed on
Heading page of the ECDIS MASTER task Navigation panel.
Gyro
In up-to-date gyros, deviation is offset automatically. To this end, connected to the gyro are position and
speed sensors. If no such offset is available, it should be entered manually on Navigation Master in the
RADAR task on the HDG page of the Navigation panel and in the ECDIS task on Heading page of the Navigation
panel or as per table below.

The HDG (Heading) page will display the uncorrected heading from the sensor. The corrected heading is taken
into account by the MFD and is shown on the Display Panel. In RADAR task the fact that such correction is
taken into account is indicated by a special symbol: a red triangle in the top left corner of the PPI.
In this table, speed deviation is provided in the ship’s compass heading function for the speed of 10 knots. To
determine speed deviation for other speeds, it is necessary to multiply the value obtained from the table
by the coefficient equal to the ration of the ship’s actual speed to 10.
Table 1. Speed deviations in the compass course function (for the ship speed of 10 knots). Beginning:
Compass heading Sailing latitude
0° 30° 40° 50° 55° 60° 65° 70°
- + + -
0° 180° 180° 360° 0.64 0.74 0.84 0.98 1.11 1.27 1.51 1.86
10 170 190 350 0.63 0.72 0.82 0.97 1.09 1.25 1.45 1.83
20 160 200 340 0.60 0.69 0.78 0.93 1.05 1.20 1.41 1.75
30 150 210 330 0.54 0.63 0.72 0.86 0.97 1.10 1.31 1.61
40 140 220 320 0.48 0.56 0.64 0.76 0.85 0.97 1.15 1.42
50 130 230 310 0.41 0.47 0.53 0.63 0.71 0.82 0.97 1.17
60 120 240 300 0.30 0.37 0.41 0.49 0.50 0.64 0.75 0.93
70 110 250 290 0.21 0.25 0.28 0.33 0.38 0.43 0.51 0.63
80 100 260 280 0.10 0.12 0.15 0.17 0.19 0.22 0.26 0.32
90 90 270 270 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Table 2. Speed deviations in the compass course function (for the ship speed of 10 knots). Continued:
Compass heading Sailing latitude
73° 75° 76° 77° 78° 79° 80°
- + + -
0° 180° 180° 360° 2.18 2.46 2.63 2.83 3.06 3.34 3.66
10 170 190 350 2.14 2.42 2.59 2.78 3.01 3.28 3.62
20 160 200 340 2.04 2.31 2.47 2.66 2.88 3.14 3.45
30 150 210 330 1.89 2.13 2.28 2.45 2.65 2.89 3.18
40 140 220 320 1.67 1.88 2.01 2.16 2.34 2.55 2.85
50 130 230 310 1.28 1.58 1.69 1.82 1.97 2.15 2.36
60 120 240 300 1.69 1.23 1.32 1.42 1.53 1.67 1.84
70 110 250 290 0.74 0.85 0.89 0.96 1.04 1.19 1.24
80 100 260 280 0.37 0.42 0.45 0.48 0.52 0.57 0.64
90 90 270 270 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Draft
Compensation of sounder readings due to varying ship draft is made for each sounder on the Echosounder
page of the Navigation panel in Navigation MASTER task.
Navigational Sensors Selection

Manual Selection
Selection of Position Source
l In the RADAR task, use POSN page of the Navigation panel to select the primary and secondary positioning
systems;

l In the ECDIS task, use Ships Position page of the Navigation panel to select the primary and secondary
positioning systems. To select, activate PRIM and SEC buttons.
POSN (Ship position) page displays all the connected coordinates sensors, as well as Dead Reckoning (DR) and
Echo Reference (ER) modes.
PRIM source data is used for making all the calculations in the navigational system. SEC source is a hot backup
for Fallback functionality.
The primary and secondary positioning systems cannot be selected simultaneously for one and the same
source.
The own ship position sensor name includes:
l Differential mode is taken from the sentence;

l Source number is assigned in the System Configuration utility;
l Source alies is assigned in the System Configuration utility:
You may select a source with invalid data, which is shown in red. In this case, the screen displays a dialogue
box requesting permission to select.
It is not possible to choose a source, which no data arrives in.

Selection of Heading Source

l In the RADAR task, use HDG page of the Navigation panel to select a heading source whose data will
henceforth be used for making all the calculations in the system;
l In the ECDIS task, use Heading page of the Navigation panel to select a heading source whose data will
henceforth be used for making all the calculations in the system.
HDG (Heading) page shows all the connected heading sensors. The heading sensors name includes alias
assigned in the System Configuration utility.
To select the main source, activate the button with the source name. The selected source data is used for
making all the calculations in the navigation system.
Magnetic compass may be selected as a course source; magnetic variation is available either for manual
selection or from the database (see above paragraph Compensations for Navigational Data, under Magnetic
Compass).

Selection of STW Source

l In the RADAR task, use STW page of the Navigation panel to select a source of speed through the water
whose data will henceforth be used for making all the calculations in the system;
l In the ECDIS task, use Speed page of the Navigation panel to select a source of speed through the water
whose data will henceforth be used for making all the calculations in the system.
STW page (STW sources group on Speed page) shows all the connected sensors of speed through the water.
The speed sensors name includes alias is assigned in the System Configuration utility.
To select the main source, activate the button with the source name.

Selection of SOG Source

l In the RADAR task, use COG/SOG page of the Navigation panel to select a source of speed over the ground
whose data will henceforth be used for making all the calculations in the systems;
l In the ECDIS task, use Speed page of the Navigation panel to select a source of speed over the ground
whose data will henceforth be used for making all the calculations in the systems.
COG/SOG page (SOG sources group on Speed page) shows all the connected sensors of speed through the
water. The speed sensors name includes alias is assigned in the System Configuration utility.

Selection of Depth Source

In the ECDIS task, use Echosounder page of the Navigation panel to select a source of depth whose data will
henceforth be used for making all the calculations in the systems.
Echosounder page shows all the connected depth sensors and data from the electronic chart and tidal height.
To select the main source, activate the button with the source name. The depth sensors name includes alies
is assigned in the System Configuration utility.
It is not possible to choose a source which no data arrives in.
Automatic Source Selection with Actuation of Fallback Functionality

Fallback functionality implies use of backup data source in case of the main source failure. Fallback
functionality is implemented for the following essential data:
l Position. Sec. position source is used for the backup source, which is set on POSN page (Ship position page
for ECDIS task) of Navigation panel. If Sec. position source is not set, there is no switch to the backup;
l Heading. The second gyro is used for a backup. The magnetic compass is not used for a backup source;
l STW. The second log is used for a backup source.
By default, there is compulsory Fallback actuation in the case of the sensor failure.
Sensor Failure
The backup data source is switched to when the following alarms are triggered off (for alarm generation
algorithm, see Display of Navigational (Essential) Information paragraph):
l No input;
l No data;
l Invalid data.
If the main data source does not recover its functions within the set time after the alarm generation, Fallback
warning is activated, the system switches over to the backup source. The timeout is set to 5 sec. There is no
switchover to the backup source unless it has passed all the necessary checks.

Differential Mode Lost

A switchover to the backup data source occurs with a differential mode loss by the ship’s position sensor (the
letter “D” in the source name stops to be displayed). If the differential mode is not recovered within the set
time after its loss, Position Fallback warning is actuated, and the system switches over to the backup source.
The timeout is set to 15 sec. There is no switchover to the backup source unless it operates in the differential
mode.
Automatic Restoration Function

After the main data source has restored its regular operation, there is no automatic switchover back to it.
Upon expiry of the set time, there is a user request to restore it as the main data source. The timeout is set to
10 sec.
If OK is pressed, the system switches over to this data source.

Chapter 2. Information Sensors • Other Sensors 63
Other Sensors
Wind Interface
Data on the wind speed and force is supplied by the wind sensor according to IEC 61162-1 (MWV sentence
specifying the relative or true wind).
The table shows the content of information displayed in System Information display in accordance with
available NMEA sentences.
Data available for MWD VWR MWV

MFD
Relative Theoretical
Only wind sensor True wind Relative wind Relative wind No information displayed
Wind + COG + True wind Relative wind Relative wind No information displayed
SOG
Wind + HDG True wind Relative wind Relative wind True wind
Wind + HDG + l True wind; l Relative l Relative l True wind;

COG + SOG wind; wind;
l Relative wind re- l Relative wind re-
calculated from true l True wind l True wind calculated from true
re-calculated re-calculated
from relative from relative
Wind data can be displayed in three ways:
l True wind value is received – shown on System Information (True Wind) display;
l Relative wind value is received – shown on System Information (Relative Wind) display;
l If correct data from the gyro (HDG) and positioning system (COG and SOG) is available, wind is re-
calculated from relative to true if the relative wind sensor is installed, and the other way round; if the
positioning system is DR, correct data from the gyro (HDG) and log (STW – relative or ground speed) can
be used for wind recalculations.

Wind recalculations from relative to true and the other way round are made according to the algorithm
shown below:
The necessary condition for the wind re-calculations in the ECDIS task is the availability of:
l Compass course value (HDG);

l Vector of the ship motion over the ground (COG/SOG).
It is necessary to remember the two main rules for re-calculating wind from relative to true:
l Relative wind is blowing in the same side as the true wind;

l The relative wind’s track angle is always smaller than the true wind track angle.
On the ECDIS task screen, the true wind vector can be displayed in two modes:
l Wind vector;
l Wind card.

Wind vectors are shown on the ECDIS task screen in accordance with its designation on the traditional sea
weather charts.
The Wind card represents a circle in the top right corner of the Chart panel.
An arrow with a digital value shows the wind direction, and its speed is shown as a digital value in the centre.
Modes are switched on the Route Monitoring page of the Monitoring panel (see document Multi-Functional
Display (v. 2.00.330). ECDIS User Manual, Chapter 11, section Obtaining Curren System Information).
Drift
If data is available from the EPFS, compass and log (COG, SOG, HDG, STW), an additional ship motion
parameter is calculated: drift. The drift characteristics (direction and speed) are determined as the difference
of COG-SOG and HDG-STW vectors.
The ECDIS task makes drift calculations if there is correct data supplied by the compass, log and positioning
system (HDG, STW, COG, SOG). With the use of speed vector triangle, the drift direction and speed are
calculated from the trigonometric formulae. The drawing below shows an example of drift calculations in the
graphic form.

The drift characteristics are shown on System Information display of the Control Panel.
Calculated From Drift Sensor
It is also possible to display data supplied by the drift sensor according to IEC 61162-1 standard in VDR
sentence. To enable this, the drift sensor is required to be connected in the System Configuration utility (see
document Multi-Functional Display (v. 2.00.330). Installation Guide Part I (edition 2), Chapter 2, section MFD
Configuration , paragraph Sensors Settings).
To switch between different drift sources, use the Drift page of the Navigation panel which starts to be
displayed when the drift sensor is connected.
When it is disconnected (checkbox is unchecked), calculated data is used.
Temperature
Data on the sea water temperature is supplied by the temperature sensor according to IEC 61162-1 standard
in MTW sentence. MTW sentence always uses Celsius scale (ºC) and degrees for the measurement unit. The
temperature is shown on System Information display.
YEOMAN Digitiser
In combination with the MFD, YEOMAN digitiser can operate in two modes:
l NA – Navigate Mode (where data from the MFD is passed to YEOMAN);

l WP – Waypoint Mode (where data from YEOMAN is passed to the MFD).

Referencing of YEOMAN to the Paper Chart

If it is the first time that a certain paper charts is used for operation with the digitiser, the chart should be
referenced. If, however, this chart has already once been referenced to YEOMAN, it should be retrieved from
YEOMAN memory (memory for 99 charts).
For referencing, it is necessary to plot three base points on the paper chart and to specify their coordinates
to the digitiser, one by one. The base point should be spaced far enough and make up a right triangle. The
legs of this triangle are the latitude and longitude. The base points will further be needed, so it is necessary to
highlight then and not erase from the chart.
The chart base points entered in YEOMAN are automatically saved by it under its own numbers (memory for
99 charts). In the future, whenever you need to use this chart, you will have to call it from YEOMAN memory
and confirm the positions of base points.
After the chart has been referenced, the digitiser screen will constantly display coordinates of the lens center
on the paper chart. You can now switch YEOMAN to one of the two modes (NA or WP).
YEOMAN Operation in Navigate Mode

In Navigate Mode (NA), YEOMAN every second receives from the MFD coordinates of the ship position (in the
standard ECDIS task mode) or coordinates of the graphic cursor (where one of the functions using the
graphic cursor is involved: Review, Zoom, etc.).
Attention! As all the electronic charts used in the ECDIS task are based on WGS-84 datum, during the
operation with YEOMAN digitiser it is necessary to use paper charts only which are based on WGS-84 datum.
In this mode, indicators light up on the YEOMAN showing the direction in which the digitiser should be
moved in order to bring the position of the digitiser lens center in coincidence with the coordinates it has
received. If such coincidence is achieved, the indicators will go out.
This mode is handy for the route planning on the paper chart from the data received from the ship position
sensor via the ECDIS task. In addition, this mode is very useful for the comparison of information shown on
the electronic chart with paper chart information.
YEOMAN Operation in Waypoint Mode

In Waypoint Mode (WP), coordinates of YEOMAN lens centre are transmitted to the ECDIS task.
This mode produces no effect while the ECDIS task is operating in a standard manner. If, however, involved in
the ECDIS task operation is any function using the graphic cursor, this mode becomes indispensable for the
transfer of any data from the paper chart to the ECDIS task.
In WP mode, the user can perform the following operations:
l To transfer a previously made route plan to the ECDIS task. To do this, call the ECDIS task New function
on Route Editor panel. Then set YEOMAN in the planned route’s initial point and press button on it,
then move it to the next point and press button again, and so on, until the last point of the planned
route;

l To cut out a paper chart fragment to be displayed on the ECDIS task screen. To do this, call the ECDIS task
Zoom function. Then use the digitiser to indicate the position, first, of the top left corner ( button),
and then of the right bottom corner button again) of the fragment;
l To obtain information on individual objects plotted on the paper chart. To do this, turn on the ECDIS task
Info function, position the digitiser on the paper chart object, then press button. The ECDIS task
screen will display all the necessary information;
l To transfer updating and other data for the map generation from the paper chart (New Object button on
Maps panel);
l Make manual correction of the ship position in DR mode by transferring the ship position coordinates
from the paper chart to the ECDIS task (Set Offset By button on Ship Position page of Navigation panel).
And many other things. To list all the YEOMAN capabilities in WP mode would require the mentioning of all
the ECDIS task functions using the graphic cursor. The use of YEOMAN actually provides the user with
another ECDIS task control (apart from the trackball and keyboard).

Chapter 3.
Navigational Tools
This chapter provides a description of functionality used in the Navigation Mode.
ECDIS Task Cursors 70
Free Cursor 70
Graphic Cursor 73
RADAR Task Cursors 74
Free Cursor 74
Graphics Cursor 76
Multi-Units Support 77
Own Ship Motion Data 78
Own Ship Motion Parameters 78
Own Ship Motion Vectors 78
Ship Symbol on the Electronic Charts 80
Split Screen 81
Display of Chart Information on the ECDIS Task Screen 81
AutoZoom Mode 82
Ahead Functionality 83
EBL/VRM 83
Relative and True Motion Modes 84
Man Overboard (MOB) Mode 84
Displayed Parameters 84
Additional Control 85
Manually Fixed Position 85
Input of Source Data 86
Line of Position Referencing 87
Display of Calculated Ship Position 91
Colour Indication of Measurement Numbers 92
ECDIS Task Cursors

Free Cursor
The ECDIS task provides a capability to use a free cursor, which is moved over the entire screen by the
trackball/mouse acquiring various forms in different ECDIS task areas.
In the functional panel areas, the cursor acquires the form of an arrow and operates as a standard Windows
cursor.
In the chart area of Main panel, the cursor may have a form of different tools switched by pressing the right
trackball/mouse button:
l Free View cursor.
View cursor has some additional capabilities as it is positioned on certain objects acquiring a distinctive
form in the process:
o - Standard View cursor shape; as the left trackball/mouse button is pressed, Review function is
turned on, whilst the cursor acquires the form of a graphics cursor ;
o - View cursor appearance when positioned on a target; a press on the left trackball/mouse button
calls the target data card;
o - View cursor appearance when positioned on a lighthouse; a press on the left trackball/mouse
button calls the lighthouse data card (see also Chapter 1, section Info, paragraph Information on Chart
Objects);
o - View cursor appearance when positioned on a waypoint; a press on the left trackball/mouse
button calls the WPT data card.
In the Navigation mode, it is possible to view charts in an area located far from the own ship symbol position,
the capability implemented in Review function.

Chapter 3. Navigational Tools • ECDIS Task Cursors 71
It activates the graphic cursor moved by the mouse/trackball on the ECDIS task screen. Data on the cursor
coordinates and position relative to the ship position is displayed in a special window:
While the sailing areas not covering the ship position are viewed, the display of the current ship
coordinates, or tracking of objects representing danger to navigation, is not interrupted. For the
immediate return to the display of the area where the ship is located, use Ahead function.
l Free Zoom cursor.
- Standard Zoom cursor appearance. A press on the left trackball/mouse button turns on Zoom
function whilst the cursor assumes the form of graphic cursor .
l Free ERBL cursor.
- Standard ERBL cursor appearance. A press on the left trackball/mouse button turns on ERBL
function whilst the cursor assumes the form of a graphic cursor . After a second press on the left
trackball/mouse button, the cursor obtains the second form of the graphic cursor .
This is an electronic tool used in the ECDIS task for the range and bearing measurements.
Note: WGS-84 datum is used for the calculations of all the ranges and directions.
In the relative motion mode, the ERBL operates in three modes which are switched with the left
trackball/mouse button:
o ERBL-Relative mode. In this case, bearing and range to any point on the ECDIS task screen are
measured relative to the ship position. The cursor is attached to the point of the ECDIS task screen
where it is set. If the cursor is immobile, then as the ship is moving, geographic coordinates are
changing in the cursor information window, whereas the bearing and range remain constant:

o ERBL-True mode. In this case, bearing and range to any electronic chart point are measured relative to
the ship position. The cursor is attached to the chart point where it is set. If the cursor is immobile,
then as the ship
is moving, the range and bearing are changing in the cursor information window, whereas
the geographic coordinates remain constant:
o ERBL mode. In this case, the bearing and range to any electronic chart point are measured relative to
the point where the cursor was set in ERBL-True mode:
In the true motion mode, the ERBL operates in a similar manner in two modes: ERBL-True and ERBL.
l Free Info cursor.
As Info function is enabled (by pressing button on the Control Panel or on the Chart panel), the
acquisition marker appears which can be positioned on the necessary object. A press on the left
trackball/mouse button opens Info panel, and the cursor assumes the form of a standard Info cursor .
l ARPA acquisition cursor with target acquisition function ON. (Acquire button on Acquisition page of
Targets display is pressed, also see Chapter 9, ARPA section);
l AIS activation cursor ;
l Cursor for cancelling ARPA tracking ;
l AIS deactivation cursor .

Chapter 3. Navigational Tools • ECDIS Task Cursors 73
Graphic Cursor
The graphic cursor is used during the operation of some of ECDIS task functions and represents an
intersection of lines corresponding to the latitude and longitude of the given point, but the form of the
graphic cursor can be changed as required on Config panel:
l Long – the cursor is shown in the form of an intersection of two lines across the entire Chart panel ;
l Short – the cursor is shown in the form of a small cross .
Such cursor is moved by using the trackball/mouse. It is also possible to manually enter the coordinates of
the point where the cursor should be positioned (after switching the activity from the cursor to the
Information Window by pressing <Tab> key).
Besides, during the operation with the digitiser connected to the MFD, its executive buttons can be used for
the control of the graphic cursor operation, see Chapter 2, section Other Sensors, paragraph YEOMAN
Digitaser.
The Information window which appears in the menu area simultaneously with the graphic cursor, can
contain the following data:
l Name of this window reflecting the ECDIS task functional capability using the graphics cursor;
l Cursor position coordinates;
l Values of its direct and reverse bearings and distance from the ownship position (in miles and meters);
l CPA/TCPA to the place indicated with the cursor.
A modification of the graphic cursor is an acquisition marker . This auxiliary tool represents a square
orange coloured box with a dot in the centers, and is usedin various functions for the acquisition of objects
displayed on the ECDIS task screen. To control the acquisition marker and obtain information on its position,
use the procedure similar to that detailed for the graphic cursor.

RADAR Task Cursors

Free Cursor
General
The MFD provides a capability to use a free cursor, which is moved over the entire screen by the
trackball/mouse acquiring various forms in different MFD areas.
In the RADAR task, at a distance of up to 3 miles, distance from the PPI centre to the cursor position can be
shown in metres and NM. The units of measurement are selected on the System page of the Settings panel.
Within the entire MFD area, except for PPI, the cursor acquires the form of an arrow and operates as a
standard Windows cursor.
The free cursor within the PPI, when positioned on different objects, can assume the following form and
perform the corresponding functions:
l – ARPA acquisition cursor;
l – AIS activation cursor;
l – cursor for cancelling ARPA tacking;
l –AIS deactivation cursor;
l – cursor for obtaining information on targets;
l – cursor for activating VRM, EBL, Index Line and Guard zones boundaries motion;

Chapter 3. Navigational Tools • RADAR Task Cursors 75
Change of the Free Cursor Appearance as it Hits the Target

Depending on which object the cursor hits on the radar screen, it can assume different forms:
l button is not pressed:

o – free cursor on the radar echo (targets can be acquired for ARPA tracking);
o – free cursor on a steadily tracked ARPA target;
o – free cursor on an active AIS target;
o – free cursor on a non-active AIS target.
l button is pressed:
o – free cursor on an active AIS target with a radar echo under it;
o – free cursor on an ARPA.
Switching Free Cursor Type on Targets

To switch the free cursor type, press successively the right trackball/mouse button. Cursor type priorities are
set depending on the position button. If a certain free cursor type is not applicable, it is omitted. If there are
simultaneously several targets of the same type under the cursor, the free cursor type is switched for each
target, i.e. as many times as there are targets.
There are the following priorities in the free cursor types as it is positioned on different targets:
l buttons is not pressed.
Target type Number of times the right trackball button is pressed
0 1 2 3 4 5
ARPA target under

which there is a non-
(AIS target) (ARPA target)
active AIS target
Active AIS target under

which there is a radar
echo
ARPA target
Active AIS target
ARPA target under

which there is a non-
(AIS target) (ARPA target) (AIS target)
active AIS target
ARPA target under

which there is an active
(AIS target) (ARPA target) (AIS target)
AIS target

l button is pressed.
Target type Number of times the right trackball button is pressed
0 1 2 3 4
ARPA target with an active

AIS target under it
(AIS target) (ARPA target)
Free Cursor with Different Display Presentation

With N Up and C Up presentation, the Cursor window shows true bearing to the free cursor position on the
PPI.
With H Up presentation, the Cursor window shows relative bearing to the free cursor position on the PPI.
Graphics Cursor
The graphic cursor is used during the operation of some of MFD functions and represents an intersection of a
small orange cross .
A modification of the graphic cursor is an acquisition marker. This auxiliary MFD tool represents a square
orange coloured box with a dot in the centres , and is used in various functions for the acquisition of
objects displayed on the PPI. To control the acquisition marker and obtain information on its position, use
the procedure similar to that detailed for the graphics cursor.
As Info function is enabled (by pressing button on the Control Button Area), the acquisition marker
appears which can be positioned on the necessary object. A press on the left trackball/mouse button opens
Info panel.

Chapter 3. Navigational Tools • Multi-Units Support 77
Multi-Units Support
Attention! There is no multi-unit support for the RADAR task.
The MFD provides a capability to use different measurement units. It is possible to set measurement units
for the following values:
l Own ship and target speed in knots (kt) or kilometres per hour (km/h);
l Distance in miles (NM), kilometres (km), statute miles (stm) or hectometres (hm);
l Precision distance in metres (m) feet (ft) or yards (yrd);
l Depths and heights in metres (m), feet (ft) or fathoms (fms);
l Draught in metres (m) or feet (ft);
l Wind speed in metres per second (m/s), kilometres per hour (km/h) or knots (kt);
l Temperature in degrees Celsius (C) or degrees Fahrenheit (F).
Measurement units are set on Units page on the Config panel.

It should be noted that the selected units would be the same for all the depth and height values in the MFD.
This refers to the chart data, depth information received from the sounder, and information on tides.
On the electronic charts, the depth is displayed according to the following rules depending on the selected
measurement units:
l Depth is measured in metres;
l Depth is measured in feet;
l Depth is measured in fathoms. In this case, depth of up to 11 fathoms which have a fractional part, are
shown in fathoms and feet. Depths of more than 11 fathoms are shown in fathoms only.

Own Ship Motion Data

Own Ship Motion Parameters
Ship motion parameters are its course and speed.
The ECDIS task uses the following types of parameters:
l Ship’s true motion direction – COG;

l True speed – SOG;
l Compass course – HDG;
l Log speed – STW.
Course (HDG) and speed (STW) data is provided from the gyro and log or is relayed from the information
sensors.
Along with the ship positioning and ship time sensor, information on the own ship motion data is essential
for all the navigational calculations connected with the own ship motion.
Own Ship Motion Vectors

Motion vector is used for the graphic display of the ship course and speed. There may be two such vectors,
and they correspond to the positioning system:
l COG – SOG (for PS and ER systems);
l HDG – STW.
No display of vectors is provided for the secondary method. In case of the primary method, it is possible to
turn on the display of two vectors simultaneously (COG-SOG and HDG-STW). The point of origin of these
vectors display is the centre of the ship symbol or contour:
The display of vectors is enabled on Route Monitoring page of Monitoring panel.

Chapter 3. Navigational Tools • Own Ship Motion Data 79
Switching of the own ship symbol display orientation along the ship’s true motion (COG) vector, or along the
vector of the ship’s motion is performed by using Align by... function on Route Monitoring page of Monitoring
panel:
l Orientation of the own ship symbol display along the ship’s true motion (COG) vector:
l Orientation of the own ship symbol display along the vector of the ship’s motion as per the course
detector (gyro) reading:
Operation on the setting of the motion vector length for both own ship and the targets, is performed by
using Vectors drop-down list in the Control Panel window:
Vector length values may vary from 1 to 24 minutes:
In addition, it is possible to set the fixed vector length value (which does not change with the change of the
chart scale) – Fixed. In this case, the speed vector length is represented by a segment whose value is equal to
the fixed number of graphic pixels regardless of the current screen scale.

Ship Symbol on the Electronic Charts

Standard Presentation
The ECDIS task provides for two positioning systems: Primary and Secondary whose accuracy ensures
navigational safety. The ship symbol on the ECDIS task screen is shown in black colour (primary system) or
blue (secondary system). The secondary positioning system performs the check functions.
There are two ways to display the ship symbol on the electronics chart, set on Route Monitoring page of
Monitoring panel:
l Ship by contour – as a ship contour on the chart scales commensurate with the ship dimensions, or
a ship position symbol on small scale charts;
l Ship by symbol – as a ship position symbol regardless of the current screen

scale.
User Ship Contour

User ship contour function serves for displaying the own ship contour on the ECDIS task Chart panel,
proportionate to its actual dimensions specified in the drawings and ship documents. This function is
intended for improving navigational safety of ships with non-standard shape (tugboats, military ships, special
purpose vessels), as well as of standard sea ships in the constricted areas, on the fairways, during the stay at
anchor or mooring operations, etc.
The drawing of the own ship contour is loaded in the MFD system from an external carrier via the Data Tool
utility (User Ship Contour group). The necessary own ship contour is selected in the System Configuration
utility.
Attention! After installing the own ship contour, check if these contour dimensions correspond to the ship
dimensions entered in the System Configuration utility (INS panel, Ship settings page).
For this function to be used in the MFD, it is necessary to order an appropriate option (delivered to the user
as a special file).

Chapter 3. Navigational Tools • Split Screen 81
Split Screen
Display of Chart Information on the ECDIS Task Screen
Main panel is the main Chart panel which is intended for the following purposes:
l Display of electronic charts showing the chart information classes (determined on Charts panel);
l Display of own ship symbol with motion vectors;
l Display of the monitored route;
l Display of target symbols with motion vectors;
l Display of tides and currents information.
Main panel is always displayed on the ECDIS task screen; Dual panel is displayed by using the tab in the
bottom part of the ECDIS task screen. Dual panel is an additional Chart panel and serves for the navigation
mode only. It constantly shows the own ship symbol, but does not show the targets, some of the functions
are not available (Ahead, Info, etc.).

For an easier monitoring of the passing of waypoint during the sailing along the route, Dual panel implements
AutoZoom mode.
AutoZoom Mode
During the sailing along the monitored route, the ECDIS task provides AutoZoom functionality, which enables
the automatic increase of scale as the next waypoint is approached. AutoZoom mode is available on Dual
panel only.
The mode is turned on by pressing button, as this is done, the chart display on Dual panel is oriented by
the current route leg (Course Up), and the relative motion mode sets (Relative motion).
The ECDIS task analyses DTW at an interval set in Time of update window. As DTW is decreasing, the ECDIS
task increases the scale by one fixed scale value so that the ship position remains within Dual panel. With the
ship approaching the boundary of Dual panel in the process of manoeuvres, the scale may be reduced by one
fixed scale value.

Chapter 3. Navigational Tools • Ahead Functionality 83
Adjustment of AutoZoom mode is made on “General” page of Config panel:
l Maximum scale is the maximum electronic chart scale as the ship is passing the current WPT on Dual panel;
l Time of update is the DTW analysis interval.
With a change of the WPT, the scale is set so that Dual panel displays the ship symbol, current leg of the
monitored route and the current WPT.
Ahead Functionality
Ahead functionality is intended for re-drawing the screen with the vessel symbol shifting in the direction
opposite to the current course; and to turn on Navigation Mode. Ahead button on the Chart panel
toolbar is used for the purpose (see also document Multi-Functional Display (v. 2.00.330). ECDIS User Manual
(edition 2), Chapter 3, section Use of ECDIS Task Tools, paragraph Return of Own Ship Symbol Display to the ECDIS
Task Screen).
Upon a press on this button, the following occurs:
1. The ship symbol is on the ECDIS task screen. The chart scale does not change regardless of whether the
Autoscale functionality is ON or OFF.
2. The ship symbol is not available on the ECDIS task screen (Position Dropped). With the Autoscale
functionality ON, the ship is set in the required position on the ECDIS task screen, the largest scale chart
under the ship is loaded on the original scale.
3. The ship symbol is not available on the ECDIS task screen (Position Dropped). With the Autoscale
functionality OFF, the ship is set in the required position on the ECDIS task screen, the projection scale
does not change, it is the chart under the ship closest to the set scale which is loaded.
EBL/VRM
This function is intended for displaying the electronic bearing line (EBL) and variable range marker (VRM).
The system has a capability to simultaneously display two mutually independent EBL/VRM groups on the
Chart panel, which also allows setting the bearing and distance of the base point shift relative to the current
ship position.
Control of the function is from EBL/VRM/CHL window on the Control Panel, or from ES6 keyboard.

Relative and True Motion Modes

Two modes are used for the display of the ship motion on the Chart panel toolbar:
l True Motion mode (turned on by selecting button);

l Relative Motion mode (turned on by selecting button).
Man Overboard (MOB) Mode

General Information
MOB mode enables the display of information on a geographic point saved at a certain time. It is made
available by pressing the hotkey on the keyboard or the button on the Chart panel toolbar. As this is
done, the system makes a logbook entry which contains the name of the event: “MOB ENABLED” and a full
set of recorded parameters.
Displayed Parameters
As MOB mode is activated, the Control Panel displays a panel shown below:
The following parameters can be displayed:
l Coordinates of MOB mode activation;

l Time elapsed since MOB mode was activated;
l Bearing from the ship current position to the activation point;
l Distance from the ship current position to the activation point.

Chapter 3. Navigational Tools • Manually Fixed Position 85
Additional Control
A press on Set time… button opens a box for setting the MOB event time.
After the time has been specified, MOB point is set in the own ship track point closest to the entered time.
A press on Set pos… opens a box shown below used for setting the coordinates:
After the input of coordinates, MOB display is re-drawn to suit the entered data (e.g., upon receipt of
coordinates from another ship).
A second press on MOB button in the Chart panel turns MOB mode off and Display Panel window assumes the
previous appearance. As this occurs, an electronic log entry containing “MOB DISABLED” event name, is made.
Manually Fixed Position

General Information
The Manually Fix Position method enables construction of the ship’s Lines of Position (LOP) by measuring
bearing and/or distance to a visible object whose coordinates are known in advance (or the object can be
uniquely identified on the chart). LOP can further be used for entering ship position corrections and for other
navigational tasks. Up to 6 LOP’s can be constructed simultaneously. Work with source data for the LOP
construction is done on Manually Fix Position display of Display Panel window on the Control Panel.

Input of Source Data

Input of source data for the LOP construction (bearing and/or distance) can only be made manually. Initially
available is only 1 button. The rest of buttons which no measurements have been made for yet, are disabled.
By default, for the observation time in the Time field the current UTC time minus 5 minutes is specified. The
user can set any time within minus 2 hours from the current UTC time.
The bearing and/or range are entered in the relevant fields, which are enabled depending on the selected
measurement type.
The entered data is not accepted for processing by MFD until Apply button is pressed. With Automatic jump to
new LOP checkbox checked, there is an automatic switch to the input of the next measurement results. In this
case, D box shows the time difference between the input of the first and current measurements, and it is the
time which is taken into account in the ship position calculations from the position lines.
On the chart panel, data accepted for processing MFD (Apply button has been pressed), is displayed in the
following way:
l Time – position fix time;

l Bearing – a blinking straight red coloured line to the point of the own ship track where the ship was at the
time specified in the Time box;
l Distance – blinking red coloured circle centred in the point of the own ship track where the ship was at the
time specified in the Time box.

The name of the Move and reference button is shown in red and is blinking.
Line of Position Referencing

After the input of measurement results, it is necessary to reference them to the appropriate objects on the
chart panel. Using Move and reference button of Manually Fix Position also performs display the position line
referencing.
The graphic cursor is positioned on the chart, and the LOP is moved to the required object with the
trackball/mouse. Click the left trackball/mouse button to fix the referencing to the object. If referenced,
LOP’s cannot change their direction, only a parallel shift is possible. After referencing, LOP’s are displayed in
the orange colour and end in the reference object as shown in the drawing below.

If a position line is at a distance of 1 mile or more from the reckoned position, it is shown in the red colour.
If during the referencing, the Snap to Object function is turned on, with the LOP beginning/centre within a
circle with a radius of 0.5 mile from the reference object, the LOP is automatically referenced to the object on
the chart. As this occurs, the Name box of the Manually Fix Position display shows, depending on the chart
format, the object name or type which is extracted from the object on the chart. Object names are available
for the S-57 charts only. For the TX-97 format charts, the object type only is taken.
The table below provides examples of object types (S57 and TX-97 charts), which extracts from the charts are
available for.
Table 1. S-57 format charts

No Object Description/Expected input INT
1 LNDMRK A prominent object at a fixed location which can be used in

(Land determining a location or a direction
marks)
Tower
Light support
The individual name of an object

2 BUISGL A relatively permanent structure, roofed and usually walled. It is

(Single designed for some particular use which it may be important to
building) indicate (Digital Geographic Information Working Group)
Light support
3 LITVES A distinctively marked vessel anchored or moored at a charted point,

(Light to serve as an aid to navigation. By night, it displays a characteristic
vessels) light(s) and is usually equipped with other devices, such as fog signal,
submarine sound signal, and radio-beacon, to assist navigation. Also
called light ship
4 LITFLT A boat-like structure used instead of a light buoy in waters where

(Light float) strong streams or currents are experienced, or when a greater
elevation than that of a light buoy is necessary
5 OFSPLF Lighted offshore platform.

(Offshore A permanent offshore structure, either fixed or floating, used in the
platform) production of oil or natural gas
6 BCNSPP A beacon is a prominent specially constructed object forming a

(Special conspicuous mark as a fixed aid to navigation or for use in
purpose hydrographic survey
beacon)
7 LNDMRK All the rest except for

(Land item1
marks)

8 BCNCAR
(Cardinal
beacon)
9 BCNLAT
(Lateral
beacon)
10 BCNSAV
(Safe water
beacon)
11 DAYMAR
(Squire or
rectangular
work)
No Object Description\Expected input Comments
1 LH Light house General name – LH
2 BO 7 – Beacon General name – Fixed

13 – Platform point
23 – Fixed point
3 HG 2 – building General names are per

3 – Chimney the Description column
4 – Church
6 – Tower
8 – Triangulation point
9 – Radio mast
The Delete button serves for deleting measurement data. The rest of LOP’s are automatically shifted to the
vacant place to the left (re-numbered). A press on the Move and reference button again results in the
repeated LOP referencing process. If, in the process of repeated referencing, the user presses the right mouse
button, the current LOP referencing is cancelled. After referencing, the LOP’s are shown in the constant
orange colour. The name of the Move and reference button is shown in black.

Display of Calculated Ship Position

After the construction of two crossed position lines, the orange coloured symbol with the letters EP
(Estimated Position) appears on the chart panel in the point with calculated ship position coordinates. Next
to it, the time which this point is calculated for, is specified.
RMS Error field on Manually Fix Position display shows accuracy of determining a fixed position. The user can
accept this accuracy at the stage of making a decision on the input of an offset from the measurement
results. Accuracy is determined from the referenced LOP’s. Data is not available until at least 2 readings are
taken.
If it is necessary to accept the results of manually fix position, use Accept position button. At the moment when
the position is accepted, an “Position Fix” event is recorded, and an entry is made in the ship electronic log.

In this case, if the PS positioning system is set, the black coloured symbol on the chart panel shows the
ship position determined by using the Manually Fix Position. The ship position determined with the aid of the
PS source for the same time, is also displayed. These points have accordingly the EP name and the PS source
name (GPS in this case).
With the use of the DR mode, calculated ship position coordinates are accepted. On the chart panel, the
black coloured symbol is used for showing the ship’s EP and DR position. In this case, the ship position
calculations are continued from the EP point determined by using the Manually Fix Position.
Next to the EP name, measurements which the position was determined form are specified:
l R – Range LOP’s;
l V – Visual Bearing LOP’s;
l VR – Visual/Range LOP’s.
Colour Indication of Measurement Numbers

Colour indication of measurement numbers on Manually Fix Position display is in accordance with the table
below:
Colour Comments
Blue Vacant cell for setting measurement
White Data is entered but the line of position is not referenced by the user
Black Bearing/range has already been references to a conspicuous chart feature
Red With LOP advice checkbox checked. The reading has been taken and referenced, but the system considers
it to be incorrect, the LOP being at a distance of more than one mile from the reckoned position

Chapter 4.
Alarm Management
This chapter describes the alarm and warning generation algorithms, as well as their
display and acknowledgement methods.
Display of Alarms and Warnings 94
Alarm Acknowledgement 96
Guidance for Adjustments of the Limits for Alarms and Warnings Indications 97
Main Alarms and Warnings Generation Principles 99
Safety Alarms 99
Navigational Alarms 103
Route Alarms and Warnings 105
Target/RadarAlarms and Warnings 106
AIS Warnings 106
Other Alarms 107
Sensors Alarms 108
Chart Warnings 108
Hardware Alarms 109
Stabilization Warning 110
Display of Alarms and Warnings

The number of alarms shall be kept as low as possible by providing indications for information of lower
importance (MSC 86(70) Annex 3, 4.3.5), this is why only very important messages are classified as alarms in
the MFD. The MFD processes alarms and warnings in a similar manner, the only difference being in their
display.
Alarm – an audio and visual signal announcing a condition requiring immediate attention or operator action.
Warning – a signal announcing a condition requiring non-immediate attention for precautionary reasons.
Alarms are displayed in Alarms window, whereas warnings are shown in Warnings window available in MFD.
The window displays the most recently generated alarm (warning).
Alarms are associated with intermittent sound signal, which lasts until the silencing. Warnings are
accompanied with sound signal, whose duration is 2 sec.
The name of the alarm source is shown in the red colour. The name of the warning source is shown in orange
colour. Alarms (Warnings) window shows the most recently generated alarm (warning).
The alarm (warning) name is preceded by the name of its source:
The alarm (warning) name is preceded by the name of its source:
l W01 – alarm (warning) refers to this WS (several tasks simultaneously or

breakage of the hardware included in the WS) 1;
l NS-01 – alarm (warning) refers to ECDIS task only on this WS1;
l CHART – alarm (warning) refers to the ECDIS task in the scope of entire MFD;
l SENS – alarm (warning) refers to the entire MFD;
l NAVTEX – alarm from external device received via dry contacts of WAGO
module or from NMEA Sensor;
l AIS – alarm from external device (e.g. AIS) received by NMEA ALR message.
Alarms and warning may be active, i.e., what caused their generation has not been eliminated, and non-
active when the cause is eliminated. Active and non-active alarms and warnings may have the following
status:
l Acknowledged – acknowledged by the operator;

l Unacknowledged – unacknowledged.
1– 01 is WS name (2 and 3 letters of the WS network name are shown).

Chapter 4. Alarm Management • Display of Alarms and Warnings 95
The principles of displaying alarms and warnings in the Alarms and Warnings windows on the Control Panels of
the ECDIS are set forth in the table below:
Alarm status Font Color Blinking Sound

generation
Active unacknowledged alarms (no operator actions taken) Bold Red Yes Yes
Active unacknowledged alarms silenced, but to be acknowledged on Bold Red Yes No

task (e.g. ARPA)
Active acknowledged alarms Bold Red No No
Non-active unacknowledged alarms Regular Red Yes Yes
Non-active acknowledged alarms No No No No
Active unacknowledged warnings Bold Orange Yes No
Active acknowledged warnings Bold Orange No No
Non-active unacknowledged warnings Regular Orange Yes No
Non-active acknowledged warnings No No No No
A press on the button to the right of the alarm (warning) name opens a pull-down list, which contains all the
currently active alarms (warnings) and unacknowledged non-active alarms (warnings).
At the beginning of the list, there are unacknowledged alarms (warnings) arranged in the there growing age
order. If the alarm (warning) is unacknowledged, the name of its source is blinkering. The age of alarms
(warnings) is specified to the right of the alarm (warning).
The second half of the list is occupied by the active acknowledged alarms (warnings). Names of alarms
(warnings) and their sources are shown in regular fonts. Alarms (warnings) in this part of the list are sorted by
their acknowledgment time (the most recently acknowledged alarm (warning) is placed at the very top, etc.).
Non-active acknowledged alarms (warnings) are deleted from the list.
Positioning the free cursor on the alarm name on the button or in the list displays a hint showing the detailed
name of the alarm.
The history of all the alarms and warnings generation and their acknowledgement is shown on the Alarms
History and Warnings History panels of the AMS task (see also document Multi-Functional Display (v. 2.00.330).
Additional Functions (edition 2), Chapter 6).

Alarm Acknowledgement
After familiarising him/herself with the alarm, the operator acknowledges it. Distinction is drawn between the
acknowledgement of the alarm audible (silencing) and visual announcement (acknowledgement).
Acknowledgement is made on any operating panel, which is directly assigned to the function generating the
announcement and where the cause of the announcement and related information for decision support
are presented. According to this concept, depending on the alarm status, acknowledgement can be made as
follows:
Alarm (warning) status Where acknowledgement can be made
Alarm (warning) generated for one task on one WS This WS, this task
Alarm (warning) generated for all the similar tasks in all the WS’s Any station, this task
Alarm (warning) generated for all the tasks of one WS This WS, any task
Alarm (warning) generated for all the tasks of all the WS’s Any station, any task
Places where the alarms (warnings) can be acknowledged, are specified in more detail in the Alarms and
Warnings panel of the AMS task (see also document Multi-Functional Display (v. 2.00.330). Additional Functions
(edition 2), Chapter 4).
There are three ways to acknowledge an alarm (warning):
l By pressing the Unacknowledged button in the line with the alarm (warning) name in the Alarms(Warnings)
panel of the AMS task; if this alarm cannot be acknowledged from this workstation, the alarm is silenced;
l By pressing the button with the name of the most recently generated alarm (warning). After its
acknowledgement, the latest unacknowledged alarm (warning) appears in its place. The most recently
generated alarm can also be acknowledged by pressing the <ALARM> button on the ES6 keyboard;
l By selecting the alarm (warning) from a pull-down list of alarms (warnings) which is opened by pressing
the button to the right of the alarm (warning) name.
If all the alarms (warnings) are acknowledged, Alarms (Warnings) window assumes the following form.
In the absence of alarms (warning), Alarms (Warnings) window displays “No new alarms” (“No new warnings”)
notation.

Chapter 4. Alarm Management • Guidance for Adjustments of the Limits for Alarms and Warnings Indications 97
Guidance for Adjustments of the Limits

for Alarms and Warnings Indications
Alarms/ Condition Set limit Indication Remarks
warnings
Main No data 10 sec l Alarm; Limits set are not

sensors No input accessible for operator
l Values in
red asterisks;
l Ship’s
symbol in red
color, blinking
Invalid 10 sec l Alarm; Limits set are not

accessible for operator
l Values in
red;
l Ship’s
symbol in red
color
Auxiliary No data 10 sec l Warning; Limits set are not

sensors No input accessible for operator
l Values in
red asterisks;
l Ship’s
symbol in red
color, blinking
Invalid 10 sec l Warning; Limits set are not

accessible for operator
l Values in
red;
l Ship’s
symbol in red
color
Datum No DTM message 10 sec Alarm Limits set are not

unknown accessible for operator
Course Difference between current route leg 5–30° Alarm Set by operator
difference and heading is larger than set
HDG The difference in reading GYRO 3° Alarm Limits set are not
monitor compasses larger then set value accessible for operator

Alarms/ Condition Set limit Indication Remarks

warnings
Nav. The ship is approaching to an isolated 1–15 min Alarm Set by operator.
danger danger Monitoring/ Navigational
alarms
Out of XTD The set XTD value exceeded 0.00– Alarm XTD set by operator.
9.99 NM Route/Route table
WPT The ship has approached a WPT 0.00– Alarm Set by operator
approach 9.99 NM
Anchor The ship is leaving the set anchorage 0.00–999 Alarm Set by operator.
watch area m Monitoring/Navigational
alarms
Area Approach to navigational area 1–15 min Warning Set by operator.

alarms Monitoring/Area Alarms
CPA/TCPA CPA and TCPA are smaller than the set CPA Alarm Set by operator
ones 0.0–60
min
TCPA
0.00–
24.00
NM
Safety With a change of chart set under the ship 0–15 min Alarm Set by operator.
Contour position, the previously selected safety Monitoring/Navigational
contour becomes unavailable on these alarms
charts
Sounder The current depth from the echo 0–999 m Warning Set by operator.
depth sounder is smaller than the set value Monitoring/Navigational
alarms
Out of The ship is behind/ahead the schedule 0–900 Warning Set by operator.
schedule min Monitoring/Route
monitoring
End of End of watch 0–60 min Warning Set by operator.

watch Config/General
Rest alarms trigged off immediately on event.

Chapter 4. Alarm Management • Main Alarms and Warnings Generation Principles 99
Main Alarms and Warnings Generation

Principles
Safety Alarms
Navigation in the areas crowded with dangers to navigation requires permanent monitoring. With this aim in
view, the ECDIS task implements functions for setting and monitoring safe navigation parameters on vector
electronic charts.
Chart objects are identified by the ECDIS task as dangers to navigation by certain parameters. In the ECDIS
task, such parameters are referred to as safety parameters and are set by the operator:
l Safety depth – mariner-defined depth to emphasize soundings on the display equal to or less than this
value. This contour in the check of an area delimited with Safety frame, serves as a criterion for classifying
the detected depth as a danger to navigation. By default, the Safety depth is set at 30 m. A depth equal to
or less than the Safety depth is highlighted on the ECDIS task screen in bold type when the display of spot
soundings is turned on. If such danger is detected, Nav. Danger alarm is triggered off:
l Safety contour - mariner-selected contour to distinguish on the display between safe and unsafe water. By
default, the Safety contour is set at 30 m. The safety contour is highlighted on the ECDIS task screen with a
bold line:

If, with a change of chart set under the ship position, the previously selected safety contour becomes
unavailable, Safety contour alarm is generated. In this case, the safety contour is automatically set as equal to
a deeper available depth contour.
Attention! If the depth contour specified by the user is not digitised on the chart, the next deeper digitised
contour available on the chart will be accepted as the safety contour.
l In the absence of chart under the ship position, Ag. monitoring off warning is generated.
Attention! It is advisable to check the largest scale charts for the availability of dangers to navigation (on
smaller scale charts objects can be plotted with inferior accuracy).
Safety alarms are set on the Safety Alarms page of the Monitoring panel.
The main means of determining the safety alarms and warnings operation is the Safety Frame. Dangerous
objects turning up within the Safety Frame cause generation of a relevant alarm or warning.
The Safety Frame is a rectangle, the user setting position of its sides relative to the ship.
The Safety Frame is oriented along the COG. The Safety Frame size in front of the ship symbol is determined
by the distance traveled by the ship in the COG direction at the current SOG in the time set by the user in the
Ahead box. This time can be set within the range of 1 to 15 minutes. The Safety Frame dimensions set in the
Port and Starboard boxes (from 0.01 to 4.0 NM) are counted from the CCRP in the directions perpendicular to
the COG-SOG vector.
The check of charts consists in the search for the objects identified as a danger to navigation. For the alarm to
be generated at the time when the danger to navigation turns up within the Safety frame, as well as when it
crosses safety contour or area type objects, the largest scale charts available under the ship position are
used.

The alarms and warnings are generated for the following chart objects:
l Isolated dangers to navigation if Nav. Danger checkbox is checked (determined by the value of the
operator set safety depth).
Isolated dangers include the following objects:

o Explosives;
o Fishing ground;
o Foul ground;
o Distinctive depth, submerged obstacle;
o Drying danger;
o Rock;
o Shoal;
o Drill hole;
o Sunken ship with parts of hull over the water;
o Updating objects which have “Danger” and/or “Depth” attributes;
o Symbols of NAVTEX messages with “Danger” attribute.
l Land chart objects if Land Danger checkbox is checked;

l AIDS to Navigation objects if AIDS to Navigation objects checkbox is checked;
l Safety contours if Safety contour checkbox is checked (determined by the value of the operator set safety
contour);
l Area type objects if the appropriate checkboxes are checked in Area alerts group on Safety Alarms page of
Monitoring panel. The list of objects is divided into two groups:
o Basic areas are a group of main areas tracked in accordance with IEC-61174 standard;
o Additional areas are a group of additional areas which alarms are implemented for.
l NAVTEX polygon.
Charts are checked for the presence of dangers in two cases: during the route planning and sailing in the
monitoring mode.
Two criteriaare used: to analyse “Best scale” charts only, and all those available in the collection (“All charts”).
When sailing in the monitoring mode, the check mode is selected on the Safety Alarms page of the Monitoring
panel, and when the planned route is checked – on the Check Route page of the of Advanced Planning or Route
Editor panels.

Page Safety Alarms of Monitoring panel Page Check Route of Advanced Planning panel
If parameter Best Chart is selected:
l In monitoring mode, NS4000 extracts objects from the best scale chart under vessel position. If the
actually loaded is not the best scale chart, objects from the loaded chart are extracted in addition to
object from the best scale chart;
l In route check mode NS4000 selects only best scale charts of every format, which data coverage falls
under the route. Objects from the selected charts are extracted for warn the user.
If Best scales is selected, selected for each route leg are the maximum scale charts which this leg passes
through, and the check is made on these charts as, e.g., shown in the figure below.

E.g., for a check of the WP18-WP19 leg, charts 04, 03, 02, 04, 01 will successively be used:
Point Available charts Scale Format Result
1 01 1:90.000 TRS 01
2 01 1:90.000 TRS 04
04 1:90.000 ENC
3 01 1:90.000 TRS 03
03 1:45.000 TRS
04 1:90.000 ENC
4 01 1:90.000 TRS 02
02 1:45.000 TRS
04 1:90.000 ENC
5 01 1:90.000 TRS 04
04 1:90.000 ENC
6 01 1:90.000 TRS 01
If parameter All Charts is selected, objects from all charts under route or vessel position are extracted for
generating alarms.
If there is ‘No Data’ for some area on the best scale chart is found, then the system check next chart for
dangers. If on the next charts there is still ‘No Data’ found, then No Chart caution will be given.
Navigational Alarms
Enroute, the own ship position should be taken into account as accurately and reliably as possible.
Navigational alarms are intended for alerting the navigator to the change of own ship and chart information
display conditions:
l If the user-set value of difference between the positioning systems’ readings is exceeded, provided the
Prim/Sec diverged checkbox is checked, the alarm with the same name is generated;
l As the ship sails beyond the chart boundary, with chart autoload mode off, Off chart alarm is generated;
l Sounder depth is a set minimum depth, which determines the depth compared to the sounder readings.
As a depth smaller than the set value is received from the sounder, Sounder depth warning is generated:

l If anchor points 1 or 2 gets beyond the user-set 1 or 2 rings, with the Anchor 1watch or Anchor 2 watch
alarm is generated (checkboxes in Alarmcolumn should be checked). Anchor points 1 and 2 are set on the
ship contour during the installation in the System Configuration utility. (see document Multi-Functional
Display. (v. 2.00.330). Installation Guide Part I (edition 2), Chapter 2, section MFD Configuration , paragraph
MFD Settings):
The centre of the anchor watch ring is set automatically at the moment of pressing the Down button, and
corresponds to the anchor point position at this time. With the use of the By Cursor button, the user
him/herself sets the anchor watch ring centre with the cursor on the Chart panel.
As this is done, the chart panel shows bearing and distance from the ship’s bow/stern to the relevant
referencing point.
Alarms connected with the system of coordinates used in the MFD, also belong to this group:
l If there is a chart under the ship symbol, whose system of coordinates is not identifies (datum of the
source paper chart is unknown), and the coordinate offset is equal to zero, Chart datum unknown warning
is generated. For ARCS format charts, an additional warning window is also displayed in this case;
l The ECDIS task uses the system of coordinates based on WGS-84 datum. Information on the datum set in
the PS receiver is contained in DTM sentence. If DTM sentence is not transmitted from the PS receiver,
the ECDIS task assumes that the system of coordinates set in the PS receiver as WGS-84. If some other
system of coordinates is set in the PS receiver, Prim. not WGS 84 or Sec. not WGS 84 alarm is generated,
warning the operator that the received coordinates do not comply with WGS-84 system of coordinates;
l If an electronic chart under the ship position does not comply with ENC standard No official chart warning
is generated.

Route Alarms and Warnings

Route alarms and warnings alert about the ship’s exit beyond the boundary of set limitations during the sailing
along the route and according to the schedule. The alarm is generated according to the following principles:
l As the ship deviates from the plotted ship course to a value exceeding the set in Off leg course input
window, Course difference alarm is generated;
l As the ship deviation from the route leg exceeds the set value, Out of XTD alarm is generated;
l If the ship schedule is not observed (the ship is ahead of or behind the schedule), Ahead the schedule or
Behind the schedule warning is generated;
l As the ship approaches the next WPT, the WPT approach alarm is generated upon approach to the WOL
at the advance time set by the operator;
l As the ship passes the last WPT of the monitored route, End of route warning is generated.
The aforementioned alarms are enabled and their parameters set on Route Monitoring page of Monitoring
panel.

Target/RadarAlarms and Warnings

Target/Radar warnings alerts about events connected with targets and sensors, which transmit target
information to the MFD:
l When targets are handled the principal safety parameters are CPA and TCPA:
The set CPA value determines the distance of the closest point of approach to the targets whose
information is supplied by the sensors, whereas TCPA stands for time to the closest point of approach. A
target is dangerous when both, its CPA and TCPA values are smaller than CPA and TCPA values set in
Warning group of Targets panel. In this case CPA/TCPA alarm is generated.
The symbol of a dangerous target is a red coloured circle:
The symbol of the dangerous target is flashing until CPA/TCPA alarm is acknowledged. For the AIS targets, no
CPA/TCPA calculations are made in the absence of the COG or SOG.
Vectors of dangerous targets are shown on ECDIS task screen in the red colour. Targets’ tracks tracked
and displayed on the ECDIS task screen are automatically saved (archived) to day files.
l With a loss of a radar target (no echo for one minute), information whereon is supplied by the RIB, Lost
target alarm is generated;
l With the appearance of a radar target in the Guard Zone, Guard zone target alarm is generated;
l When an AIS message is received, AIS message warning is generated.
AIS Warnings
This group of warnings is used in the operation with AIS transponder in the following cases:
l MMSI number set in the System Configuration utility has been changed in the navigation system for the
MMSI number set in AIS transponder – MMSI Number changed;
l IMO number set in the System Configuration utility has been changed in the navigation system for the
IMO number set in AIS transponder – IMO Number changed;
l In the AIS the ship name has changed to the set in the System Configuration utility – AIS Name warning;
l In the AIS the ship call sign has changed to the set in the System Configuration utility – AIS Call warning.

Other Alarms
This group includes alarms which do not belong to any other groups.
Part of them signalise that a certain time event has occurred. The alarm is triggered off according to the
following principles:
l At the time set for the change of time zones. The time is set on Time Zone page of Config panel in the ECDIS
task by specifying the switching moment and new local time. At the switching moment, the time is
changed automatically, and Time zone changed warning is generated:
l At the time set on the timer on General page of Config panel in the ECDIS task for the following purposes:
o Generation at a certain time (Timer went off alarm);
o Generation at certain time intervals (Timer went off alarm);
o Generation a certain time before the end of each specified watch (End of watch warning):
This group also includes alarm messages which signalise about the maps being full. Maps can include a
definite number of objects (up to 30 000 point type objects). As the map is filled to a certain level, an alarm is
triggered off according to the following principles:
l As 95% level is reached, Add Info Warning is generated;

l With the 100% filling, Add Info Chart Full warning is triggered off, and no more additional objects can be
plotted on this chart.
Attention! The map cannot be filled to more than 100% unless two large-size charts are merged by using
Merge function.
l With the decreasing of free space on the hard disk where the archive information is recorded down the
value, which set on the Tracks page of INS panel in the System Configuration utility (see document Multi-
Functional Display (v. 2.00.330). Installation Guide Part I (edition 2), Chapter 2, section MFD Configuration,
paragraph MFD Settings), Disk space low warning is generated. It alerts the operator about the necessity to
change the recording parameters or to free the hard disk.

Sensors Alarms
Sensors alarms about presence of incorrect data from external sensors, or about absence of this data, which
are selected as sources of the data. These alarms are not generated unless the connected sensors have been
selected by the user for the information sources. The alarms of this group are generated according
to the following principles (see also Annex D):
l When there is not data from the external sensor (sensor failure or connecting cable broken), a relevant
alarm is generated;
l When sentences received from sensors have empty fields which should have contained necessary data,
or contain unreliable data, appropriate alarms are generated;
l With the use of the GPS differential mode, by default, 10 seconds are set for the delay time in case of the
DGPS signal loss. If the differential mode is not restored during this time, Prim. Diff. mode lost warning is
generated;
l If reference points are used for determining speed over the ground, with the drop of the last reference
point from tracking, Echo reference loss alarm is generated.
Chart Warnings
On the ECDIS task, with the original chart scale differing from the current screen scale, the Control Panel
displays warning messages:
l Not recom. scale – scale of the current chart display is up to 5 fixed points larger than that of the paper
original;
l Dangerous scale – scale of the current chart display is more than 5 fixed points larger than that of the paper
original;
l Layers lost – not all the information layers of “Standard display” are shown;
l Look up better chart – larger scale chart is available for the vessel position than that in use.
For the operator information, the following warnings may appear on RADAR task:
l Not recom. scale – the range scale decreasing so that the current chart display scale is up to 3 fixed scale
values larger than the original scale;
l Dangerous scale – the range scale decreasing so that the current chart display scale is 3 or more fixed scale
values larger than the original scale;
l Charts Inaccessible – electronic charts cannot be displayed if there are no ship coordinates and gyro
course.

Hardware Alarms
Hardware Alarms are generated by faults in the operation of hardware, which the system consists of:
l In the case of faulty or absence of connection with the display, or incorrect settings in the System
Configuration utility, Display unit fail alarm is triggered off.
If there is no information on MFD display, the triggering off of this alarm is indicated by the flashing of
<Alarm> key on ES6 keyboard;
l In the case of broken connection with ES6 keyboard, or incorrect settings in the System Configuration
utility, Keyboard disconnected alarm is triggered off;
l If information on the scanner antenna revolutions is not available, Bearing failure alarm is generated;
l In the absence of information on the direction to the own ship head line, Head Marker failure alarm is
triggered off;
l With the loss of control of, or absence of connection with the scanner, or if it has no power supply,
Scanner Control alarm is generated;
l In the absence of a trigger pulse from the scanner, Trigger failure alarm is generated;
l In the case of low level or absence of video signal from the scanner, Radar Failure alarm is generated.
In this case, the PPI displays Radar Video Failure warning.

Stabilization Warning
Stabilization warning is generated by the loss of the set stabilisation mode. In this case, positions of the own
ship and targets are not stabilised. An appropriate warning appears on the Display Panel.
There are two stabilisation modes:
l Sea stabilization – for this mode to operate in the standard manner, it is necessary to have correct values
of the ship speed and course through the water:
o HDG/STW(LOG);
o CTW/STW(DLOG).
l Ground stabilization – for this mode to operate in the standard manner, it is necessary to have correct
values of the ship speed and course over the ground: COG/SOG and HDG.
If this data is not available or incorrect, the current stabilisation mode is canceled, and Lost stabilization
warning is generated. Usually triggered off together with it is an alarm about the absent or incorrect
parameter, which caused to the stabilisation mode to be canceled.

Chapter 5.
Routes and Schedules
This chapter provides a description of the route planning and schedule generation
principles.
Route Planning 112
Route Elements 112
Route File Format 114
Route Generation 115
Route Editing 116
Schedule Calculations 116
Schedule Generation and Editing 116
Schedule Calculations Taking into Account the Effect of Currents 118
Check of the Schedule 118
Route Checking 119
Dangers Taken into Account During the Route Check 119
Quick Dangers Review 120
Check Editor 120
Editing of a Previously Created Route 120
Work with Multiroutes 122
SAR Routes 123
Route Monitoring 126
Sailing Along the Route 126
Obtaining of Information on the Voyage Schedule 128
Route Planning
Attention! WGS-84 datum is used for the calculations of all the ranges and directions.
Route Elements
Data associated with routes and schedules in the ECDIS task are presented in a graphic and tabular form:
The route is displayed by superimposing a transparent layer containing route elements only, on the ECDIS
task screen chart information. The following route elements are displayed on the ECDIS task Chart panel:
l Waypoints – display of points in the set coordinates (Lat/Lon) with numbers (WPT) or names (Name);
l Route legs – straight (RL) or arch shaped (GC) legs connecting waypoints successively and having certain
length (Distance) and direction (Course). The aggregate length of the route legs represents the route
distance (Total Distance);

Chapter 5. Routes and Schedules • Route Planning 113
l XTD – lines parallel to the route line and limiting the set deviation (XTD) to the left and to the right of the
route leg. These lines are used for the timely alerting about the exit beyond these limits in the navigation
mode. The portside and starboard limits of the XTD are shown in the red and green colours respectively;
l WOL – WOL is a line upon crossing which it is necessary to angle the rudder to turn in to the next leg of
the route;
l Turn radius arch – an arch of the set radius (Turn Radius) circle inscribed in the angle between two adjacent
route legs (used for the display of the approximate ship track on a turning circle).
Attention! Distance, Course and Total Distance route elements are calculated automatically and cannot be
changed by the operator in the table.
The plotted route is shown on the ECDIS task screen in the form of rectilinear (route legs) and curvilinear
(turn radius arcs) segments.
Calculations of the route elements are made in the following manner:
l the inscribed circle’s tangent point on the current and next route legs is found. The radius of the circle is
equal to the set turn radius. This point is the reference for further calculations;
l the lead distance (F distance) set on General page of Config panel is laid from turn origin point in the
direction of the current route leg start;

l the line which passes through the route leg in the F dist point is referred to as the WOL. The WOL is
generally parallel to the next route leg. The exception is formed by an acute (< 30°) or obtuse (> 150°) angle
between the adjacent route legs, as well as by the route’s end point. In the former case, the WOL will
have a 30° tilt regardless of the angle value, and in the latter case, it will be perpendicular to the leg.
< 30° > 150°
In the case of the route’s end point, the WOL is perpendicular to the last leg and passes through the WPT
itself.
The WOL length is set so that it is 1 NM. If the scale is set at 1:100 000 or less, the WOL is equal to 20 mm.
Route File Format

Route data is stored in a file with *.rt3 extension. A single file contains individual schedule and route which
is described by WPT’s with the following characteristics:
l WPT number (the first waypoint has 0 for number);

l WPT name;
l Coordinates;
l Leg form – GC or RL;
l XTD;
l Turn radius arch parameters.
The Navi-Sailor versions (NS 2400 and NS 2500) used *.rte route format, whilst MFD operates with *.rt3
format only. To convert route files from the old format to a new one, a special converter is built into the Data
Tool utility. In addition, this converter allows performing operations on files containing route data (copying
and deleting).

Chapter 5. Routes and Schedules • Route Planning 115
Route Generation
The route generation principle consists in setting WPT coordinates and the type of sailing between them: RL
or GC. This data is used for the automatic calculations of:
l Distance between WPTs, distance from the start of the route to each point and total distance of the entire
route;
l Initial direction of the general course from each WPT to the next one.
This principle contains the minimum and necessary amount of data for the route generation. In addition,
assigned to each WPT is its own name. It is worthwhile to use this kind of functionality for a brief
characteristic of a certain WPT.
There are two ways to generate routes:
l Graphically. When this method is used, WPTs are plotted on the electronic chart with the graphic cursor.
Such cursor is handy for a swift change of sailing area display. The disadvantage of this method consists in
that it does not allow the type of sailing to be determined (RL/GC), or additional parameters (XTD
and Turns radius) to be entered for the display of appropriate route elements.
Cursor method which is a variation of the graphic method, allows each successive WPT to be entered in
the cursor information window by the coordinates, or bearing and distance from the previous point. This
method allows XTD to be entered for the route leg which is being plotted.
l In a tabular form. This method is based on the manual input of all the route parameters in special tables
on Route Editor panel. The drawback is that it does not allow viewing the areas where the route is plotted
beyond the ECDIS task screen, which may cause errors.
For the operator’s convenience, there is a facility for the automatic change of methods in the ECDIS task. In
this case, if the cursor is within the limits of the chart screen, it is assigned the former method function, whilst
a double click on the cell allows data to be edited in a table.
Route generation procedures (with the assigning of a new name):
l Generation of a new route: a route is first created and then saved via Save function;
l Generation by editing an available route: an existing route is edited and then saved via Save function;

l Generation by the automatic merging of several routes: the route which is being edited is linked
automatically, by using link to function an already existing route selected from the list, and is then saved
by using Save function under the existing or a new name;
l Generation of a reverse route through the automatic re-calculations: an existing route is selected and re-
calculated automatically by using Reverse function to obtain the reverse route; it is then saved via Save
function under the existing or a new name;
l Semi-automatic generation of a new route by the types recommended by IAMSAR manual.
Route Editing
An existing route can be edited by using a graphic or tabular method with the limitations inherent in the
route generation methods.
The graphic editing allows WPTs to be created, moved and deleted. When points connecting leg with
different configurations are created and deleted, the re-drawing is made according to the following principle:
Attention! When editing the route, you should remember that changes in the route parameters cause all the
schedules generated on the basis of this route to be deleted.
Schedule Calculations
Schedule Generation and Editing
A schedule is a pre-calculated ship sailing timetable based on the created route. There are the following
schedule elements:
l ETD – Estimated Time of Departure;

l ETA – Estimated Time of Arrival;
l Stay – time of stay in a WPT;
l Time Zone – it is set as required for each WPT which the ETA should be calculated for, the time zone of the
place where this WPT is located, taken into account; for the start point of the route, the time zone should
also be set;
l Speed – speed on a route leg;
l TTG – calculated time enroute from one waypoint to another (Time To Go);
l Total Time – pre-calculated total time of proceeding by the schedule (Stay time not taken into account);
l Average Speed – pre-calculated total time of proceeding by the schedule.

Chapter 5. Routes and Schedules • Schedule Calculations 117
Attention! TTG, Total Time and Average Speed schedule elements are calculated automatically and cannot
be changed by an operator in the table.
Depending on the initial data, three types of schedule for the motion along the route can be created (see
picture, entered parameters are shown in black colour, calculated parameters is shown in grey colour):
l ETD and speed on each route leg (Speed); in this case TTG, Total Time and ETA are calculated:
l ETD and ETA (+Stay) in the route start and end points. TTG, Total Time and Speed (Average Speed) are
calculated:
l Combined schedule – with the set speeds (Speed) and ETA in the selected intermediate WPT’s:

Schedule Calculations Taking into Account the Effect of Currents

The schedule calculations can take into account the time of stay in a WPT (Stay), change of time zones (Time
Zone) and environmental factors effect on the basis of the MFD navigational databases. Such environmental
factors include:
l Tidal currents;
l Surface currents.
Calculations of the current effect are carried out automatically according to the following pattern:
l The current effect time is calculated from the ETD with 30 min discretion; calculations of the resulting
current vector are made in the waypoint spaces at a distance which the ship will be covering every 30 min
if proceeding at a set speed ( Speed);
l An intermediate route point corresponding to such discretion is determined (part of the route in case of
the set ETA, or calculated distance in case of the set Speed);
l Current vector in the given point is determined by the interpolation of the closest vectors in the points
where the required current is determined from the database, 30 min resulting current vector is calculated;
l Projection of the resulting currents vector on the route leg is calculated;
l The next intermediate point is calculated (for the known speed, the current taken into account) and the
process is repeated;
l The obtained data is summed up and, depending on what is set: Speed or ETA , the unknown value is
calculated for the route leg;
l For the ETA calculations for the final WPT, time on each route leg is summed up, stays in WPT’s and
change of time zones taken into account.
Several schedules can be calculated for a single route as required, taking into account drift and currents or
none at all. In this case, each schedule is required to be saved under its own name.
Check of the Schedule

A check of the generated or edited schedule for the correctness of parameters is made automatically. If an
error is identified (e.g., ETA time is larger than the ETD), the probable incorrect parameter will be specified in
the message about an error in the schedule calculations.
In addition, before saving a schedule, it is necessary to ascertain that all the conditions for the schedule
monitoring enroute in the navigation mode will be fulfilled:
l The route which the schedule is based on, has been saved;
l The required voyage schedule has been generated;
l The time will agree with the turn-on criterion, i.e. it will be within [t ; t ] ±10% interval (where t is ETD
1 2 1
from the start WPT; t is ETA in the last WPT). This condition may be noted in a different way:
2
[ETD - (ETA - ETD)/10] < [ETD + Total_Time + Stay] < [ETA + (ETA - ETD)/10].

Chapter 5. Routes and Schedules • Route Checking 119
Route Checking
As the route is planned, especially in case of a large route leg, it is necessary to ascertain that the route has
not been plotted through the dangers to navigation.
To facilitate the route planning taking into account dangers to navigation encountered on the vector charts,
the ECDIS task implements the mode enabling the check of a route for the availability of dangers to
navigation, with a capability to edit the route at the same time.
Dangers Taken into Account During the Route Check

The check of a route takes into account all the charts on a scale larger than the value set on Safety Alarms
page of Monitoring panel. Subjected to the check are either the Best Scale charts, or All Scales charts
depending on which criterion is selected on the Safety Alarms page of the Monitoring panel.
The route is checked for the presence of the following groups of dangers to navigation within the zone limited
by the XTD (set on Route Editor panel):
l Safety parameters set and activated on Safety Alarms page of Monitoring panel:
o Safety depth;
o Safety contour.
l Line and area type objects activated on Safety Alarms page of Monitoring panel:
o Basic Areas;
o Additional Areas.
l Isolated dangers to navigation;
l Updating objects with “Danger” and/or “Depth” attributes (charts should be loaded in Manual Correction
panel);
l Symbols of NAVTEX messages which have “Danger” mark.
If the check of a route leg taking into account the set XTD has revealed some of the aforementioned dangers
to navigation, Check page of Route Editor panel displays a message containing the following information:
l Number of the danger to navigation in the order starting from the beginning of the checked route
segment;
l Total number of dangers detected on the checked route leg;
l Route leg on which the danger to navigation has been detected (start WPT – end WPT);
l Type of the detected danger to navigation or the word Danger if the type is not identified;
l Number of the chart where the danger was detected (updating objects are not displayed);
l Source of the danger (for the updating objects and NAVTEX message symbols).

Quick Dangers Review

After the dangers to navigation have been detected on the set route segment, they can be promptly viewed.
The detected dangers are displayed on the Chart panel by pressing Show on chart button. As this is done, the
danger is displayed on the chart where it was detected. The chart is loaded on the original scale. The danger
to navigation is shown in the centre of the Chart panel and is highlighted with a flashing circle.
To view successively the dangers to navigation detected on the checked route segment, use buttons.
All the other functions of Route Editor panel are disabled until Accept button is pressed.
Check Editor
To turn on the mode of checking the created or edited route, use Check Editor checkbox of Check page on
Route Editor panel.
Creating of a New Route Leg

As a route is created or edited by using either the graphic or tabular method, the route is checked for the
availability of dangers to navigation by the following main principles:
l The check is not started until the end point of the route leg is set; before this moment, it is possible to
change the route leg elements (if the graphic method is used, with <Tab> key in the cursor window);
l The check is made in the direction from the route leg start point to the end point within the set XTD;
l As dangers to navigation are identified, Check page displays a message about the first detected danger;
l Messages about the rest of dangers detected along the route leg can be viewed, one by one, by using
button; if it is necessary to return to the viewing of the previous danger, press button;
l To turn off the plotted route leg checking mode, press Accept button: the cursor returns to the end point
of the plotted route leg and is ready for the plotting of the next route leg.
Editing of a New Route Leg

When dangers to navigation are detected during the route planning, it may become necessary to correct the
route so as to avoid the identified dangers to navigation. To do this, use Edit button in check mode. When it
is pressed, the cursor returns to the start point of the plotted route leg, and the plotting is made by the
operator who takes into account the detected danger. After the input of the route leg end point, there is
another check for dangers to navigation. The final WPT input will not be made until Accept button is pressed.
Editing of a Previously Created Route

To check and edit a previously created route, load it in Route Editor panel.
The check of a previously created route is made by pressing Check Route Planning button. The check process is
shown by the Progress bar and can be interrupted at any moment by pressing Stop button.

Chapter 5. Routes and Schedules • Route Checking 121
After the end of the check, Check page displays a message about the identified dangers to navigation, or to
the effect that no dangers have been detected:
To edit a previously created route, it is necessary to turn on Check Editor function on Check page of Route
Editor panel.
During the route editing, its check for the availability of dangers to navigation is made according to the
following rules:
l The start or end WPT has been moved or added. After the change of the WPT position, two legs after it
will be automatically checked for dangerous to navigation.:
l A WPT in the middle of the route has been moved or added. After the change of the WPT position, two
legs before the changed point and two legs after it will be automatically checked.

l XTD has been changed without change in the WPT position. The check which carried out takes into
account the altered XTD.
If dangers are still detected on the edited route segment, it can be edited again by pressing Edit button on
Check page. In this case, the cursor returns to the edited WPT on the Chart panel. The final editing is
performed by pressing Accept button on Check page. As this is done, the cursor returns to the Chart panel in
the form of an acquisition marker, and can be used for editing any other WPT.
Work with Multiroutes

During the ECDIS task operation, as many routes can be created as the user may require.
Depending on their purpose, the routes created by the user can be displayed on the Chart panel in the
following way:
l Brown colour – all the routes loaded in Route Editor panel;

l Blue colour – one of the routes loaded in Route Editor panel, which is currently active. To activate the
route, press the button with its name. As this is done, its data displayed in the table, and the route can be
edited. For each route, you can select one of associated (created) schedules whose data will appear
in the relevant table columns;
l Red colour – one of the routes created in Route Editor panel, which is currently being monitored. It is used
for the navigation mode (permanent monitoring of the ship position) and is loaded in this mode on Route
Monitoring page of Monitoring panel. You can unload this route as required and load any other route for
the Navigation mode. In the course of the voyage, the user can edit the monitored route on Route Editor
panel.
The aforementioned routes can be simultaneously displayed on the ECDIS task screen.

Chapter 5. Routes and Schedules • SAR Routes 123
SAR Routes
With the use of SAR function, routes are generated in accordance with patterns recommended for search and
rescue (SAR routes):
l Expanding Square:
To generate this SAR pattern, it is necessary to enter additional data on the Number of Legs in the pattern
and length of the initial WPT1-WPT2 segment (Length of Starting Leg).
l Parallel Track/Creeping Line:
To generate this search pattern, it is necessary to enter some additional data: on the Number of Legs in the
pattern, each Leg Length and distance between the adjacent legs (Track Spacing).

l Sector Search:
To generate this search pattern, it is necessary to enter some additional data on the Number of Sectors,
Search Radius and angle between the adjacent sectors (Turn Angle).
l Track Line Search;
Track Line Search, return (TSR) Track Line Search, non return (TSN)
To generate this search pattern, it is necessary to enter some additional data: on each Leg Length and
distance between the adjacent legs (Track Spacing).
It is possible to select two search pattern types:
o Search may be along one side of track line and return in the opposite direction on the other side (TSR);
o Search may be along the intended track and once on each side, then search facility continues on its
way and does not return (TSN).
l Creeping Line Search;
Ship SAR route Aircraft SAR route

Chapter 5. Routes and Schedules • SAR Routes 125
This search pattern type is used in the joint ship/aircraft rescue operations. To generate this search
pattern, it is necessary to enter some additional data: on the Number of Legs in the pattern, each Leg
Length and distance between the adjacent legs (Track Spacing). Ship speed varies according to the speed of
aircraft and the size of pattern. The relationship among the speed of surface facility, aircraft’s speed, the
track spacing and the length of the search legs is defined by
the following equation:
V = (S×V ) / (L+S)
s a
Where V is the speed of the surface facility in knots, S is the track spacing in nautical miles, V is the
s a
aircraft’s true air speed in knots, and L is the length of the aircraft’s leg in nautical miles.
Before the start of route generation, it is necessary to specify the initial points:
l Operation start point (Own Ship Coordinates) – this is a point where the course is expected to be altered for
proceeding to the search area. This point is the start of the generated route. Coordinates are set manually
or automatically. If Current function is enabled, the start point will automatically acquire the own ship
coordinate values (from the ECDIS task) and will be automatically updated until the route is saved;
l Search start point (Commence Search Point) – it is from this point (WPT1) that the ship starts proceeding
along the selected Search Pattern.
Input of values in Drift and Set fields is required if there is a constant considerable current in the area, and this
is known to the operator. If speed is taken into account (expected Speed during the search operations), this
will enable calculations of the search pattern over the ground so that the pattern will retain its recommended
form relative to the water.

Route Monitoring
Sailing Along the Route
The route loaded for sailing is displayed on the ECDIS task screen in red colour.
An attempt to load a route, whose elements do not correspond to the set values in the monitoring mode,
generates a relevant warning.
From the moment of route loading, the system starts generating data on the mutual positions of the route
elements and the ship, whilst from the time of the schedule count off (turn ON criterion) the ship’s progress
relative to the schedule is calculated.
Information on the sailing along the route is shown in Route Data and Schedule pages on Route data display
of Control Panel.
For the operator’s convenience, the following parameters of the ship’s motion along the route can be set
and changed during the voyage on Route Monitoring page, in Waypoints group:

Chapter 5. Routes and Schedules • Route Monitoring 127
l Next waypoint – the mode of automatic (successive) or manual change of WPT’s. In case of the manual
mode, a window for the input of the next WPT number is activated. The principle underlying such change
is shown in the drawing below:
Here, in the manual mode, WPT4 is set as the next WPT instead of WPT2 as might be expected. In this
case, the ECDIS task takes into account parameters set for the route leg between WPT3 and WPT4.
Accordingly, calculations are made for the mutual positions of the ship and this leg elements. The
schedule is thus re-calculated: the actual time is taken into account as in case of proceeding along WPT3–
WPT4 leg.
It is advisable to use this functionality instead of route editing functions (deleting of a point), as in the
case the schedule is retained.
l The current WPT is changed as the WOL line is crossed. If the ship is beyond the XTD and does not cross
the WOL, the current WPT is changed when the ship crosses the bisector of the angle between the
adjacent legs of the monitored route:
l Radius – (turn radius arc) arc of the turning circle planned for the turn in the given WPT with a set radius.
Such arc is part of a circle inscribed in the angle formed by the adjacent route legs as shown in the
drawing:

Obtaining of Information on the Voyage Schedule

During the sailing along the route, ETA and TTG calculations for any WPT can be made by using a voyage
calculator in Data and Schedule pages of Route Data display.
There may be two versions of the ETA and TTG calculations:
l The voyage schedule is loaded on Route Monitoring page of Monitoring panel.
In this case, TTG to the next WPT (specified in Next waypoint line) is calculated from the following formula:
TTG = DTW / SOG(SMG)
A thus calculated TTG is summed with TTG’s of other route legs from the loaded schedule up to the WPT
selected in the voyage calculator.
ETA is calculated as a sum of the current time and of all the TTG’s to the selected WPT:
l The voyage schedule is not loaded. TTG is calculated as a sum of DTW and all the route legs up to the
selected WPT, divided by SOG (SMG):

Chapter 5. Routes and Schedules • Route Monitoring 129
There may be two versions of the PTA and STG calculations:
l The voyage schedule is loaded on Route Monitoring page of Monitoring panel.By default, or after a press on
Schedule button of Schedule panel of Route data display, the closest WPT which ETA is set for is selected.
PTA for this point is taken from the loaded schedule. If ETA has not been set, PTA to the end point is
taken. In this case, STG will be equal to the speed at which the ship should proceed to the next WPT
in order to reach it on schedule. The point, which ETA is calculated for, is sailed to according to the loaded
schedule. As the PTA is changed, STG will be equal to the speed at which the ship should proceed to the
next WPT in order to arrive in the point which ETA is calculated for, with the changed PTA taken into
account;
l The schedule is not loaded. By default, the last WPT is taken. In this case, "Click to enter" message
appears in PTA line. After the input of PTA, STG line shows the speed at which the ship should proceed
along the entire route in order to arrive in the set WPT at the time (PTA). If the speed is set in STG line, PTA
line displays the time of arrival in the set WPT if proceeded to at the set speed (STG).

Chapter 6.
Logging Functions
This chapter provides a description of principles underlying the maintaining of the
electronic logbook, archiving and playback of the own ship and target track
information, and of the radar picture.
General 132
Ship Logbook 135
Ship Logbook Formation Principles 135
Making Corrections and Safety 139
Archiving Ship Logbook 144
Electronic System Logbook 145
Electronic System Logbook Formation Principles 145
Contents of the Electronic Ship Log 146
Display of Electronic Ship Logbook in Data Tool Utility 148
Own Ship Track 149
Display of the Own Ship Track in the ECDIS Task 149
Track Elements 150
Display of Own Ship Track in Data Tool Utility 150
Target Data 150
Archiving of Target Tracks in the MFD 150
Radar Overlay 151
Archiving of Radar Picture in MFD 151
Log Book, Route Screen Shots Printout 152
Graphic Screen Copy 152
Printing Out of Information 152
General
The data obtained as result of the MFD operation and saved for the further viewing, enables situations,
which occurred earlier during the voyage, to be archived and reconstructed.
The following functionality is used for the recording and display of archived data on the ECDIS task operation
results:
l Ship logbook;
l Electronic system logbook;
l Ownship track;
l Target tracks;
l Radar overlay.
The archived system parameters are saved onto the computer hard disk and can be available for the viewing
in the ECDIS task, Play Back or Data Tool utilities. The data is saved locally on each WS individually, and is not
synchronized. The table shows the group of data archived by the ECDIS task.
Archived parameters Archiving Measurement Precision

discretion units
Detailed track, if it is turned on in the System Configuration utility. 1 sec Degrees, 0_

Coordinates from the primary positioning systems minutes 0.000000
Coordinates from the primary positioning system 10 sec Degrees, 0_

minutes 0.000000
Coordinates from the secondary positioning system 10 sec Degrees, 0_

minutes 0.000000
COG 10 sec Degrees 0.000
SOG 10 sec Knots 0.000
HDG 10 sec Degrees 0.000
STW 10 sec Knots 0.000
Echosounder 10 or 20 sec1 Meters 0.0
Wind 10, 20, 30 or 60 Knots 0.000

sec1
Temperature 20, 30 or 60 sec1 Degrees 0.0
1– the record interval set by the service engineer during installation.

Chapter 6. Logging Functions • General 133
Archived parameters Archiving Measurement Precision

discretion units
Targets (ARPA and AIS) pos. and their status (by CPA/TCPA 10, 20 or 60 sec1 Degrees, 0_
parameter) and GZ minutes 0.000000
Radar overlay 1–60 sec1 -
Route Monitoring Data (Monitoring rout name, monitoring WPT, 10 or 20 sec1 XTD – Meters 0
XTD, WPT selection mode)
The size of archive files containing the logs, own ship track and target tracks, comes to about 50 MB a month.
The size of files with the recording of radar picture is about 1 GB a day; it should be noted that the time of
radar picture recording couldn’t exceed 5 days, whereupon the files are rewritten. Therefore, the maximum
HDD memory size for the storage of system archive information for 3 months, as per the IMO requirement, is
about 6 GB. This is commensurate with capabilities of computers required by the manufacturer for the
installation MFD program. To prevent overfilling of the hard disk, the System Configuration utility provides a
capability on the Tracks page to set the archive data storage time in days, whereupon the old data is deleted
and new information is recorded in its place.
In doing this, please note that its only the operating time of the station with the MFD installed which is taken
into account (i.e., files will start to be deleted if the MFD was not switched off during the set period).
The MFD data archiving capability by the aforementioned functions:
Archived parameters Electronic ship logbook Own ship track Target tracks Radar picture
Primary Position √ √ √
Secondary Position √ √
COG √ √ √
SOG √ √ √
HDG √ √
STW √ √
Depth √ √
Wind √ √
Temperature √ √
Targets position √
Radar overlay √
Route Monitoring Data √ √
1– the record interval set by the service engineer during installation.

The capability to display (in a graphic or text form) archived data in the ECDIS task and the Play Back and Data
Tools utilities by the functions:
l T – text form;
l G – graphic form.
Archived parameters Electronic ship logbook Own ship track Target tracks Radar picture
ECDIS PB DT ECDIS PB DT ECDIS PB DT ECDIS PB DT
Primary Position T T T G G T G
Secondary Position T T T G T
COG T T T G G T G
SOG T T T G G T G
HDG T T T G G T
LOG T T T G G T
Depth T T
Wind T T T
Temperature T T T
Targets position G
Radar overlay G
Route Monitoring Data T T G G
Principles underlying the saving and display of archived parameters and some other data are presented in
the utilities, in the description of relevant functions.

Chapter 6. Logging Functions • Ship Logbook 135
Ship Logbook
Ship Logbook Formation Principles
Voyage data is entered in the electronic standard form Ship Logbook meeting the requirements of IMO
Resolution A.916(22). The Ship Logbook is shown on the Ship Logbook page of the Logbook panel.
Ship Logbook is designed for recording events which occurred during the ECDIS task operation. The table is a
set of rows (events) and columns (event parameters). Events in the Ship Logbook are arranged
chronologically from the bottom to the top. Each event is associated with the following set of parameters:
l Time Local – event date and time (local time is specified (+ Time Zone));
l Event – event name;
l LAT\LON – event latitude and longitude;
l Source – sources of coordinates and the course, their number specified;
l Chart Track – direction of the current monitored route leg;
l GYRO (ERR) – own ship course from the gyro and gyro correction;
l MAG (ERR) – own ship course from the magnetic compass and the magnetic compass correction;
l Press – atmospheric pressure;
l Temp. (air,sea) – ambient and water temperature;
l Wind (dir,speed) – wind direction and velocity;
l DIST (by LOG, SMG) – distance travelled since the beginning of the watch, data from the speed-through-
water and speed-over-ground sensors taken into account;
l RPM – main engine rpm value.
If some sensor is not connected or its data is not available, the cells display the “***” symbol.

Events are entered in the log automatically, there is also a capability to enter the events manually by
selecting them from the available set of events in the Enter Event drop-down list.
There is a capability to select an event either from the Default list or from the Custom list. The customer can on
him/herself add events to the Custom list.
Log Book data with created by user events is readable on any other MFD application in Log Book table only.
Each event is recorded manually in the Ship Log Book required to enter a personal password, the rank and
name of the operator who entered the event.
For compiling a list of persons authorized to edit the log Logbook accounts tab of Logbook Settings page is used.
For each event, recorded automatically or manually, a full set of event parameters (if available) is entered in
the Ship Logbook. The table below shows a list of events and records made in the Comment field at the event
occurrence time.
Event Ship logbook entry Recording Comments

mode
Position Frequency selected Automatically Empty

by user (5, 10,15,
20, 30 and 60 min)
Loading monitored Loaded Route Automatically Route “Name” loaded for monitoring.
route Chart XXXXX


mode
Loading monitored Loaded Route Automatically Route "Name" checked for safety parameters
route checked for (DD.MM.YYYY, HH:MM:SS) loaded for monitoring
safety
Unloading monitored Loaded Route Automatically Route “Name” unloaded from monitoring.
route Chart XXXXX
Man Over Board MOB Automatically l Man over board – ON;

Position: <LAT – LONG>
Date: XX-XX-XX, Time: XX:XX:XX;
l Man over board – MOB position changed by
operator;
Position: <LAT – LONG> Date:
XX-XX-XX, Time: XX:XX:XX;
l Man over board – OFF
Reception of a Position Fix Automatically Position Fix accepted at XX/XX/XX XX:XX:XX

manually obtained Calculated position offset: X.X NM – XXX.X°
position Calculated position: <LAT – LONG>
The following lines of position were used:
XX:XX:XX, BRG=XXX.X°, bound to
<LAT – LONG>
XX:XX:XX, BRG=XXX.X°, bound to
<LAT – LONG>
Primary position has not been updated
(in case of valid GPS)
Primary position has been updated
(in case of invalid GPS)
Change of a WPT on New track Automatically WPT “XX”, Route “Name”, New track XXX,X°
the monitored route Chart XXXXX
Exit beyond Out of XTD Automatically Out of XTD. Route “Name”, Leg WPT XX
the route to WPT XX
End of monitored End of monitoring Automatically End of monitoring route “Name”

route
Change of Time zone Time zone changed Automatically Time redacted “XX.XX hrs”
Time advanced “XX.XXhrs”


mode
End of watch End of watch Automatically Chart under the ship “ XXXXX
Alarms: only common ones for the entire system at
the event occurrence time
Monitoring Route “Name”
Total watch distance
Total voyage distance
Watch officer: Rank, family name
Noon entry Noon entry Automatically Chart under the ship “ XXXXX
Alarms: only common ones for the entire system at
the event occurrence time Monitoring Route “Name”
Total daily distance (distance covered from 12 noon
of the previous day until 12 noon of the current day)
Total voyage distance
Change of safety Safety contour Automatically Safety contour: Previous value=XXm, New value=XXm
contour
Change of safety Safety depth Automatically Safety depth: Previous value=XXm, New value=XXm
depth change
GPS failure GPS failure Automatically GPS failure
Log failure LOG failure Automatically LOG failure – No input
GYRO failure GYRO failure Automatically GYRO failure – No input
TCS mode turned ON TCS mode Automatically Track control turned ON
TCS mode turned OFF TCS mode Automatically Track control turned OFF
System start System start Automatically Empty
Pilot on board Pilot on board Manually Pilot on board
Pilot Off Pilot off Manually Pilot off
Pilot change Pilot change Manually Pilot change
Reporting point Reporting point Manually Empty
Commence cargo Start loading Manually Empty

operations
Checks on departure Departure status Manually Empty
Loading completed Loading completed Manually Empty


mode
Inspection control Inspection control Manually Empty
At anchor At anchor Manually Empty
In the port In the port Manually Empty
Safety record Safety record Manually Empty
Event Event Manually Empty
Change of command Change of Manually Captain XXX has handed over command. /Captain YYYY
command has taken over command..
Records in the Ship Logbook are stored for 90 days, during this time they can be edited, and comments can
be entered. The records are then sent to the archive (see below).
The Ship log book is available on 3 bridge stations only (backup-0, backup-1, backup-2). The priority backup-0,
etc. is set in the System Configuration utility during the installation (see the document Multi-Functional Display (v.
2.00.330). Installation Guide Part I (edition 2), Chapter 2, MFD Configuration section, MFD Settings paragraph). The
Ship Logbook is written from the station with backup-0 and backup-1 priority and synchronised with the rest of
stations via the network. When events, custom events and user accounts are added in the Ship Logbook,
whether from the WS with the backup-0 priority or the WS with the backup-0 priority, they will be displayed on
all the WS’s in the network. In the case of the network breakdown and its subsequent restoration, the Ship
Logbooks on all the WS’s will be synchronised with Ship Logbooks of both, the WS with backup-0 priority and
the WS with backup-1 priority. The events from the WS with backup-1 priority which are not available on the WS
with backup-0 priority will appear there, and the other way round. When the WS with the backup-0 priority is
turned off, its role is passed to the WS with the backup-1 priority, and after it has been turned on, the Ship
Logbook will be synchronized with the Ship Logbook of that WS with backup-1 priority.
Making Corrections and Safety

General
The ECDIS task provides a capability to make corrections in some parameters of the events and enter
comments on the event; the watch schedule an also be edited. To do this, you have to enter the user and
password.
This operation can only be performed by the authorised user who is entered in the list of persons authorized
to edit the log on Logbook accounts of tab of Logbook Settings page.

Editing Event Parameters

Correction of the event parameters are made by authorised users direct in the cells of the Ship Logbook
table. No correction of parameters can be made for Time UTC, Event, LAT\LON and Source. After the input of
corrections in the Ship Logbook, the name of the edited event and the cell where the editing was done are
shown in bold type. When the cursor is positioned on this cell, a hint appears showing the parameter’s
original value, i.e., the value which the parameter had at the moment when the event was entered in the
Ship Logbook.
The history of making corrections is arranged chronologically on the History list tab.
The History list tab shows the following information:
l time and date when the correction was made;

l name of the user who entered the correction;
l edited parameter name;
l initial and corrected value of the edited parameter.

When the Ship Logbook is printed out, the event in which the parameter was corrected, is marked with a
reference to the footnote; the correction will look as follows:
At the end of each day, there is a History list page containing all the references.

Entering Comments
Comments on the events are made by authorised users when the event is entered in a free text format.
The Comment tab only shows the most recent version of comments on the given events.
The Comment tab only shows the most recent version of comment on the given event. The name of the event
which a comment was made manually for is shown in the bold type.
The name of the event which a comment was made manually for is shown in the bold type. The history of
making comments is arranged chronologically on the History list tab.

The History list tab displays the following information:
l time and date when the comment was entered;

l name of the user who entered the comment;
l initial and corrected comment.
If the comment was deleted, the corrected value will have a form of a vacant “***” field.
When the Ship Logbook is printed out, comment on the event in which the parameter was corrected, is
marked with a reference to the footnote; the correction will look as follows:
At the end of each day, there is a History list page containing all the references.

Archiving Ship Logbook

Records over the last 90 days are stored in the Ship Logbook. With the beginning of each new day, the record
for the 90th day is copied to the archive Ship Logbook. Access to these records can only be obtained from the
Archive page. There can be no editing of the archive Ship Logbook.
After entries for 90 days are accumulated in the Ship Logbook, it is automatically packaged and will be stored
in the archive form. Each archive Ship Logbook has a heading: DD Month YYYY – DD Month YYYY. Archive logs
are numbered in the chronological order.
The logbook archiving is preformed in a self-extracting file. The archive logbooks are stored in the MFD for
two years.
The archive Ship Logbooks can be printed out from the Print Settings page by using the Date filter. Provided in
the filter are dates from the first record in the Ship Logbook, stored in the MFD.

Chapter 6. Logging Functions • Electronic System Logbook 145
Electronic System Logbook

Electronic System Logbook Formation Principles
Electronic system logbook is a file where both, navigational and system events are automatically recorded. It
should be noted that any possibility of making changes in or manipulating with this data, is ruled out. In
addition, the navigator can at any moment make a manual entry, enter data on the weather and his/her own
comments in Remarks column. Access to this data and a capability to supplement it is provided both, from
the ECDIS task, and from the Play Back utility.
An electronic system logbook file is formed every 24 hours (with the change of date by UTC time). If the ECDIS
task was switched on and off several times during the date, the data is recorded to a file with an appropriate
date. As this is done, each switching on and off is recorded as an individual event (“START/STOP”). Operations
(deleting, copying, viewing, etc.) on the data file are performed in the Data Tool utility.
The System logbook is presented in the form of a table consisting of horizontal rows (event parameters) and
vertical columns (events). For the convenience sake and in order to provide sorting capability, all the events
are divided into groups:
l Main group: events always reflected in the ship log;

l Sensors group: events connected with the status of external sensors;
l Network group: events connected with the change of the network configuration status;
l Charts group: events connected with the changing chart collection;
l Route group: events connected with motion along the route and according to the schedule;
l Alarms group: events connected with alarm messages;
l Layers group: events connected with the chart object classes;
l Settings group: events connected with the ECDIS task settings made by the operator.
The System Log page of the Logbook panel on the ECDIS task screen can display any set of event parameters
set in Fields window. The display of event groups (except the main group which is always displayed) is set in
Filter window.

A full set of parameters implies the recording of all the relevant data in the table, if the set includes only part
of parameters, then only part of them is recorded (see an example of “START” event display on the drawing
above).
With any of the event groups enabled for the display in the ship log (Filter window), the time when any event
from this group occurs is recorded automatically on the own ship track which is being plotted. Therefore, to
declutter the track display (remove superfluous data), it is advisable to turn off the event groups not required
for the graphic display.
Contents of the Electronic Ship Log

The electronic ship logbook consists of the following groups:
l Main group;
Event Set of documented Notes

parameters
START Full Turning of the ECDIS task on
STOP Full Turning of the ECDIS task off
EVENT Full Event recording at the navigator’s command
WATCH Full End of the watch
TIME Full Automatic recording at the set time
GMT DAY Full Change of date by the UTC
CORRECTIONS Full Input of offset to the ship position coordinates received

from the sensor
TIME ZONE Part Change of time zone
WAY POINT Full Passing of a WPT
PRIMARY OFFSET1 Full Information on the user entered offset to the ship
position coordinates received from the positioning
system
l Sensors group;

parameters
SENSOR CONNECTION Part Connection of a navigation sensor
SENSOR DISCONNECTION Part Disconnection of a sensor
1– event is recorded with “START” and “WATCH” events.

Chapter 6. Logging Functions • Electronic System Logbook 147
l Network group;

parameters
CONNECT TO MASTER Full Connection to the MASTER station
DISCONNECT FROM MASTER Full Connection with the MASTER station lost
l Charts group;

parameters
CHART Part Any change in the chart collection

COLLECTION
CHANGED
l Route group;

parameters
LOAD ROUTE Part Loading of a passage route to be proceeded by in the

Navigation mode
UNLOAD ROUTE Part Unloading of a route from

the Navigation mode
l Alarms group;

parameters
ALARM SET Part Alarm generation
ALARM RESET Part The safety parameter whose exceeded value caused this
alarm generation normalised
ALARM REACT Part Alarm acknowledged by the operator
ALARM ENABLE Part Monitoring of the safety parameter for the alarm
generation enabled
ALARM DISABLE Part Monitoring of the safety parameter for the alarm
generation disabled

l Layers group;

parameters
SET OFF object class Part Presentation of an individual object class of the additional
information display turned off
SET ON object class Part Presentation of an individual object class of the additional
information display turned on
l Settings group.

parameters
(Setting type) SET Part Settings of the safety parameters and chart display
(function indicator position) (autoloading
and scaling) made by the operator
Display of Electronic Ship Logbook in Data Tool Utility

The electronic system logbook data (System Log Book/Traks/Targers file group) is stored in the day files
with *.lbk extension in day folders DD–MM-YYYY, (where: DD – day; MM – month; YYYY – year). These
folders are stored in C:\Transas\TRACK subdirectory.
The following operations can be performed on these files:
l copying onto the external carrier and the other way round;
l moving (these functions are available for the files more than 7 days old;
up to this time, lines with the files are highlighted);
l deleting (these functions are available for the files more than 7 days old;
up to this time, lines with the files are highlighted);
l converting to text format;
l viewing and printing out.

Chapter 6. Logging Functions • Own Ship Track 149
Own Ship Track

Display of the Own Ship Track in the ECDIS Task
The ECDIS task operation in the navigation mode implies the display of the own ship symbol on the screen,
whilst the ECDIS task ship track plotting function referred to as the own ship track function serves for the
monitoring of the ship motion. The track parameters are archived automatically:
The ship’s primary track is reproduced from the archive data and provides the navigator with a set of data on
the voyage history in an easy-to-read form. The archive data provides a day files InsTrack.trk. Such files
store information on the ship motion parameters and colour assigned to the tracks at each integer-valued
minute, as well as the coordinates from the primary and secondary positioning systems every 10 seconds.
There is also a capability to concurrently record the detailed track; to do this, it is necessary to make
appropriate settings in the System Configuration utility during the installation (see document Multi-Functional
Display (v. 2.00.330). Installation Guide Part I (edition 2), Chapter 2, section MFD Configuration, paragraph
MFD Settings). The Detailed Track records coordinates from the primary and secondary positioning systems
every 1 second. Duration of the detailed track storage can be set from 5 to 15 days.
For the reproduction of information in the ECDIS task and the Play Back utility, there is a facility for the
display of an archive track for the date selected from the list provided by Track history function (Track date in
the Play Back utility).
The operator can also select the displayed track plot interval. In this case, it is the detailed track available for
the selected time interval which is played back first, and when it is over, the standard track is played back.
The own ship position and its motion parameters (HDG/STW/COG/SOG) are reconstructed from the day
archive file InsTrack.trk.
The display of the own ship track is static (points with archived coordinates are displayed).

Track Elements
A track displayed in the real time is created from the data of the file for the selected date and contains the
following elements:
l Track colour allows different track segments to be shown in the certain colour assigned to this segment. It
should be noted that the set colour will be used for the display of the track segment created after the
colour is assigned via Track Colour function. The colour of the segment is determined during the voyage
and remains unchanged;
l Track plot interval is distance of the track points from each other. The track may be displayed with a plot
interval of 10 sec (by default) or 1 min at the user’s choice. The selection is made via Plot Interval function;
l Displayed track length: the ECDIS task screen displays the ship track with time tags corresponding to the
events entered in the ship logbook in the specified period of time. A period from 1 hour to 24 hours can
be set via Own ship track function. If zero is set, the display of the track and time tags is stopped.
Display of Own Ship Track in Data Tool Utility

Ownship tracks (System Log Book/Tracks/Targets file group) are stored in the InsTrack.trk files in day
folders DD–MM-YYYY, (where: DD – day; MM – month; YYYY – year). These folders are stored in
C:\Transas\IBS\TRACK subdirectory.
l moving (these functions are available for the files more than 7 days old; up to this time, lines with the files
are highlighted in yellow colour);
l deleting (these functions are available for the files more than 7 days old; up to this time, lines with the files
are highlighted in yellow colour).
Target Data
Archiving of Target Tracks in the MFD
Information on the targets’ motion is displayed on the ECDIS task screen. For the saving of this information,
24-hour InsTargets.tgt files are created, where the targets’ identifiers, coordinates and motion
parameters are recorded over intervals set on the Tracks page in the System Configuration utility. 10, 20 and
60 seconds intervals can be set.
It should be noted that the recorded information reduces the free disk space on the computer which may be
overfilled in case of a lengthy recording. The deleting of unnecessary files is performed in the Data Tool utility.

Chapter 6. Logging Functions • Radar Overlay 151
File Handling in Data Tool Utility

Target tracks (System Log Book/Tracks/Targets file group) are stored in the InsTargets.tgt day files in day
folders DD–MM-YYYY, (where: DD – day; MM – month; YYYY – year). These folders are stored in
l moving (these functions are available for the files more than 7 days old; up to this time, lines with the files
are highlighted);
l deleting (these functions are available for the files more than 7 days old; up to this time, lines with the files
are highlighted).
Radar Overlay
Archiving of Radar Picture in MFD
The radar image is supplied by the RIB hard and software module. The saving of the radar image depends on
the recording interval set in the System Configuration utility (from 1 to 60 sec).
It is necessary to note that the recorded information takes up much space (memory) on the computer hard
disk, which may become overfilled if a large recording duration is set.
The radar overlay recording duration is set from 1 to 5 days on the Tracks page of the INS panel in the System
Configuration utility.
Attention! To avoid data loss, the recording interval parameters may be automatically changed.
File Handling in Data Tool Utility

The radar image (System Log Book/Tracks/Targets file group) are stored in the *.rpr files in Radar subfolder in
day folders DD–MM-YYYY, (where: DD – day; MM – month; YYYY – year). These folders are stored in
l moving;
l deleting.

Log Book, Route Screen Shots Printout

Graphic Screen Copy
The instant recording of the screen graphic copy is obtained by using <Ctrl> + <P> hotkey combination. In the
process, the screen copy is saved in HH-MM-SS.png format (where, HH-hours, MM-minutes, SS-seconds,
when the screenshot was made). The screen graphic copies are stored in Screenshot feature in Data Tool
utility. The file can be exported for subsequent use with the aid of the Data Tool utility.
Printing Out of Information

A facility for printing out of some types of information has been provided for the documenting purposes.
Some data can be printed out directly in the ECDIS task environment and the Play Back utility, other data is
printed out via the Data Tool utility:
l The following data can be printed in the ECDIS task environment and in the Play Back utility:
o ship logbook;
o system logbook; with the use of Print function, events and event parameters, loaded and displayed in
the table as set by the operator, are printed out;
o route; with the use of Print function, data from the planned route table is
printed out;
o data of the received NAVTEX navigational warnings.
l Data Tool utility allows the following groups of files to be printed out:
o log book (it becomes possible to print out after the electronic ship logbook file conversion to the text
format);
o add info (it becomes possible to print out after the map file conversion to the text format);
o route (it becomes possible to print out after the route file conversion to
the text format).

Chapter 7.
Navigation Databases
This chapter provides a description and formation principles of the databases on tides,
tidal and surface currents, as well as the algorithm for the reception and processing
of weather forecasts.
Tides and Tidal Currents 154
Information on Tides 154
Information on Tidal Currents 156
Surface Currents 157
Ports 158
NAVTEX Messages 159
General 159
NAVTEX Messages Database 160
NAVTEX Messages Viewing and Editing 161
Position Display on an Electronic Chart 163
Tides and Tidal Currents

Information on Tides
The tides calculation in MFD is performed on the base of four Main harmonics as well as shallow water
corrections. The calculation process is based on Simplified Harmonic Method of Tidal Predictions that can be
found in different publications, for example Admiralty Tide Tables.
Note: Results of the used method may have minor difference with published Admiralty Tide Tables or other
prediction software, which can use more harmonic constituents; and result can be expected to be greater.
This function allows the following to be displayed:
l Tidal curve specifying the tidal height (in metres and feet) depending on the time (local of ship time);
l Tidal level value which is set by the navigator proceeding from the ship draft and the minimum passage
depth;
l Time intervals marked with vertical lines and highlighted with colour when the tidal height level is higher
than the set one.
Information on tides is selected from the provided table by the reference point. To determine the closest
reference points, it is necessary to set the radius of the area coverage (By Choice function) where the reference
points are located, and to select the centre of the coverage circle by using the cursor (Select). As this is done,
the table and the chart display the names of such points.
Data on the tides in the selected reference point is displayed in the graphic (Diagram tab) and text form (Table
tab).

Chapter 7. Navigation Databases • Tides and Tidal Currents 155
To determine the tidal height at any set time, use the following procedure:
l In case of a diagram – turn on Cursor data function, then on the curve use the up-and-down motion (of
the trackball/mouse) to move the cursor to the required moment of time and get the reading of the tidal
height in the additional information section:
l In case of a table – make a setting in Time Step function and select the tidal height calculations discretion:
The following inequality is used for calculating the safe passage level:
Min. Chart depth + Tidal Height > Draught + UKC
The Min. Chart depth, Draught and UKC values are set by the user, the Tidal Height is taken from the database.
The safe passage level is shown in blue on the diagram, the dangerous passage level is shown in red.
Min. Chart depth is the actual chart sounding specified in the passage point.

Besides, the ECDIS task allows viewing the dynamics of changes in the tidal height in all the reference points
available in the MFD database with an hour discretion (Animate function on the Control Panel Environment
Data display):
Information on Tidal Currents

The MFD tidal current database was generated on the basis of information provided on paper nautical
charts, in the official editions of atlases and tables. In these publications, tidal current vectors for individual
points of the sailing area covered by the given chart or table, are calculated for every hour.
The ECDIS task features a capability to display vectors and take into account the tidal current effect (in the
schedule calculations). Tidal current vectors are shown on the ECDIS task screen in dark blue colour. Vectors
issue from the reference point whose coordinates and current parameters were taken from the
aforementioned sources. For the current ship position, the effective current is determined by
the interpolation between the closest reference points. The Control Panel System Information display shows
the summary tidal and surface current:

Chapter 7. Navigation Databases • Surface Currents 157
In addition to the display of current vectors for the current moment of time, the ECDIS task provides a
capability to view the current change dynamics with discretion of one hour ( Animate function on the Control
Panel Environment Data display). It should be noted that the viewing of the tidal current change dynamics
may be combined with the simultaneous display of tidal height change dynamics in all the reference points
available in the MFD database.
To turn on the display of tidal current speed values, use Current Velocity Values checkbox in Environment Data
display.
In this case, the speed values are displayed on scales of 1:400,000 and larger.
Surface Currents
Information on the surface current was created after the processing of the primary (observed) data of the
American National Ocean Data Centre (NODC and NOAA).
The ECDIS task features a capability to display vectors and take into account the surface current effect (in the
schedule calculations). Surface current vectors are shown on the ECDIS task screen in black colour. Vectors
issue from the reference point whose coordinates and current parameters were taken from
the aforementioned sources. For the current ship position, the effective current is determined by the
interpolation between the closest reference points. The Control Panel System Information display shows the
summary tidal and surface current:

In addition to the display of current vectors for the current moment of time, the ECDIS task provides a
capability to view the current change dynamics with discretion of one month (Animate function on the
Control Panel Environment Data display).
Ports
Information on the ports is based on document PUB 150, “World Port Index” published by the Defense
Mapping Agency, USA. It should be noted that this is only approximate information, which does not
necessarily include all the navigational and other features affecting the safety at sea, or the latest updates. To
make any additions to this data, use ECDIS task facility for maps and updating objects.
Information on the selected port is displayed in a window in the bottom part of the ECDIS task screen, and
contains the following information:
l Name of the port, country and area which the port belongs to (in the top line of the information window);
l Location – port location;
l General info tab contains the following groups of data:
o Harbour – harbour type and size;
o Pilotage – the necessity or advisability of taking a pilot is given;
o Entrance restrictions – list of natural factors restricting the vessels’ entrance;
o Formalities – port formalities;
o Load/offload – cargo handling operations;
o Quarantine – quarantine procedures and documents;
o Tugs – the availability the tugs for docking or anchorage assistance.

Chapter 7. Navigation Databases • NAVTEX Messages 159
l Facilities & services tab contains the following groups of data:

o Communications – available communications;
o Services – provided port services;
o Cranes & Lifts – the availability of the cranes available and what type, and indicates its lifting power in
tons;
o Supplies – the availability of provisions, water, and fuel oil is listed;
o Other – other information.
NAVTEX Messages
General
Warning! The Navtex panel of the ECDIS task which the NAVTEX functionality is handled from, is not available
unless this option is licensed and its correct configuring has been made in the System Configuration utility (see
document Multi-Functional Display (v. 2.00.330). Installation Guide Part I (edition 2)).
The MFD allows real-time reception and processing of text messages from the NAVTEX receiver. The
automatic processing allows the coordinates to be extracted from the text message and this position to be
displayed on the electronic chart.
There are the following functions to be performed:
l Reception of messages sent from NAVTEX receiver to the MFD serial port in ASCII and NMEA format
compatible with IEC 61097-6, Second Edition, 2005-12 (for the message format see document Multi-
Functional Display (v. 2.00.330). Installation Guide Part I (edition 2), Chapter 4, section NAVTEX Sensor Data
Exchange Format );
l Archiving of NAVTEX messages in the NAVTEX messages database on the each WS; the database
synchronising is performed automatically on all the workstations;
l Readout of information from the database, filtering and formation of the Message Table;
l Display of a particular message in the viewing window by selecting it:
o From the message table;
o By “W” symbol (NAVTEX message symbol) displayed in the ECDIS task screen and viewing of
information contained in NAVTEX messages with the use of “Info” functionality.
l User updating of coordinates contained in the messages;

l ECDIS task chart area display of a symbol in the coordinates specified in the message;
l Message printout;
l NAVTEX receiver alarm management (see Chapter 4, section Main Alarms and Warnings Generation
Principles, paragraph Safety Alarms ).

NAVTEX Messages Database

In the MFD, the database of NAVTEX messages is available in each WS and is automatically synchronised on
all the WS’s. If the Update Database button is pressed, a certain time interval (from 5 to 60 min) later these
database are automatically updated. This time interval is set in the System Configuration utility on the Navtex
panel in the Device polling timeout input window. Comparing with the NAVTEX receiver database and adding
missing messages make the updating. Some NAVTEX receivers have a function for the automatic relay of new
messages; in this case, new NAVTEX messages will be sent to the MFD even with the Update Database button
released.
Special attention should be paid to the Navtex Out Monitor function, which is turned on by using the button
with the same name. This function allows all the received messages to be requested from the NAVTEX
receiver, regardless of the filter settings in the NAVTEX receiver itself. If the filter settings have been changed
in the NAVTEX receiver, the button is released automatically, and it should be pressed again to avoid losing
part of the messages.
Messages are deleted from the database in the manual mode by pressing the Delete button. It is also
possible to delete all the messages received before some moment of time with the aid of the Delete till
button. The time specified in the box to the right of this button. After the deleting of messages, databases
in all the WS’s are synchronised:
NAVTEX messages from the database are displayed in the Message Table on the Navtex panel. The use of the
filter allows displaying messages in accordance with the set filter parameters.

The following message filtering parameters can be set in the Filter row for the display in the database:
l Permission to display messages selected by the NAVTEX stations;

l Permission to display the selected message subjects (NAVTEX messages of a certain type: navigational
warnings, meteorological warnings, ice reports, etc.); messages with the following subjects will always be
displayed regardless of the filter settings:
o A – navigational warnings;
o B – meteorological warnings;
o D – SAR messages;
o L – navigational warnings additional to letter “A”.
l Permission to display messages selected by the error rate.
To select messages received (due to inadequate reception) with a large number of errors, the Max error rate
in the received message is required to be set. Messages whose reception error per cent exceeds this value are
not displayed. Setting of the maximum error per cent at 100% means the display of all the messages.
For the operator’s convenience, messages can be sorted. Using the buttons with column names in the
Message Table performs the message sorting. This function allows the following types of sorting:
l By “Danger” attribute – all the messages in the table are sorted by the availability or absence of the
“Danger” attribute;
l By date and time – all the messages in the table are sorted by the reception dates and time;
l By station – all the messages in the table are sorted by stations; messages received from a single station
are sorted by types; messages from a single station and of a single type are sorted by numbers (from the
message heading);
l By subject – all the messages in the table are sorted by subjects;
l By frequency – all the messages in the table are sorted by frequency which they were received on (for
NMEA NAVTEX only);
l By serial number – all the messages in the table are sorted by serial numbers (from the message heading);
l By status – all the messages in the table are sorted by their status (“Protected” or not).
NAVTEX Messages Viewing and Editing

The MFD features a capability to view a NAVTEX message, and also to edit it: to correct coordinates sent in
the messages and to change the message status:
After the message has been displayed in the viewing window, it becomes possible to change the NAVTEX
message status.

The checked Examined checkbox means that the user has read the text of this message.
Messages with the “Examined” status are shown in the Message Table in regular fonts, otherwise in the bold
fonts.
The checked Protected checkbox means that the user has protected this message. In this case,
the word “Protected” is shown in the Status column of the Message Table. This kind of message cannot be
deleted from the database.
In addition to the status, the NAVTEX message can have “Danger” and “Polygon” attributes which affect
alarm generation. In this case, only positions with the “Danger” attribute are processed. This attribute is
assigned via Danger function in the Navtex panel. By default, this attribute is assigned to all messages, which
obtain valid coordinates. In this case, position, extracted from the message, is processed in the MFD as a
danger to navigation. Therefore, upon the approach to the message symbol to the distance determined by
the safety parameter, Nav. Danger alarm is generated (see Chapter 4, section Main Alarms and Warnings
Generation Principles , paragraph Safety Alarms ).
The user can assign the “Polygon” attribute to a NAVTEX message, which contains more than one pair of
coordinates. All the NAVTEX symbols available in this message are connected successively with a line. If the
“Approach to area” vector crosses this line, the NAVTEX polygon warning appears. The triggering off of this
warning can also be turned on in the Additional Areas window on the Navigational Alarms page of the
Monitoring panel (see Chapter 4, section Main Alarms and Warnings Generation Principles , paragraph Safety
Alarms ).
The received valid coordinates from NAVTEX messages which are processed in the MFD, are highlighted in the
message text and are shown to the right of the message in a special window. If the coordinates are received
with errors (“*” symbols), which can be corrected (e.g., errors are insignificant or there are additional data
sources), the ECDIS task has a capability to edit them. The following operations can be performed:
l Editing of coordinate values; at this stage the coordinate value in the table is shown in italic indicating that
the field has been edited by the user;
l Adding of a new symbol position in the message text, a new pair of coordinates shown in italic indicating
that the field has been edited by the user;
l Deleting a symbol position.
The example below shows edited coordinates, which were supplied by the NAVTEX message in an incorrect
form:
After the editing of selected coordinates is completed, it is necessary to confirm the changes you have made
by pressing Apply: the updating information will be saved in the NAVTEX message database.

Position Display on an Electronic Chart

It should be noted that the ECDIS task allows positions whose coordinates are contained in a message to be
displayed on the electronic chart, and to be shown in the form of orange coloured “W” symbol – NAVTEX
message symbol. The type of the position display depends on the message status.
There are two types of position display:
l The message has not been viewed by the user (Examined checkbox is unchecked in Navtex panel):
l The message has been viewed by the user (Examined checkbox is checked in Navtex panel):
If a message contains several coordinate pairs, it is possible to present them on the electronic chart in the
form of a polygon (positions are connected with lines). This capability is implemented via the Polygon function
of the Navtex panel. An example of such polygon is shown in the figure below:

The ECDIS task features a capability to view the text of the message whose position is displayed on the
electronic chart. This functionality is implemented via the Info function (see Chapter 1, section Info):

Chapter 8.
Radar Task
This chapter provides a description of MFD program features.
Video Signal Processing Principles 167
Factors Affecting Radar Operation Quality 167
Clutter Suppression Facilities 172
Radar Features 182
Radar Transceiver Modes 182
On-PPI Image Formation Principle 183
Brightness and Contrast Setting Rules for Radar Picture 184
Display Brightness Adjustment 186
Overlay Colour 187
Radar Transceiver Adjustment 188
Stabilisation Modes 189
Own Ship Presentation Modes 190
Own Ship Motion Modes 190
MFD Operation Modes Availability Table 191
Range Scales and Range Rings 192
Radar Adjustment in the Absence of Targets 193
Radar Reflectors and Beacons 193
Operation for SART Detection 194
Radar Trails 196
Parallel Index Lines 199
Variable Range Marker (VRM) 199
Electronic Bearing Line (EBL) 199
Radar Picture Referencing 199
Performance Monitor 201
Mute (Blank) Sectors 203
Radar Maps 204
Combining Radar Overlay 204
RADAR User Configurations 207
Display of ARPA Targets 208
Targets Tracking Limitations 208

Collision Avoidance 209
ARPA Targets Acquisition and Drop from Tracking 210
Selected Target 212
Guard Zones 213
Past Position 214
Lost Targets 214
Trial Manoeuvre 215
Curved Heading Line 219
Simulator Targets 221
Selected Target 228
Own Ship Data 228
AIS Transponder Alarms 229
Trial Manoeuvre for AIS Targets 230
Turning AIS Functionality OFF 232
Display of Chart Information on RADAR Task 232
Chart Loading 232
Information about Charts and Chart Objects 234
Effect of Errors on Chart Information Display Accuracy 236
Chart Layers Control 239
Chart Object Display 242
Conditions of Displaying Electronic Charts 242

Chapter 8. Radar Task • Video Signal Processing Principles 167
Video Signal Processing Principles

Factors Affecting Radar Operation Quality
General
The main criterion of the radar’s high-quality operation is how adequately the current navigational situation
is understood by the navigator: the targets and navigational obstacles identified.
The radar’s effective functioning is ensured by the following factors:
l High quality equipment installation during the system assembly and setting up of the transceiving
channel parameters;
l Periodic system diagnostics for compensating the components wear in the course of operation;
l Adjustment of clutter suppression parameters to suit the current signal-and-clutter situation.
This paragraph provides general recommendations on the system installation, lists factors causing
deterioration of the radar operation and ways to eliminate them.
There is also description of clutter suppression and recommendations on the adjustment of controls.
Equipment Installation Factors Affecting Radar Functioning Quality

This item provides general recommendations on the antenna installation, cabling and the preliminary
transceiver adjustment, which will allow the radar functioning to be improved.
The antenna installation site should be selected so as to minimise the possibility of the echo reflected by the
ship superstructure (masts, etc.) being received. The minimum distance to the closest obstacle should be at
least 5 metres. Antenna units of radars which have the same band, should be installed at different heights in
order to rule out the direct signal propagation from one antenna to another.
The antenna should be installed in a way which would ensure the all-round view of the space. If there are any
shadow zones (zones obstructed by the ship superstructure) the transmission-prohibited sectors (blank
sectors) should be set.
The antenna installation site should be chosen so as to minimise the cable length from the transceiver unit to
the radar signal processing device. The superfluous cable (waveguide) length may result in the appearance of
spurious signals and worsening of the radar sensitivity.
After the radar installation, the condition of cables should be visually checked for the absence of the cable
bends, twists of the flexible waveguide (for the “down master” type devices), quality of cable connections and
high-frequency connector contacts.
After the radar system installation, the system tentative diagnostics and setup should be performed. For the
radar setup procedure, see document Multi-Functional Display (v.2.00.330). Installation Guide Part I (edition 2) .
After the end of the setup, the transceiver parameters: magnetron current in the transmission mode,
magnetron operation time and others (the list of parameter varies for radars by different manufacturers)
should be entered in the system data sheet.
In the course of operation, these parameters should be regularly checked, at least once a week. In the case of
the parameter deterioration (e.g., decrease of the magnetron current), the system is required to be adjusted.

Attention! The transceiver parameters setup should be performed by trained engineers. Incorrect selection
of parameters may worsen significantly the system operation quality.
The transceiver channel components are required to be replaced at the time specified by the equipment
manufacturer.
Environmental Factors Affecting Radar Functioning Quality

This group combines factors caused by the changes in the radio signal propagation and reception conditions
due to the weather conditions and/or environmental changes.
At the transceiver output, the signal is an additive mixture of useful signals (reflected by targets, navigational
objects, coasts) and clutter. The clutter impedes the navigator’s perception of the navigational situation
because of the useful signals masking. Passive and active clutter is distinguished.
A view of the radar with the suppression clutter turned off is given below:
The clutter characteristics vary considerably, and different clutter compensating facilities are used for their
suppression.
Receiver’s Own Noise
This type of clutter decrease the probability of objects being detected at large ranges, since the target echo
level becomes comparable with the level of the radar receiver noise. The clutter looks like low-brightness
point clutter on the radar screen. The own noise level depends on the radar operating mode and the
outgoing pulse length, to be more exact, on the receiver passband. To suppress this type of clutter, it is
necessary to use the GAIN control (see the next paragraph). The signal-to-noise ratio can be increased by
turning on the signal scan-to-scan correlation mode: “Accumulation” (see the next paragraph).

Sea Clutter
The antenna beam width is about 20 degrees vertically, and in the process of scanning it covers water surface
around the ship, which, firstly, increases the average echo level (dense noise at the PPI origin) and, secondly,
creates echoes from the waves which look very much like useful signals from targets. The level of the second
type clutter depends on the sea: with the calm sea of 0-1 points the clutter is at its minimum and increases
with the growth of the wave height.
This clutter is concentrated in the vicinity of the own ship (within the radar horizon limits), whereas the
maximum water observation distance depends on the antenna elevation.
To eliminate the sea clutter, you should use the SEA control (see the next paragraph). The sea clutter can be
reduced by turning on the signal scan-to-scan correlations (“Accumulation”) which ensured decorrelation of
spurious echoes (see the next paragraph).
Precipitation Clutter
This type of echo occurs when there are volumetric extended objects on the way of the radio signal
propagation: rain, snow, dust clouds. The deterioration of the radar operation quality in the presence of this
kind of clutter is due to the following factors:
l The signal absorption and scattering results in the decrease of the target detection range;
l Echoes from the precipitation create considerable noise masking the useful signal on the screen.
The first cause cannot be eliminated in any way, it should merely be taken into account. To detect targets at a
large distance in the case of intensive clutter, it is advisable to use an S-band radar which less sensitive to the
radio wave scattering.
Table 1. Rain-dependent target detection range reduction. X-band radar

Detection Detection range: rain Detection range: rain Detection range: rain Detection range: rain
range: no of 4 mm/h, short pulse of 16mm/h, short pulse of 4mm/h, long pulse of 16mm/h, long pulse
rain, miles (SP), miles (SP), miles (LP), miles (LP), miles
1 0.25 0.1 - -
3 2.3 1.1 0.4 0.1
5 4.7 3.0 1.0 0.2
7 6.5 4.8 3.0 0.7
9 8.1 6.0 3.5 1.0
11 10.0 7.1 6.2 1.7
13 11.7 8.0 9.2 2.3
15 13.0 9.0 11.6 3.2

Table 2. Rain-dependent target detection range reduction. S-band radar

Detection Detection range: rain Detection range: rain Detection range: rain Detection range: rain
range: no of 4 mm/h, short pulse of 16mm/h, short pulse of 4mm/h, long pulse of 16mm/h, long pulse
rain, miles (SP), miles (SP), miles (LP), miles (LP), miles
1 0.8 0.2 0.1 0.1
3 3.0 2.0 1.7 0.2
5 5.0 4.4 2.0 0.8
7 7.0 6.8 4.3 1.2
9 9.0 8.9 7.4 2.1
11 11.0 10.9 10.0 3.5
13 12.9 12.8 12.2 6.3
15 14.9 14.9 14.6 10.0
To reduce the precipitation clutter noise on the radar screen, it is advisable to use the RAIN control (see the
next paragraph). Note that this control will allow identification of those targets only, whose signal level
exceeds the clutter level.
Clutter Caused by Multi-Beam Radio Signal Propagation (Second Time Echo)
The radar signal has a rectilinear propagation pattern, this is why the echo position on the radar screen
normally corresponds to the actual target bearing. If, however, there are some obstacles (parts of own ship
structured, buildings, etc.) in the radar’s operating area, there may be reception of both, echo which comes
direct from the actual object and the mirror-reflected signal: a signal reflected by these obstacles. As this
occurs, the screen displays a false echo from an object which does not actually exist.
The MFD does not provide any special facilities for the suppression of this kind of clutter. This clutter is
distinguishable by the nature of the false spot motion on the screen, which is due to the changing aspect as
the objects are moving relative to each other.

False Spots Caused by Multiple Echo

If a vertically extended target is close to the own ship, very large vertically, there may be multiple re-mirroring
of a radio signal between the objects. When this occurs, the screen displays a number of spots on a single
bearing. The distinctive feature of such clutter is the repetition regularity: the distance between the spots
distance from the radar to the first spot. The false marks are shown below:
Interference from Other Radars

All the navigation radars of the same band operate on approximately the same frequency. In the intensive
sea traffic conditions, or when there are several radars of the same band on the ship, there may be reception
of signals transmitted by other units. The appearance of this interference on the screen depends on the
repetition period ratio. If the periods differ significantly, the interference looks like bright clutter with small
azimuthal length, arranged chaotically on the screen. If the repetition periods are alike, the interference looks
like bright spirals.
To eliminate the interference, turn on the “Interference Rejection” mode (see the next paragraph). This
rejecter implements two functions:
l It turns on a periodic change of the own radar repetition frequency (the particular frequency change
method depends on the radar type). This ensures “splitting” of a solid spiral into individual fragments
scattered on the screen;
l It turns on the interference detector. As the result, segmented clutter is removed from the screen.
The use of other controls, e.g., the GAIN for rejecting this interference is generally ineffective, since the
interference is distinguished by a large amplitude, and the reduced gain may result in that weak targets will
be missed.

Antenna Sidelobe Clutter

Where a large size target is available in the vicinity of the own ship, the radio signal may be received not only
via the main lobe, but also via the sidelobes. This kind of clutter looks like weak echoes to the right and to the
left of the main spot. The operator may take them to be a group target.
This clutter is caused by target at short distances.
The main method of coping with this clutter is the use of an antenna with a low sidelobe level. The operator
can weaken the signal by using the GAIN control. But in this case, it is necessary to bear in mind that the
quality of detecting far-off targets is impaired, and when large scales are switched over to, the gain level
should also be increased.
Radar’s Own Signal (Main Bang)
This clutter occurs in the case of incorrect matching of the radar high frequency channel elements. Such
elements are:
l High frequency cable between the transceiver and the radar processor (RIB6);
l Waveguide cable between the antenna drive and the down-master radar transceiver.
The signal looks like a bright ring at the PPI origin. This clutter causes increase of the minimum target
detection range: targets at a distance of 0.1 mile are not discernible on the screen.
To eliminate this clutter, it is advisable to reduce the cable length during the system installation, to properly
assemble the high frequency connections and set correct main bang suppression parameters: distance and
level.
Clutter Suppression Facilities

General
For a better display of a navigational situation on the screen, the MFD application implements a number of
controls which allow the radar to be adjusted interactively:
l Gain;
l Sea;
l Rain;
l Interference rejection;
l Accumulation;
l Enhanced video.
None of the aforementioned controls, except for the “Accumulation”, improve the signal-to-noise (signal-to-
clutter) ration – their operation is based on the threshold level formation. Signals exceeding the threshold are
considered to be useful and are displayed on the screen. Signals below the threshold level are considered to
be clutter and are removed.
This section describes the controls’ operating principles, functioning limitations and recommendation on the
high-quality image adjustment.

Processing of Radar Signals in MFD

The processing of video signal takes into account the set gain, sea and rain level. In the oscillograms provided
here the Gain settings are normal: noises are under the threshold curve, and Sea and Rain settings can be
varied:
l The sea setting is minimum – the sea clutter exceeds the threshold.
l The sea setting is normal – the sea clutter is under the threshold.
l The sea setting is normal – the sea clutter is under the threshold curve. The rain setting is different from
zero: you can see the threshold curve circumventing the distributed targets.
Further targets are extracted from the video signal, the set values of gain, sea and rain are taken into
account.
Gain
The GAIN control is intended for stabilising level of clutter from the radar receiver’s own noises. The GAIN
control sets the signal threshold of radar signals displayed on the screen. For correct gain settings, the
control should be adjusted until a “speckled” background (see picture below) is just visible on the screen.

The user can set the desired useful signal detection level, the maximum gain level displaying all the receiver
noise on the screen. The zero level ensuring the display of signals higher than 80 per sent of the maximum
possible level.
An exceedingly high gain level impedes visual detection of targets because of the screen cluttering with
noises. With the low gain level, weak targets are not displayed on the screen, which results in the omission of
targets, even during the automatic detection. The optimum level is provided by the control position whereby
at medium and large ranges (6–12 miles), individual noise spots are displayed. It is ill-advised to decrease the
sea clutter by using the GAIN control, since the wave echo in its amplitude is significantly larger than the noise
level, and the target detection range may be reduced.
If a very high gain level is set, some ghost echoes may appear on the PPI.
Rain
The control is intended for eliminating the large-area screen cluttering with precipitation echoes. In this case,
the target observability in the rain zone is improved.

The control operation is based on the signal differentiation – the calculated estimate of mean is subtracted
from the source signal. The estimated mean calculation apertures is matched with the radar outgoing pulse
length.
In addition to decreasing the rain clutter level, the control reduces echoes from the coasts: it is only the close-
by and far-off coast limits which remain visible.
The rain setting is adjusted to preserve small targets. It is often beneficial to reduce the gain level to optimise
target detection in high precipitation.
Rain clutter creates a high return of noise-like reflections that effectively decreases the signal to noise levels
within the radar receiver. In addition, it creates an attenuation of the radar signal, which also decreases the
signal to noise levels. Both these effects reduce the target detection capability of a radar system. Assuming a
rain height of 1000 m, and constant rainfall within the detection range, the effect on the range of first
detection is as given for S-Band:
and for X-Band:
As well as frequency of operation, the effect depends on antenna horizontal and vertical beam widths and
the pulse length in operation.
The rain facility also improves range discrimination.
In the absence of precipitation within the radar scanned area, it is recommended that the control should be
set in the zero position.

Sea
The SEA control is an adjustment that reduced the sea clutter returns. The sea clutter suppression is rather
complex task. The correct control setting is shown below.
Attention! Never set the control to clear all clutter, but leave a light speckle of sea returns to indicate
optimum sensitivity within the clutter field.
The control operation is based on calculating the average signal level within the radar horizon limits and
assessing the level of clutter form individual waves. The radar operator controls the process of obtaining the
assessment of these components by changing the control position. In the control’s zero position, the clutter
suppression is fully turned off. At the maximum suppression level, the threshold level consists of the
estimated mean level and a constant component corresponding to the maximum possible sea clutter (10
points).If a very low sea level is set, some ghost echoes may appear on the PPI.
Considered to be the optimum position of the control is that whereby individual waves can be seen at a
range of up to 6 miles. A higher suppression level may cause the omission of weak targets in the close-by
zone.
During the ship manoeuvring close to the coasts (in a harbour) at a distance of less than 1 mile from the
coast, it is worthwhile to decrease the sea clutter suppression level, since strong returns from the shore
cause considerable growth of the threshold resulting in the suppression of useful signals.
The MFD application implements the “AutoSea” automatic sea clutter suppression algorithm. It is
recommended that this mode should be used when the ship is in the open sea far from the shore. With the
ship entering restricted waters, it is advisable to use the manual clutter suppression mode.
Joint Action of Sea and Rain Controls

No special limitations are imposed on the joint use of the controls.
The possible interaction consists in that the SEA control can reduce the rain clutter level as the ship is passing
the clouds front, but no full compensation is observed.

In its turn, the Rain clutter reduces considerably the sea clutter level, but individual waves are clearly seen.
Where both types of clutters are available within the close range (up to 5 miles), it us advisable to use both
controls.
For the restrictions on the control position setting see the general directions.

Interference Rejection
The interference rejection principle is based on the scan-to-scan signal correlation. The change of the pulse
repetition frequency causes the solid spiral to be split into individual fragments. The detector finds the largest
amplitude surges in three successive scans and eliminates them. To improve the interference rejection
efficiency, the procedure is repeated three times.
In MFD, such interference is eliminated by changing the trigger pulse frequency for the disparity with other
radars, by pressing IR button.
The clutter suppression algorithm is implemented in the RIB6, so the mode can only be turned on the station
with master rights for the radar in question. The slave stations only show the turning on of the mode.
Accumulation
This algorithm increases the amplitude of targets, stationary relative to the own ship (or moving at a low
speed) as compared to the signals non-stationary in the spatial position: noises and waves.
This functionality enables accumulation of video signal for extracting fluctuating and weak targets.
A weak target’s echo may be unsteadily shown on the radar screen, e.g., out of the 10 consecutive antenna
revolutions, the target is discernible in 5 revolutions only. This effect is due to the changes in the radio wave
propagation conditions. Such targets are rather difficult to detect, visually of automatically. To improve the
detection of such targets, we use the processing of data obtained in several consecutive radar scans.
This provides a considerably brighter display of spots situated in the same spatial point as compared to the
noise and sea clutter.
The formation of the accumulated values does not use the image stabilising for compensating the own ship
manoeuvres, so it is advisable to turn off the accumulation mode during the turns.
Attention! Due to the fact that speed and course of the own ship is not incorporated to this feature, it should
be used on the scales where targets are in relatively static condition. In the tracking of targets moving at high
speeds or targets on small scales, it is necessary to set smaller accumulation to avoid false echoes. Also at high
speed (>10 knots) or agile manoeuvres of the own ship, accumulation has to be set to Low level.

With the choice of the Accumulation level, it is necessary to be guided by the following information:
l Low – for small scales and fast-moving targets;

l Standard – for medium scales and medium speed targets;
l High – for scales of more than 6 NM and slow speed targets.
Enhanced Video Mode

This mode is intended for better visual display of radar marks on the screen in order to facilitate the
navigational situation assessment by the navigator.
The Enhanced Video ensures clearer presentation of the current navigational situation by increasing the size
of the displayed target marks. When the mode is activated, the dimensions are increased simultaneously in
range and azimuth.
The turning on of the mode allows two tasks to be accomplished:
l Increase of the radar mark size in azimuth. For marks in the vicinity of the radar PPI centre, the package of
echoes is compressed visually to form a single monitor resolution element, because of the display of
several outgoing pulses. This algorithm extends this kind of signals. In this case, weak signals (wave
echoes) are not increased in azimuth;
l Increase of the radar mark in range. This algorithm increases the mark size in range and provides better
target discrimination on the screen during the radar operation on large ranges (more than 6 miles).
Besides, there is better observability of targets in the conditions of unsteady radar contact, e.g., because
of the own ship roll or pitch.
The figures show one and the same navigational situation with the mode turned on and off.
The mode implementation is based on the joint use of the video signal processing result with the use of the
clutter filters (Gain, Rain, Sea/Autosea) and automatic detector. Owing to this, even when there is a large
amount of noise type clutter on the screen, it is only the marks supposedly related to the targets which are
increased, rather than all the signals discernible on the screen.
The turning on of the mode worsens the radar display azimuth and range discrimination: two closely-spaced
marks may blend in one.
When such situation occurs, it is advisable to turn off the mode in order to define the actual navigational
situation.
With the incorrect setting of clutter suppression controls and a large number of echoes from the waves,
there may be a large number of enhanced false echoes on the radar screen.

In this situation, it is worthwhile to change the clutter suppression level by using the GAIN, RAIN, SEA controls
for obtaining an adequate image.

Recommendations on Adjusting Quality Radar Image

The following order of setting the clutter suppression controls is recommended:
l Set the radar range at 12 miles. Set the long pulse (LP);
l Set the SEA and RAIN suppression controls to zero;
l Select one or several targets at a distance of 10–16 miles. These targets will be used for the correct setting
of the gain level – reference targets;
l By changing the GAIN control, position down from 100%, keep decreasing the noise level at a distance of
more than 6 miles down to an acceptable level;
l Switch the pulse length to MP and check that the reference target marks are available;
l Switch the radar to the 3 mile range;
l Use the SEA control to set the necessary sea clutter suppression level. As this is done, the necessary
quality of the coast display should be provided;
l Check if there is interference. Turn on the interference rejection mode as required. This mode can always
be turned on;
l The RAIN suppression mode should not be turned on unless there is extensive precipitation clutter on the
screen. In fine weather, the control should be set to zero;
l The “Accumulation” mode should be turned on in the following cases: detection of targets at a distance of
more than 12 miles with the own ship rolling, in the case of high sea clutter level at the ranges of 6–12 miles;
l If the ship is in the open sea, it is necessary to choose the Offshore mode. If it is in a restricted area
(mooring) it is advisable to select the Harbor mode which permits brightness of close-by objects to be
increased.
The correct adjustment of the clutter suppression facilities is shown below.

Clutter/interference suppression controls
Control Purpose Usage limitations

name
IR To reject interference None

from other radars
Gain To eliminate noise Low gain level results in the omission of weak targets
Rain To eliminate rain, snow, Coast signal size is reduced in length

dust clod clutter
Sea To eliminate sea clutter High suppression level results in the omission of weak targets at ranges
of up to 6 miles.
High suppression level results in weaker signal of the shore close by
(coastline)
Accumulation To improve weak target With a high accumulation level, signals from the fast moving targets may
detection and suppress be missed. It is not advisable to use this mode for radars installed on the
sea clutter high speed craft.
Radar Features
Radar Transceiver Modes
Attention! Switching of radar transceiver modes is available only at stations with the status Radar MASTER.
Standby
This is default condition of the radar at switch-on. No radar information is displayed, and antenna
is not rotation. The Standby mode is selected from STBY drop-down list in the Display Panel.
The PPI displays the word “STANDBY” and the magnetron operation time.

Chapter 8. Radar Task • Radar Features 183
In the Standby mode, the ARPA button is automatically turned off. The CHART and AIS buttons may remain
turned on, pertinent information displayed on the PPI.
Run
This is active condition of the radar. The antenna is rotating, and the received radar information is
displayed on the PPI. The TX mode is selected from STBY/TX drop-down list in the Display Panel.
On-PPI Image Formation Principle

The image on the PPI is formed by superimposing transparent layers containing different information on
each other with the following priorities:
l Guard Zones (uppermost layer);

l ERBL;
l Parallel Index Lines;
l Own Ship Data (Ship symbol and Heading Line);
l Blanc Sectors;
l Targets and targets past position;
l Video signal;
l Trails;
l Route;
l MAPS;
l Charts (lowermost layer).

The layer arrangement order is shown in the Figure below:
As the result, the user forms a consolidated picture of the surroundings. It should be noted that the most
important information is always available and never obscured by other objects.
Brightness and Contrast Setting Rules for Radar Picture

The brilliance and contrast controls serve for setting the most suitable radar image in order to reduce the
operator fatigue.
The Brightness control sets the maximum brilliance of the displayed echo. This control should be used for
reducing the superfluous bridge illumination by the radar screen picture in the nighttime conditions.
Brilliance value can be varied from 0 up to 100.
Zero level signals are substituted with black or blue color.
The Contrast control is used for changing the number of halftones in the picture. The reduction of the
contrast level increases the number of halftones. This allows distinguishing larger intensity signals referring
presumably to the target echo against the background of noises and sea clutter. In this case there may be
worsening of visual distinguishing of weak echoes from faraway targets.
The Contrast control can be set to 3 positions. Settings of the control will change number of grades between
strong and weak echo. Minimum and maximum brilliance of pixels is not changed.
Low contrast level of the Contrast control to the left will produce maximum color set of the radar picture (up
to 32 levels).

Medium contrast level position of the Contrast control in the middle will produce 8 colour presentation of the
radar scene.

Maximum contrast level position of the Contrast control to the right will reduce the radar picture to 2 colour
presentation.
With any combinations of Brightness and Contrast controls positions, the lowest amplitude radar signals will
be displayed with the minimum brilliance which can be recognized on the screen.
Display Brightness Adjustment

Brightness of various objects on the PPI is adjusted on the Brilliance panel.

Brightness control is provided for the objects on the PPI only. The General control is intended for the general
brightness control for the following objects:
l Heading line;
l Own ship data (symbol and vectors);
l Targets;
l Rings;
l ERBL;
l Guard zones;
l Electronic charts infill;
l Electronic charts objects.
By using the General control you can vary brightness from the maximum value to the full disappearance of
the following objects: heading line, own ship data, electronic charts infill and electronic charts. Targets, rings,
ERBL and Guard zones cannot be fully suppressed by using the General control. In this case you will have to
use individual controls (Targets, Rings, ERBL and GZ).
A press on the Reset to default button sets positions of controls optimum for the natural illumination
conditions.
Overlay Colour
The MFD provides a capability to select the overlay colour: green or yellow. Green is set as a default. When
the yellow colour is selected, the overlay is shown against blue if the following conditions are fulfilled:
l The Day or Dusk palette is set;

l The display of electronic charts is turned off (the CHART button is released).
When these conditions are changed, the overlay is shown against black.

Radar Transceiver Adjustment

Short/Medium/Long Pulse
The setting of a certain outgoing pulse length depends on the current range scale.
Range Scales Available Pulse Lengths

(NM)
Scanner 30 kW S- Transas Network Scanners 12/25 kW X- Scanner BridgeMaster E 10 kW X-
Band Band Band
SP MP LP SP MP LP EP SP MP LP
0.25 D D D
0.5 D D D M
0.75 D D M D M
1.5 D M D M D M
3 D M D M D M M
6 D M D M D M
12 D M D M D M
24 D D M D
48 D D D
For each range scale, the corresponding pulse length is set by default (in the table, these pulse lengths are
marked with the letter “D”). On some scales the operator can set another pulse length (in the table, these
pulse lengths are marked with the letter “M”). After a switch to another range, the pulse length does not
change as along as it is permitted for the set range. Otherwise, a default value is set, and with the further
switches of the range, the default pulse length will be set.
Turning and Responses

The receiver tuning is intended for the reception of the maximum return level. With the automatic tuning ON
(AUTO button is pressed), the receiver will be tuned for the optimum reception of the returns within 10–15%
of the manually set level.

With AUTO button released, the receiver is tuned by using and buttons according to the maximum
indicator reading.
Turning affects the signal received. A tuned receiver will receive strong radar returns from its own transmitter.
Conversely a detuned receiver will receive very weak or no radar returns at all from its own transmitter. This
feature is very useful for distinguishing between radar returns and SART transmissions. A detuned receiver
will still receive SART transmissions even though its own transmitter’s radar returns are not being received.
This will have the effect of removing all radar from the display expect SART responses.
Stabilisation Modes
The Sea stabilised mode is data display mode whereby positions of the own ship and all the targets on the
screen are stabilised relative to the water. In this case, the own ship’s gyro heading (HDG), or CTW and speed
from the relative log (LOG), or water track from Doppler log (DLOG) are used.
The Ground stabilised mode is data display mode whereby positions of the own ship and all the targets on
the screen are stabilised relative to the ground. In this case, the system uses the own ship course (COG) and
speed (SOG) over the ground obtained from the relevant sensors, own ship course and speed over the
ground obtained with the use of reference points, or the own ship course (CMG) and speed (SMG) made
good calculated from the readings of course and speed-through-water sensors, the manual drift input taken
into account.
To set stabilisation mode, use drop-down list in the button in the right top corner of the Display Panel.
Note: The data on sources of obtaining of the course and speed selected for stabilization mode are saved when
quitting the MFD application.
Where no data from the aforementioned sensors is available, the own ship and targets positions are not
stabilised. The word “UNSTABILIZED” is displayed in the top right corner of the Display Panel.

And Lost stabilization warning is triggered off.
The Unstabilized mode remains until the data is restored or until the user him/herself changes the
stabilisation.
When the Unstabilized mode is turned on with the Ground stab not available, the ARPA targets have no
vectors.
Own Ship Presentation Modes

North Up
Azimuth presentation whereby an assumed line connecting the scan centre with the azimuth grid zero
represents true direction to the north. Azimuth presentation of the display is not possible unless there is
data from the gyro; if there is not, the system switches to Head Up unstabilised mode.
Course Up
Azimuth presentation whereby an assumed line connecting the scan centre with an azimuth grid point is
coincident with the ship course at the moment when the mode is turned on. Azimuth scale 0 mark indicates
true north.
Head Up
The own ship’s course line is directed vertically upwards, which corresponds to the forward motion. During
the operation in the true motion display mode, Head Up mode is not available.
Own Ship Motion Modes

Relative Motion
Relative Motion (RM) is available with Head-Up (unstabilised), North-Up (stabilised), or Course-Up (stabilised),
on all range scales.
Relative Motion – Unstabilized
In the RM mode, own ship is maintained at a selected point on the display and the motion of all echoes is
shown relative to own ship. This is indicated by the Trails, if turned on.
Relative Motion – Sea Stabilised
In this mode, own ship is maintained at a selected point on the radar screen. The advantage of RM is that a
constant range ahead of own ship is maintained and it’s not necessary to reset the display as in TM.
Relative Motion – Ground Stabilised
In this mode, the position of own ship remains at a preselected position on the screen. With inputs derived
either from a navigation sensor or from tracking a fixed echo (echo reference), echoes from stationary targets
move on the screen relative to own ship.
True Motion
True Motion (TM) is available with North-Up or Course-Up presentation on all ranges.

True Motion – Sea Stabilised

Own ship moves across the radar picture according to the inputs of heading (derived from the compass) and
speed through the water (derived from the log or manually estimated). Echoes from land and all other
stationary targets are presented as objects, which are steady except for the movement due to tide or current
experienced by own ship. Moving targets generate Trails, representing their True heading and speed, but
modified by the tide or current effects referred to above.
True Motion – Ground Stabilised
Own ship moves across the radar picture according to the inputs derived either from tracking a fixed echo
(echo reference) or from a navigation sensor. Echoes from land and all other stationary targets are presented
as fixed objects, i.e. without trails. Moving targets generate true trails, representing their Course Over
Ground and Speed Over Ground.
A disadvantage of the TM presentation mode is that the radar display range ahead of own ship decreases as
own ship moves across the display. The display has to be reset, either automatically when own ship reaches
two thirds of display radius, or manually as required. With TM selected, target trails may be selected or not
as required. With Sea Stabilisation, trails attached to fixed targets give a direct indication of tide or current set
and rate experienced by own ship.
MFD Operation Modes Availability Table

Provided below is a table specifying availability of different MFD operating modes depending on the
availability of sensors.
Sensor availability H N C T T R RM TM TM AIS ARPA MAPS Chart

Up Up Up vect. vect. vect (sea (gr.
(sea) (gr.) stab) stab)
None X X
HDG X X X X
STW X X
HDG+STW X X X X X X X X
HDG+COG/SOG X X X X X
HDG+STW+ X X X X X X X X X X
COG/SOG
HDG+POS X X X X X X X
HDG+POS+ STW X X X X X X X X X X X
HDG+POS+ X X X X X X X X
COG/SOG
HDG+POS+ X X X X X X X X X X X X X
COG/SOG+STW

Sensor availability H N C T T R RM TM TM AIS ARPA MAPS Chart

Up Up Up vect. vect. vect (sea (gr.
(sea) (gr.) stab) stab)
POS X X
POS+STW X X
COG/SOG X X
COG/SOG+POS X X
COG/SOG+POS+STW X X
Range Scales and Range Rings

Attention! Switching of the range scales on scanner is available only at stations with the status Radar
MASTER.
In the MFD, the following range scales can be set: 0.25 mile, 0.5 mile, 0.75 mile, 1.5 mile, 3 miles, 6 miles, 12
miles, 24 miles, 48 miles. The default setting is 6 mile range scale.
Note:The actually covered radar range is 3/4 larger than the set range scale, which ensures high quality display in
TM and OFFCENT modes.
The width of range rings is set with regard to the set range scale:
Range Scale Range Rings Number of Range Rings
0.25 0.125 2
0.5 0.25 4
0.75 0.25 6
1.5 0.5 6
3 0 6
6 1 6
12 2 6
24 4 6
48 8 6
There is a restriction on switching the scale on a WS with the Radar SLAVE status. The scale can only be
switched by one step (up or down) relative to the scale set on the WS with the Radar MASTER status. With
the further switching of the scale on the WS with the Radar MASTER, on the WS with the Radar SLAVE status
the scale value will be synchronised.

Radar Adjustment in the Absence of Targets

Performance Monitor mode (see Performance Monitor paragraph) can be used for the radar tuning in the
absence of targets. To do this, use GAIN, SEA and RAIN indicator controls to achieve the maximum clarity of
the noise ring display.
TUNE indicator control buttons are used for achieving its maximum width.
Radar Reflectors and Beacons

Reflectors are designed to give maximum return from radar transmissions and can be fitted to buoys to aid
navigation, to sundry features such as dangerous outcrops of rocks, and to any hazard that would impair the
navigation of a vessel. Small boats may also have reflectors fitted to increase the boat’s detection range.
Radar beacons produce a specific, coded signal response when the radar transmission interrogates the
beacon. The reflected signal then gives precise echo paint on the PPI presentation.

Operation for SART Detection

Attention! A Search and Rescue Transponder (SART) may be triggered by any X-Band (3 cm) radar within a
range of approximately 8 NM. It will not be seen on S-Band (10 cm) radar.
General
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 usec) through the band before
beginning a relatively slow sweep (7.5 usec) 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 NM will be shown.
When the range to the SART is reduced to about 1 NM, 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 NM,
will be interspersed with the original line of 12 dots. They will appear slightly weaker and smaller than the
original dots.
Radar Range Scale

When looking for a SART it is preferable to use either the 6 or 12 nautical mile range scale. This is because the
total displayed length of the SART response of 12 (or 24) dots may extend approximately 9.5 nautical 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.

SART Range Errors

When responses from only the 12 slow frequency sweeps are visible (when the SART is at a range greater
than about 1 NM), the position at which the first dot is displayed may be as much as 0.64 NM 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 metres beyond the true position.
Radar Bandwidth
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.
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.
Radar Ghost Echoes

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 ghost echoes as they may be easier to detect in clutter conditions and
also they will confirm that the SART is near to own ship.
Detuning the Radar

To increase the visibility of the SART in clutter conditions, the radar may be detuned to reduce the clutter
without reducing the SART response. Radar 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-collision information may be removed. The tuning should be returned to
normal operation as soon as possible (see document Multi-Functional Display (v. 2.00.330). RADAR User
Manual, Chapter 2, section Initial Radar Setup , paragraph Radar Receiver Tuning).
Gain
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.
Anti-clutter Sea Control

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, irrespective of the setting of the anti-clutter sea control. In this case,
the position of the SART may be estimated by measuring 9.5 NM from the furthest dot back towards own
ship.
Anti-clutter Rain Control

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.

Radar Trails
The trails display mode enables display of object motion history in the radar observation zone. From the
radar echo trails the navigator can assess the objects direction and speed. The displayed trail length is set by
the radar operator. It is possible to set the afterglow time within the interval of 0 to 30 minutes. If the zero
afterglow time is set, the echo trails are not displayed on the PPI. Echo trails are shown in the blue colour.
The echo trail display function is available in all the orientation modes.
The Trails mode falls into the category of collision avoidance aids. Relative trails allow assessing the ship
approach to other objects. True trails allow the objects motion relative to the own ship to be assessed.
Mode Characteristics
Trail length:
l Maximum trail accumulation time – 30 min.;

l Trail length change step – 1 min.
Display modes:
l Own ship relative motion (RM): True trails, Relative trails;
l Own ship true motion (TM): True trails, Relative trails.
True trails cannot be displayed unless there is a stabilisation mode: stabilisation relative to the water and
stabilisation relative to the shore.
Relative trails can be displayed in the absence of the radar image stabilisation, i.e., when the navigation data
is not available.
Trails are not dropped with a switch of the radar overlay display modes: change of stabilisation, change of the
Own Ship Motion Mode (HUP, CUP, NUP); switch between the relative (TM) and true (RM) motion;
offcentring.
The RADAR task ensures saving of the accumulated trails with the radar scale change of +/- 1 step from the
current one. As the scale changes by a larger number of steps, the trails are dropped and the accumulation
process starts anew.
Attention! After the trails have been dropped, the trail length does not correspond to the time interval
setting its length in the Vectors/Trails window until the expiry of this time interval which starts at the drop time.

The following types of the Trails mode can be used:
l Relative Motion – True Trails:
l Relative Motion – Relative Trails:

l True Motion – True Trails:
Note: Stationary objects do not leave marks.
l True Motion – Relative Trails.

Trail Display Control

The displayed trail time is set in the Control Panel Vectors/Trails window.
To drop the accumulated trails manually you should change the radar scale by more than two steps, i.e.,
from the 6 mile scale switch to 24 or 1.5 miles, and then set the required scale. The accumulation of echo
trails is also dropped if the zero afterglow time is set.
Mode Use Limitations

When the ship is moving in the restricted waters with many coasts close by, the shore trails may appear due
to the change of the radar shadow zones. In a situation like this, it is advisable to set short trail accumulation
time.
In the presence of a large amount of uncompensated sea and/or rain clutter, the screen may be flared with
false trails. In this case, it is necessary to perform manual adjustment of the clutter suppression controls: SEA
and RAIN.
Parallel Index Lines

These are own ship stabilised lines which extended across the width of the PPI. The angle to, and distance
from own ship is adjustable. By setting PI lines to channel boundaries, it is possible to get a view of own ship
position compared to the channel boundaries. Four PI lines can be displayed simultaneously in MFD. With
the PI display turned off (buttons with PI numbers on the Display Panel are released) the bearing and
distance values are not displayed. With the aid of the Reset PI button, the index line is set parallel to the own
ship heading.
Variable Range Marker (VRM)

An own ship stabilised ring cantered on own ship. The radius (representing distance from own ship) is
variable. The range of an active VRM is displayed in the EBL-VRM window.
Electronic Bearing Line (EBL)

A movable line extending from own ship position to the edge of the PPI. The bearing of an active EBL is shown
in the EBL-VRM window. This is a relative bearing in Head Up presentation mode and a true bearing in North
Up and Course Up.
Radar Picture Referencing

In the RADAR task, the radar scan centre is referenced to the radar antenna installation position, which is set
in the System Configuration utility (see document Multi-Functional Display (v. 2.00.330). Installation Guide Part I
(edition 2), Chapter 2, section MFD Configuration, paragraph MFD Settings). Targets’ data transmitted to the
output also contain information on targets relative to the radar antenna position.

The antenna position is shown on the ship symbol.
With a change of the radar picture source, e.g., after the X-band/S-band switch, the radar scan centre will be
re-referenced to the relevant radar antenna. The radar antenna position data is stored in the computer
memory and is not deleted when it is turned off.
The PPI centre is brought into coincidence with the common reference point (for more details see Chapter 2,
section Navigational Sensors, paragraph Consistent Common Reference System), which the following values are
measured from:
l EBL;
l VRM;
l Range rings;
l Vectors;
l Heading line;
l Range scale;
l Cursor;
l Tracking data.
To measure ranges and bearing relative to some other ship point, use the EBL/VRM.

Performance Monitor
25/30 kW Scanner
This capability is used to verify if some radar transceiver performances are under minimum values. To switch
on Performance Monitor mode, press PM button on Radar-Scanner page of Settings panel. 24 mile range scale
should be set on the radar. In this state the radar transceiver transmits with Long Pulse and a noise ring is
displayed at approximately 24 nm.
Typical distance value, measured with VRM, is around 24 nm and it is proportional to the transmitted output
power of the radar transceiver. When the magnetron have decreased 10 dB in peak power, the ring’s
distance will decrease to 12 nm range.
A missing angular sector is present inside the noise ring. This sector, usually between 60º and 100º, is due by
real antenna transmitted radio frequency beam. Any antenna output radio frequency power degradation
reflects in a narrower angular ring interruption. When the angular sector reduces below 30º the antenna or
the waveguide need service operations.
Width is proportional to tuning condition. With proper tuning setting width reaches maximum dimension.
Strength is the difference between background noise and ring’s noise and is related to the receiver noise
figure. When receive noise figure degradation is more than 10 dB the performance monitor ring is not
distinguishable from background noise anymore. A possible cause of this fault is the intermediate frequency
unit.
10 kW Scanner
Performance monitor mode is used on a scale of 24 NM. By visualisation on PPI of 4 markers shaped arc of a
circle, which are centred on bearing of PM unit. The performance monitor carries out on radar at the same
time the following controls:
l Control of efficiency of radar transmission system;

l Control of efficiency of radar reception system.

Control of Efficiency of Radar Transmission System

During normal operation of transmission system, the 4 markers, set respectively to 14, 16, 18, 20 mile, must
be visible on display unit.
The degradation of the transmitted power is marked through a shift of 4 markers towards the centre of
display unit; in particular a shift of 4 markers of 2 NM towards the centre of radar display unit is obtained by
each degradation of the transmitted power corresponding to 2 dB.
In the extreme condition corresponding to a degradation of equal or greater power to 10 dB, the 4 markers
will appear at a distance on the display unit of 4, 6, 8, 10 NM.
Control of Efficiency of Radar Reception System

Adjust the radar gain so to obtain a floor noise just visible. When the radar is working correctly, the 4 arcs
must be recognisable, especially the arc farther must be hardly recognisable by floor noise.
The 4 markers are visualised with decreasing intensity levels beginning from marker nearest to that farthest
by the monitor centre.
Each jump of intensity indicates a decrement of 3 dB in reception.

If sensibility of receiver decreases of 10 dB, the marker nearest to radar centre will be just recognisable above
noise.
In the extreme condition corresponding to a degradation of equal or greater power to 0 dB of transmitter

and receiver, only one marker will appear at a distance on the display unit of 4 NM.
Mute (Blank) Sectors

A predefined arc (sector) of the radar antenna sweeps, over it does not transmit radar. This is commonly
used to prevent the antenna from transmitting into a ship’s superstructure or funnel to prevent radar
reflections.
In MFD, it is possible to set two sectors where the radar transmission is turned off. The position and width of
these sectors are set, and the use of this functionality is started on Radar-Scanner page of Settings panel.

On the PPI, blank sectors are delineated with dotted green coloured lines.
If the set sectors are intersecting, the PPI shows one summary sector.
Radar Maps
Radar Maps Display
For radar maps, maps created and saved in the ECDIS task, or charts created in the MFD in the standalone
configuration, are used. The radar maps are displayed if loaded, and if their display is enabled. Radar maps
and electronic charts can be simultaneously displayed on the PPI. On the PPI, radar maps are shown as a
transparent layer with radar map objects plotted onto it. This layer is superimposed on top of the radar
information and chart layer (see also paragraph On-PPI Image Formation Principle ).
Conditions of Displaying Radar Maps

Radar maps are not displayed unless the correct own ship coordinate values (PSN) and heading from the gyro
(HDG) are available. If this data disappears, in minute radar maps stop to be displayed on the PPI.
Combining Radar Overlay

Purpose of the Mode
The Combining Radar Overlay mode is intended for providing circular radar scan in the case when individual
radars have blind sectors. The mode is available where there are 2 and more radars in the navigation system.
Combining can be applied to both, scanners with control (Radar MASTER status) and scanners without
control (Radar SLAVE status).
To use the mode, you should select any of the system’s WS’s, in this case the rest of stations operate in the
standard mode. The mode cannot be run on the station which has the Radar MASTER status for two
scanners which are used as the radar data sources.

Mode Operation
The mode functioning is ensured by combining the radar pictures from the selected sources (only 2 sources
can be assigned) to form a single field. As this is done, a signal of the master radar in the combination zone is
fully replaced with a signal from the other radar. This is how the synthetic radar picture providing an all-round
coverage of the scan area (0–360 degrees) is formed.
The obtained synthetic picture is subjected to the signal digital processing for clutter suppression and
extraction of useful signals, the set clutter suppression parameters (Gain, Rain, Sea, Accumulation settings,
etc., see Video Signal Processing Principles above) used for both radars.
The radar selection and setting of the width of combining sector are made on System page of Settings panel.
The use of this functionality is started by the button in the Display Panel button group. On the PPI, merge
sector is delineated with dotted green coloured lines.

Recommendations on the Use of the Mode

For the sources of the combining radar overlay formation you should choose radars of the same band: 2 X-
band radars, or 2 S-band radars. It is advisable to use radar scales which are close to each other, otherwise
there may be deterioration of the combined picture.
Both radars’ digital signal level should be the same. This is achieved through the correct transceiver and radar
processor adjustment (for RIB6 amplification/shift see document Multi-Functional Display (v. 2.00.330).
Installation Guide Part I (edition 2), Chapter 2, section Radar Adjustment , paragraph Signal Gain Level Setup by
RIB6).
Mode Operation Limitations

For the normal combination mode operation, special attention should be paid to the accuracy of the
transceiver position adjustment (see document Multi-Functional Display (v. 2.00.330). Installation Guide Part I
(edition 2), Chapter 2, section MFD Configuration, paragraph MFD Settings, item 3), and to the accuracy of the
bearing/distance offset adjustment, to the transceiver tuning quality (see Multi-Functional Displaydocument
Multi-Functional Display (v. 2.00.330). Installation Guide Part I (edition 2), Chapter 2, section Radar Adjustment ).
When signals from transceivers with different bands (X-band and S-band) and/or different power are
combined, there may be blurring of the image, indistinct matching on the merge limit, drop of ARPA targets
as the merge limit is crossed.
The signal combination does not depend on the station status (Radar MASTER/SLAVE), but it is impossible to
combine a picture on a station which is a Radar MASTER for both transceivers.
When pictures are combined in the mode of the Radar MASTER/SLAVE or Radar SLAVE/SLAVE which have
different quantizing operation (differing range/pulse), there may be indistinct matching on the merge limit,
absence of a signal, drop of ARPA targets as the merge limit is crossed.

The blanking mode is set for a WS with the Radar MASTER status only, and there may be a signal in a blanking
zone if the combination area covers it.
RADAR User Configurations

There may be Local and Bridge User Configuration. The Local User Configuration is an aggregate of SW and
GUI settings applicable to the Navi-Sailor and Navi-Radar applications on each station. The Bridge User
Configuration is a set of selected local configurations which can be applied simultaneously when the Bridge
User Configuration is loaded. All the configurations are synchronized among the bridge stations.
This functionality permits prompt loading of the previously created RADAR task setting configurations on the
local station.
In the RADAR task, the Bridge User Configuration cannot be created or loaded, even if the RADAR task is the
Navigational MASTER. This also refers to Navi-Radar 4000 standalone, therefore, for such configuration of
MFD the Bridge User Configuration is not available.
When the Local User Configuration is saved, the following information is retained:
l Orientation (Head Up, North Up or Course Up) ;

l Motion mode ( Relative or True);
l Range;
l Stabilization
l True/Relative vectors;
l True/Relative trails;
l Past position;

l Brilliance panel (following settings only: Brightness, Contrast, General, Targets, Rings, ERBL, GZ, Infill and
Objects)
l AIS – on/off;
l ARPA – on/off;
l MAP – on/off;
l CHART – on/off;
l Predictor panel (time, points);
l Off cent – on/off;
l Radar rings – on/off;
l Show target number – on/off;
l Show route – on/off;
l Interference rejection – on/off;
l Enhanced video – on/off.
The created RADAR Local User Configuration can be exported/imported with the aid of the Data Tool utility
(the User Configuration file group). For the procedure of copying files in the external storage (see document
Multi-Functional Display (v. 2.00.330). Utilities, Chapter 3, section Processing of Data Files by Data Tool Utility,
paragraph Copying Data from an External Carrier and Copying Data onto External Carrier). As the Bridge User
Configuration is imported, the Local User Configuration for each application will automatically be assigned to
its own group.
Also built into the product are default Local User Configurations for RADAR task which can be copied by using
the Data Tool utility (User Configurationfeature, Default file group) for subsequent use.
The saved user configurations can be copied and restored during the product upgrade. The configuration file
can also be saved and copied to the USB.
Display of ARPA Targets

Targets Tracking Limitations
There are the following limitations on use of the target acquisition and target tracking functions:
l Resolution between adjacent targets and swapping during automatic target tracking:
Depending on the particular distance and echo size, resolution between adjacent targets during
automatic target tracking usually ranges somewhere between 0.03 to 0.05 NM. If multiple targets
approach each other, resolution will become about 0.05 NM and this may cause the system to regard
them as one target and thus to swap them or lose part of them. Such swapping or less of targets may also
occur if the picture of the target being tracked is affected by rain/snow clutter returns or sea clutter
returns or moves very close to land.

Chapter 8. Radar Task • Display of ARPA Targets 209
l Intensity of echoes and the target tracking function:
The intensity of echoes and the tracking function have a correlation ship, and the target will thus be lost if
certain conditions are fulfilled (see paragraph ARPA Targets Acquisition and Drop from Tracking below). If a
lost target exists, therefore, radar gain must be increased to support detection of the target. If, however,
radar gain is increased too significantly, sea clutter returns or other noise may be erroneously detected
and tracked as a target, and resulting, a false alarm may be issued.
l Adverse effects of error sources on automatic tracking:
To execute accurate tracking, it becomes necessary first to appropriately adjust the GAIN, SEA and RAIN
dials of the radar so that the target to be acquired and tracked is clearly displayed on the radar display.
Inappropriate settings of these adjustments reduce the reliability/accuracy of automatic tracking.
l Navigational data (Gyro, LOG, COG\SOG) reliability and accuracy:
The target parameter calculations accuracy depends on the accuracy of data from the devices interfaced
with the radar system.
The ARPA display mode is not available in the following cases:
l ARPA button OFF;

l Gyro data not available or invalid;
l Log data not available or invalid;
l ARPA option not licensed;
l Transceiver in STBY mode.
Collision Avoidance
The collision avoidance task is of current importance in the intensive shipping conditions.
The essence of the task is reduced to eliminating the possibility of two moving objects appearing in one and
the same spatial point at one and the same time. The collision avoidance facilities, therefore, are required to
solve two problems: to predict the possibility of a collision and to develop recommendations for preventing
this situation – imitation of the collision avoidance manoeuvre.
The safety zone for the own ship is a circle of a set radius (CPA – closest point of approach). This value
depends on the own ship characteristics (dimensions, loading) and current weather conditions (wind force,
current speed). The target which may turn up within this circle represents a collision danger and is referred to
as a dangerous target. Closely associated with the CPA parameter is a time interval to the dangerous
approach moment (TCPA time to CPA) – during this time the navigator is required to perform a collision
avoidance manoeuvre as per the current regulations.
The CPA and TCPA parameters are calculated on the basis of ship speed measurements. The radar ensures
automatic calculations of necessary parameters – this equipment is called the ARPA (automatic radar plotting
aids). Based on the results of the radar observation of the space, the targets relative speeds and courses are
calculated. Data on the own ship course and speed allows the targets motion true parameters to be
calculated.

The measured data can be presented in different ways:
l Display of true or relative target vectors in the graphic form;

l Display of the targets history in the form of trails or discrete marks (Past posn);
l Display of measured and calculated parameters in the text form.
To simplify solution of the collision avoidance problem, the MFD implements the trial manoeuvre function.
This section describes the ARPA functionality: ways to acquire the targets for tracking, limitations on the use
of tracking facilities, factors affecting the tracking quality and the trial manoeuvre facilities.
ARPA Targets Acquisition and Drop from Tracking

Attention! There is no target acquisition at a distance of 1-2 cables (dead zone).
The target can be acquired in the following modes:
l Manually by the operator;

l Automatically when within the guard zone(s) set by the operator.
The radar target is acquired by the ARPA if it is detected 3 times in three consecutive antenna revolutions. If
when acquired, the target is steadily observed in any five out of 10 consecutive scans, it is considered to be
steadily tracked three minute after the acquisition.
The ARPA is implemented so that it can track targets as per IEC62388 requirements for radars (up to 45
revolutions) installed on high speed crafts (HSC).
The target acquisition and tracking depend on Gain, Sea and Rain settings, as the target is extracted after the
video signal processing (see Video Signal Processing Principles section).
Not more than 80 ARPA targets can be tracked at the same time. This should be taken into account when
using Guard Zones, since in the automatic acquisition, a large number of false targets can be acquired.
The ratios signal-to-noise and signal-to-clutter depending on the sea, rain and snow condition as well as low
clouds is to be considered as important factors affecting the target’s acquisition and tracking. The larger
values of the above ratios, the better an acquisition quality and the more stable the tracking is. The target’s
acquisition and the following tracking are ensured when probability of the target’s mark detection is equal to
0.8 or higher. When the ratio signal-to-noise reaches value of 10 dB or higher, the required precision
characteristics are met. The tracking of the stable target is ensured when probability of the target’s mark
detection is equal to 0.5 or higher. Target’s glint, rolling and pitching are affecting both acquisition and
tracking of target. Errors of gyro, log, bearing and range quantization, beam shape, pulse shape and antenna
backlash affect in more degree to the precision characteristics of tracked targets. The larger values of the
above errors, the worse the precision parameters.
Positional relationship of the targets may also affect the acquisition and tracking. In the case of proximity of
two targets, one of them might be lost in the course of automatic or manual acquisition; the recurring
acquisition of the lost target can be done after considerable divergence of targets. In the case of proximity of
two steadily tracked targets, the tracks confusion may take place in individual cases.

The tracking is cancelled, and the target is considered to be lost according to the following algorithm:
l Up to 1 minute after the acquisition – target missed 6 times;

l From 1 to 3 minutes after the acquisition – target missed 11 times;
l 3 and more minutes after the acquisition – target missed 18 times.
Effective for the lost ARPA targets are filter settings on the Acquisition page of the Targets panel.
With the Lost Targets filter OFF, 30 seconds after the timeout expiry, or after the alarm acknowledgement, the
display of the ARPA lost target is stopped.
With the Lost Targets filter ON, ARPA targets which are not within the circle of a radius specified in the filter
settings, stop to be displayed on the PPI immediately after the timeout expiry. Applicable to the active ARPA
targets within the circle is the algorithm like in the case of the disabled filter.
Display and Naming of ARPA Targets

Symbols of ARPA targets are displayed on the PPI in accordance with the following rules:
l Acquired targets are shown in the form of a dashed line circle centered at the position of target
acquisition;
l Steadily tracked targets are shown as yellow coloured thick solid line circles 3 mm in diameter
(when the yellow radar overlay is selected, these targets are displayed in the green colour).
An acquired target is automatically given an ID number. The numbering starts with 1. Every new target is
given the next number (the maximum is 80). If a target is lost, some unoccupied numbers appear, which are
then not assigned to new targets until the maximum number is reached.
As the number of targets exceeds 95% of the maximum number of targets, the Warnings window will display
an appropriate warning.
With the number of targets decreasing to less than 85%, this warning becomes inactive (see Chapter 4,
section Display of Alarms and Warnings).
As the maximum number of targets is exceeded (81 targets), the Alarms window will display the ARPA capacity
exceeded alarm.

Dangerous ARPA Targets

Considered dangerous are CPA/TCPA values, which are simultaneously equal to or smaller than safe
CPA/TCPA value set by the user in the Safety Parameters window of the Control Panel. As a dangerous target
appears, CPA/TCPA alarm is triggered off.
The symbol of a dangerous target is a red coloured 5 mm diameter circles.
The symbol of the dangerous target is flashing until CPA/TCPA alarm is acknowledged.
Vectors of ARPA Targets

Vectors indicates the projected direction and speed of a tracked target. The end of the target vector
represents where that target will be in “n” minutes (where “n” represents the vector time set in the
Vectors/Trails window) if the target holds current speed and course. Vectors are normally displayed in the
current motion mode (true or relative), but it is possible to display relative vectors in true motion and vice
versa by changing the vector mode in the Vectors/Trails window.
Pre-calculated motion vectors can be displayed in all the motion indication and display presentation modes.
Vectors of ARPA targets are displayed automatically for all the acquired targets if a non-zero
value is set. The minute notch is not shown unless a certain vector length is set.
With the selection of true motion vectors, the own ship and targets’ motion relative to the water or ground is
shown. If relative motion vectors are selected, the targets’ motion is shown relative to the own ship, whereas
the own ship motion vector is not displayed.
Vectors are shown in yellow colour (when the yellow radar overlay is selected, the vectors are displayed in the
green colour). Vectors of dangerous targets are shown in the red colour.
Selected Target
Selected/current target is that target which the current information is displayed for in Target Information
panel/data card. Only two targets can be selected at each individual moment of time.
The target stops to be selected/current if:
l The target is lost;

l The user has selected (activated) another (the third) target.
The selected targets’ symbols, vectors and names are displayed in accordance with the
general rules described above for the AIS and ARPA targets. At this stage, the selected
targets’ symbols are enclosed in a “broken” purple box:

The ARPA target data card may look as follows:
Guard Zones
Two guard zones can be defined. Parameters of the Guard Zones are counted from the scanner. The user can
set the dimensions of these zones. The following limitations are imposed in this case:
l The distance to the inner boundary of the Guard Zone shall not be less than 0.1 miles;
l The dimensions of the Guard Zone shall not be less than 5º by angle and less than 0.5 miles by width.
As a target enters a guard zone, the Guard zone target alarm is generated. Before the alarm
acknowledgement, ARPA targets are shown as follows:
l Radar targets in acquisition state acquired automatically in the Guard zone, are shown as a
flashing red 5 mm diameter dashed line circle;
l The steadily tracked targets acquired automatically in the Guard zone, are shown as a flashing
red 3 mm diameter thick solid line circle;
l The steadily tracked targets in the Guard Zone, are shown as a flashing yellow (green) 3 mm
diameter thick solid line circle.
The symbol is flashing until Guard zone target alarm is acknowledged.

Boundaries of the ring shaped zones are set by using the cursor. There may be the following setting options:
l Change of the ring width;

l Circular motion of the zone relative to the own ship mark (without changes in the dimensions or shape);
l Change of the coverage angle;
l Moving the zone closer to or farther from the own ship mark (with a change of the zone width).

Past Position
Plots the past position of targets by dropping a marker to indicate the target’s position up to selected
plotting interval.
By default displayed past position of tracked APRA and active AIS target. If necessary, the user can turn on
the display of sleeping AIS targets (see document Multi-Functional Display (v. 2.00.330). RADAR User Manual
(edition 2), Chapter 4, section Handling AIS Targets, paragraph Sleeping AIS Targets Handling).
With the selection of the targets’ track plotting interval, the displayed track length is set automatically:
l 30 sec – 6 minutes (12 points);

l 1 min – 12 minutes (12 points);
l 2 min – 24 minutes (12 points);
l 4 min – 48 minutes (12 points).
The function for the display of the targets past position points is available in all the display presentation and
motion modes.
The true and relative tracks of the steadily tracked targets are formed for all the time intervals between the
points, and are available for display at any moment of time. The number of points depends on the target
tracking time and the plotting interval setting.
True or relative track is selected depending on the target vector type (R vect, T vect) and stabilisation (Sea
Stab, Ground Stab):
l R vect and Sea Stab – relative track through the water;

l R vect and Ground Stab – relative track over ground;
l T vect and Sea Stab – true track through the water;
l T vect and Ground Stab – true track over ground.
Lost Targets
A lost target is shown as a red coloured crossed lines centred on the target symbol.
With the Lost Targets filter OFF, the target loss is associated with the Lost target alarm. 30 seconds later, or
after the alarm acknowledgement, the display of the lost target is stopped.
With the Lost Targets filter ON, targets dropped from tracking which are not within the circle of a radius
specified in the filter settings, stop to be displayed on the PPI immediately after they have been lost.
Applicable to the targets within the circle is the algorithm like in the case of the disabled filter.

Trial Manoeuvre
Trial Manoeuvre function is intended for improving safety of sailing in the waters with intensive ship traffic. It
can be used for calculating the own ship safe manoeuvre parameters (course, speed, start time). The Trial
Manoeuvre operating concept consists in correlating target motion lines and the planned own ship motion
line with the selection of different parameters of the intended manoeuvre, like a new ship course, new ship
speed, time to the manoeuvre start and the ship turn radius.
The function is controlled from Trial Manoeuvre page of TRIAL/TGT Simulator panel. The program allows the
following parameters to be set on the display:
l The ship course after the manoeuvre start. This is done in Set CTW input window by using the keyboard,
trackball/mouse or buttons;
l Own ship speed after the manoeuvre start. This is done in Set SPD input window by using the keyboard,
trackball/mouse or buttons;
l Own ship turn radius in Radius input window (from 0.1 to 9.9 miles);
l Length of the own ship and targets’ planned motion lines in the trial manoeuvre in Trial line input window
(from 1 to 24 minutes);
l Time to the manoeuvre start in Delay input window (from 1 to 23 minutes). The Delay parameter can be
entered in both minutes and miles. Re-calculations use the ship’s current SOG, in case if ground
stabilisation selected; or STW, if sea stabilisation selected. The value of this parameter cannot exceed the
length of the set own ship motion line and is automatically corrected if it does;
l For the loading condition the value selected in the bottom part of the panel. The buttons are available if
the RADAR task is the Navigation MASTER. Otherwise, a value set on the Navigation MASTER is taken.
Trial Manoeuvre can also be turned on by using Play button on the control display. In this mode, the turn
radius, own ship new speed and length of the own ship planned motion line are entered from the Control
Panel.

The own ship new course and time to the manoeuvre start are changed by using the trackball/mouse in the
following way:
l The trackball/mouse up and down motion increases/decreases respectively the value of the time before
the manoeuvre;
l The trackball/mouse motion to the left and to the right decreases/increases respectively the new course
value.
The values of these parameters are displayed dynamically on the appropriate boxes on the Control Panel.
After a press on the Show button, the PPI displays the expected motion line (true or relative, in accordance
with selected mode of vectors displaying) of the own ship and of the targets (ARPA and AIS).
The bottom part of the PPI displays a flashing white “T” letter.
For the own ship, the EML is divided with dashes, each of them standing for a distance covered in one
minute, and six-minute intervals being marked with a notch, whilst the manoeuvre delay time is shown with
digits in the intended manoeuvre start point. The EML of targets is divided into minutes only.

The conjectured own ship track and targets EMLs shown in different colours depending on the availability of
a dangerous approach to other vessels. In this case:
l Green segments show that no dangerous approach is expected;

l Red segments show that an approach is expected at a distance which is less than the set CPA and TCPA
values.
In the speed manoeuvre calculations, it is assumed that the main engine operating mode at the manoeuvre
start moment (Delay parameter) will be set in the position selected in the Set SPD window, and that, as the
result of the manoeuvre, the speed cannot become negative. Enabling of the trial manoeuvring with speed
alteration is performed by Set SPD button. There may be the following main engine operating modes:
l Full;
l Half;
l Slow;
l Dead Slow;
l Stop.
Notations corresponding to the main engine ahead speed operation are shown in the green colour, astern
and STOP in the red colour.
If the Set SPD button is depressed, it is assumed that there will be no speed manoeuvre, and the ship will be
proceeding at the current speed (the black notation “None” is shown).
Attention! During trial manoeuvring with speed alteration, the calculation error may run up to 15%.
Manoeuvre calculations use the Pilot Card data on the ship manoeuvring characteristics when loaded and in
ballast, which is entered in the System Configuration utility at the installation stage (see document Multi-
Functional Display (v. 2.00.330). Installation Guide Part I (edition 2)). To select the ship loading option for the Trial
Manoeuvre calculations, use the Loaded, Medium and In Ballast buttons on the Trial Manoeuvre page of the
TRIAL/TGT Simulator panel.
Note: The buttons are available if the RADAR task is the Navigation MASTER. Otherwise, a value set on the
Navigation MASTER is taken.

If turn parameters are entered whereby the manoeuvre cannot be displayed within the set line length, i.e.
there is no way of representation of the point of turning to the set course on the PPI, Invalid parameters
warning appears in the bottom part of the display. Lines with such parameters are not displayed on the chart
panel.
Until the Drop button is pressed, the own ship EML is moving on the PPI together with the own ship mark.
After a press on the button, the manoeuvre is recorded, and the EML is linked to the PPI. As the ship is
moving, the number of minutes to the turn decreases. Last minute before manoeuvre commence is
displayed on PPI to tenths of a minute. As this occurs, the total length of the line remains equal to that set by
the operator on TRIAL/TGT Simulator panel. If some manoeuvre parameters are changed in the Drop mode,
the mode is turned off.

Curved Heading Line

The Curved Headline (CHL) has two operational inputs:
l the next Course CTW i.e. the course that will be set on the autopilot;
l the Radius that will be used during the turning set in nm.
In addition the Length of the Estmated Motion Line (EML) can be set in NM and Delay NM (only used in drop
mode ) can be set.
The purpose of CHL is to visualize the next maneuver where course and radius can be set by numeric input or
using the trackball and “grab” the course line or radius to increase or decrease the values.
When CHL aligns with the next intended course line operator can start the turn by making the manual input
of the heading change on the autopilot or give the corresponding order to helmsman.
A fixed value for the F-distance is set in Config menu. F-distance is the difference between WOL and start of
the turn. A correctly adjusted F-distance assure that vessel will end up on the next course line with minimum
deviation XTD.
F-distance can be predefined for three loading conditions.
The input can either be done by operator in ECDIS or RADAR by means of using the trackball this is what we
can call NORMAL mode.
There is also a possibility take the information from the vessels AUTO PILOT see below.
There are two functional modes CARRY and DROP.
Carry Mode
The normal is to use Carry mode, where the radius starts in a position ahead of the ship equal to F-distance
with the given next course and radius to be used.
Settings can be done well in time before the turn the it is just to wait until CHL is align with the intended new
course line.
In Carry mode the CHL is presented in BLUE color.

Drop Mode
In drop mode the CTW and Radius is set well in time the CHL is moved forward by means of using the Delay
input field.
Set delay so that CHL is close to the next Course line.
When CHL aligns with new Course line change from Carry to Drop mode.
CHL will now change color to magenta.
When the vessel approach the WOL the turn shall be started by means of setting the course manually on AP
or given the appropriate order to the helmsman.
CHL Auto Pilot Mode

In CHL menu there is a radio button AP ON/OFF.
When AP is set to ON it is not possible to change the CHL settings by means of the Trackball. CHL will no
present the settings done in the AUTO PILOT.
This can be done in two ways:
1. Direct (DODGE) Mode, when operator change CTW or RADIUS on AP the value of CHL in ECDIS/ARPA is
changed and presented in the display.
This allows the operator to immediate see where the vessel will end up after the set maneuver. This is not
a prediction as it does not take into account drift ect, but operator can monitor vessels motion relative
the CHL.
2. Planning Mode, if the autopilot includes a function for preprogramming of next CTW and radius the
values for CHL will be displayed in ECDIS/ARPA.
Operator can then monitor vessels motion. When CHL is aligned with next intended Course line start of
turn can be executed on the Autopilot.
Note: There is no possibility to set or alter course or radius from ECDIS or ARPA.
This can only be done if vessel is equipped with Certified Track Control System.

Chapter 8. Radar Task • Display of AIS Targets 221
Simulator Targets
The MFD provides a capability to set up to 10 simulator targets on the TGT Simulator page of the TRIAL/TGT
Simulator panel. If at least one such target is set, the bottom part of the PPI displays a flashing white “X”
letter.
Display of AIS Targets

General Information
The MFD processes and displays “Vessels class A&B” type AIS targets only (VDM 1, 2, 3, 5, 18, 19 sentences);
information on these targets is received by the AIS transponder without any limitations. These targets
transmit information with the intervals specified in the following tables.
Class A Shipborne Mobile Equipment Reporting Intervals:
Type of Ship Reporting interval
Ship at anchor or moored and not moving faster than 3 knots 3 min
Ship at anchor or moored and moving faster than 3 knots 10 sec
Ship with a speed of between 0–14 knots 10 sec
Ship with a speed of between 0–14 knots and changing course 3 1/3 sec

Ship with a speed of between 14–23 knots and changing course 2 sec
Ship with a speed of greater than 23 knots 2 sec
Ship with a speed of greater than 23 knots and changing course 2 sec
Reporting Intervals For Equipment Other Than Class A Shipborne Mobile Equipment:
Platform's Condition Nominal reporting interval
Class B Shipborne Mobile Equipment not moving faster than 2 knots 3 min
Class B Shipborne Mobile Equipment moving 2–14 knots 30 sec
Class B Shipborne Mobile Equipment moving > 23 knots 5 sec
Search and Rescue aircraft (airborne mobile equipment) 10 sec
Aids to Navigation 3 min
AIS base station 10 sec
These targets are not displayed unless the own ship coordinates are available (Lat/Lon), as AIS target position
is referenced to the absolute geographic coordinates.
Attention! Up to 256 AIS targets can be processed simultaneously. AIS targets are processed in turn, so there
may be a loss of a target due to the excessive traffic.
With the number of targets decreasing to less than 85%, this warning becomes inactive (see Chapter 4,
section Display of Alarms and Warnings).
As the maximum number of targets is exceeded (257 targets), the Alarms window will display the AIS capacity
exceeded alarm.
After this alarm has been triggered off, the operator can decrease the AIS targets processing radius (see
document Multi-Functional Display (v. 2.00.330). ECDIS User Manual (edition 2), Chapter 10, section AIS,
paragraph Handling AIS Targets, item AIS Target Display) thus reducing the number of the processed AIS
targets.

Display and Naming of AIS Targets

Targets are named in accordance with the same rules as ARPA targets. The name of an AIS target is formed
from “T” prefix (from transponder) and its unique identifier, i.e., T1, T2, T10, etc.
AIS Target Symbol Types, Orientation

AIS targets are displayed on the PPI according to the following rules:
l Sleeping AIS targets are presented as acute isosceles triangles oriented to the targets’ reported
heading (or COG if heading is not reported) and centred at the targets’ reported position. The
base of the triangles is 3 mm and the height is 4,5 mm. The triangles are drawn using a thick solid
green line;
l A sleeping AIS targets with neither a reported heading nor COG are shown as a dashed-line green
coloured triangle oriented toward the top of the operational display area;
l Activated AIS targets are presented as acute isosceles triangles oriented to the targets’ reported
heading (or COG if heading is not reported) and centred at the targets’ reported position. The
base of the triangles is 4 mm and the height is 6 mm. The triangles are drawn using a thick solid
green line;
l If information on AIS target dimensions is available, and the current scale permitting (the
appropriate range scale is selected), AIS targets are shown in the form of a ship contour. Ship
contour is drawn around the AIS target symbol triangles relative to the targets’ reported position
according to the offsets, beam and length. The contour is drawn using a thick solid green line;
l If there is no information on the target’s COG/SOG vector or the own ship’s COG/SOG vector
affecting the CPA/TCPA calculations, the AIS targets are shown as a dashed-line green coloured
triangle (contour) oriented toward the top of the operational display area;
l AIS aids to navigation (ATON) are presented as a green diamond with crossed lines centred at the
reported position of the ATON;
l A virtual AIS ATON has the green letter “V” superimposed on the symbol so that it does not
extend beyond the diamond and does not intersect with the crossed lines;
l An AIS search and rescue transmitter (AISSART) is drawn as a solid line green circle with crossed.
Target symbols are oriented along the ship’s valid gyro heading (HDG), and where the HDG is not available,
along the ship’s valid course over the ground (COG).
The colour of AIS target symbols is identical to the colours of ARPA targets.

Activated and Non-Activated AIS Targets

All the AIS targets displayed on the PPI (including dangerous targets) are considered non-active (sleeping)
from the moment they are first displayed on the screen.
Sleeping targets are displayed in the form of an appropriate symbol without vectors.
The user can activate any displayed AIS target. The target is considered to be activated until:
l It is deactivated manually by the user;

l It is lost (in this case, if new data on the lost target arrived before its deleting, the target is considered to
be active again).
Active AIS targets are displayed as an appropriate symbol and vectors. Vectors are not displayed unless there
is relevant valid data.
Heading lines are originated at the apex of the AIS triangle. Turn indicators are presented as a
single line perpendicular to the heading line in the direction of turn.
The COG/SOG vector is shown with a dashed line whose length depends on the selected vector length value
(in minutes). In the Sea Stabilisation mode, the PPI displays CTW/STW vectors of the targets and own ship,
whereas in the Ground Stabilisation mode – COG/SOG vectors. Depending on the selected mode, true and
relative vectors can be shown.
When an AIS target is shown as a ship contour, vectors originate from its AIS antenna fixing point
(ABCD parameters).
The previously activated target can be switched to sleeping/non-active status.
Different filters are used for reducing the number of displayed targets.
The filter is controlled from the Control Panel Association/AIS filter window.
By default, the filter is OFF. It is possible to select criteria for filtering targets which will not be displayed on
the PPI:
l by RANGE – to filter targets beyond the user set limits;

l by CPA – to filter targets whose CPA is larger than the value set by the user in the Safety Parameters
window of the Control Panel;
l by TCPA – to filter targets whose TCPA is larger than the value set by the user in the Safety Parameters
window of the Control Panel.

Settings are made on the Settings tab of the AIS page of Targets panel.
By default, the filter will filter off sleeping AIS targets only. To filter active targets by the same criteria, you
should check the Filter checkbox on the Settings tab. Set here is also the distance (Range filter) required for the
range filter operation.
The indicator of targets currently processed by the filter is in the bottom part of the Association/AIS filter
window:
l S – sleeping AIS targets;

l A – active AIS target.
Warning! It should be noted that dangerous AIS targets can also be filtered off for display with the aid of the
AIS filter. Nevertheless the CPA/TCPA alarm will be generated for active AIS targets. For a sleeping AIS target the
alarm generation will be determined by the settings made on the Settings tab of AIS page (see the next
paragraph).
Dangerous AIS Targets

Considered dangerous are targets whose CPA/TCPA values are both equal to or smaller than CPA/TCA safe
values set by the user on Safety Parameters window.
As soon as the CPA/TCPA values become smaller than the settings, CPA/TCPA alarm is triggered off. When the
free cursor is positioned on the Alarms window, the hint specifies the number of the targets which caused the
alarm generation.
Each new dangerous target causes the alarm to be triggered off anew.

The symbol (contour) of a dangerous target is always shown as red coloured larger triangle, with a
base of 5 mm and a height of 7,5 mm. COG/SOG vector is shown in the red colour. HDG vector is
displayed according to the general rules for the display of an HDG vector for activated targets and is
shown in the red colour.
The symbol of dangerous AIS target is flashing until CPA/TCPA alarm is acknowledged.
The MFD provides for three modes of handling the sleeping targets if they become dangerous:
l Auto activation of sleeping targets (the CPA/TCPA auto activation button is on) is turned on by default. As
this occurs, the CPA/TCPA alarm is generated;
l CPA/TCPA alarm generation without activating AIS targets (the CPA/TCPA button is on);
l The sleeping targets danger is ignored, AIS targets are not activated and the CPA/TCPA alarm is not
generated (both buttons are OFF).
The necessary mode is set in the Sleeping AIS targets group on the Settings tab of the AIS page of Targets panel.
When an AIS target ceases to be dangerous, it is displayed as appropriate to its activated/non-activated

status.
AIS Target in Guard Zone

As an AIS targets gets into the GZ, AIS guard zone target alarm is generated.
The AIS targets is automatically activated and starts flickering. After the alarm acknowledgement, the
acoustic alarm is silenced, the flickering stops. Each new target causes to the alarm to be generated anew.
Lost AIS Targets

If no data on the AIS target has been received from MFD within a certain time interval which depends on the
target category, such target is considered to be lost. The timeout for various target categories is shown in the
table below.

Category of Ship Alarm after timeout
Ship at anchor or moored and not moving faster than 3 knots (class B not moving faster 380 sec
than 2 knots)
Ship at anchor or moored and moving at more than 3 knots 41 sec
Ship 0–14 knots (class B 2–14 knots) 41 sec
Ship 0–14 knots and changing course 41 sec
Ship 14–23 knots 41 sec
Ship > 23 knots 30 sec
Ship > 23 knots and changing course 30 sec
Class B not moving faster than 2 knots 380 sec
Class B 2–14 knots 300 sec
Lost targets are shown on the PPI in the last accepted coordinates.
A lost target is shown as crossed lines centered on the AIS target symbol.
The sleeping lost AIS targets stop to be displayed on the PPI without any warning after the timeout expires.
Effective for the active AIS targets are filter settings on the Acquisition page of the Targets panel.
With the Lost Targets filter OFF, 30 seconds after the timeout expiry, or after the alarm acknowledgement,
the display of the AIS lost target is stopped.

With the Lost Targets filter ON, active AIS targets which are not within the circle of a radius specified in the
filter settings, stop to be displayed on the PPI immediately after the timeout expiry. Applicable to the active
AIS targets within the circle is the algorithm like in the case of the disabled filter.
If the dangerous target disappears Lost AIS Target alarm is generated.
A lost target is shown as a red coloured symbol of the lost target. Lost AIS targets and the alarm disappear
automatically 30 sec later or after the alarms acknowledgement.
Selected Target
In the absence of valid data, and/or with the invalid data available, the data card of the selected AIS target
displays “No Data” notation in the relevant boxes.
Own Ship Data

To check information transmitted by the own AIS transponder, use the AIS VDL Data tab of AIS page on the
Targets panel.

The Source line specifies the source of the own ship coordinates used by the AIS transponder for the data
transmission. External (Ext) or transponder built-in (Int) sources of coordinates can be used. The name of the
EPFS used is shown in brackets. If the RAIM mode is used, the name of the source is shown in green.
The UTC line shows the status of the time used in the AIS transponder. Time is always synchronised by the
EPFS receiver built into the transponder.
In the ROT line, the data display mode depends on the connection of the ROT sensor. If the sensor is
connected, the ROT value is shown in the “xxxº/min stb (port)” format. If there is no ROT sensor, the value is
calculated from the course alteration and may have two values: “0” or “>5º/30 s stb (port)”.
If some own ship data is not available, the word “Missing” is displayed.
AIS Transponder Alarms

Attention! If the AIS functionality is disabled, alarms received from the AIS transponder are not processed by
MFD.
In the case of malfunctions, the AIS transponder transmits alarms defined by the IEC 61993, which are shown
in the table below:
ID Alarm Name Alarm Description
001 AIS: Tx A Tx Malfunction alarm is generated if there is a malfunction in the radio transmitter
mulfunction hardware or if the antenna VSWR exceeds an allowed ratio. If the radio transmitter
returns to normal operation or if VSWR returns to a value below the allowed threshold,
the alarm is cleared
002 AIS: Antenna A low VSWR value indicates a problem with the antenna or connections/cables to the
VSWR exceed antenna. The VSWR of the antenna is checked for every transmission and if it exceeds a
limit given ratio then a VSWR alarm is generated. If the VSWR goes below the allowed
threshold, the alarm is cleared

003 AIS: Rx channel 1 The radio receivers are continuously monitored and if any part of the receiver’s
malfunction hardware should malfunction, an Rx Malfunction alarm is generated for that receiver. If
the radio receiver returns to normal operation, the alarm is cleared
004 AIS: Rx channel 2
malfunction
005 AIS: Rx channel

70 malfunction
006 AIS: general This alarm is generated if AIS transponder fails to initiate the radio. If this alarm occurs,
failure contact your retailer
008 AIS: MKD This alarm is active if the communication between the AIS transponder and the display
connection lost unit does not work. The alarm popup will appear if the display to transponder
communication is lost and the transponder to display communication still works
025 AIS: external This alarm is generated if the position from the external EPFS is invalid (i.e. no external
EPFS lost GNSS). Due to the fallback arrangement for the positioning sensor, this alarm can be
inactive up to 30 sec (during which the internal GNSS is used) before the alarm is
activated
026 AIS: no sensor This alarm is active if the AIS system does not have a valid position (latitude/longitude)
position in use from any sensor
029 AIS: no valid SOG These alarms are active if the AIS system does not have a valid SOG or a valid COG from
information any sensor. The SOG and COG is based on the speed log (if external GNSS is used and a
valid heading is available) or the GNSS currently in use
030 AIS: no valid COG
information
032 AIS: Heading This alarm is generated if either the heading information is lost/invalid (from external
lost/invalid sensors) or if the heading is undefined
035 AIS: no valid ROT This alarm is active if ROT (Rate Of Turn) is undefined or if no valid ROT information is
information available from external sensor or internal
With the arrival of any of the aforementioned alarms, they are displayed in the Alarms window.
Trial Manoeuvre for AIS Targets

Trial manoeuvre for the AIS targets is performed in much the same way as for the ARPA targets (see the
previous paragraph). The change of the manoeuvre parameters affects the display of the AIS target vectors
to suit the selected CPA\TCPA value. Trial manoeuvre is possible in the Tvect and Rvect modes.

Associating AIS and ARPA Targets

The AIS and ARPA targets are associated if both targets meet certain criteria, and it is highly probable that this
is one and the same target. The association criteria vary with the target speed:
l for low-speed targets (below 5 knots) – target position;

l for high-speed targets (5 knots and higher) – position and COG.
The by-position association is not possible unless the target is tracked steadily for at least 60 seconds, and for
at least 180 seconds in the case of the by-COG association.
The by-position association is made by comparing the ARPA and AIS target position in both range and
bearing. If the disagreement does not exceed a certain threshold value, targets are associated. The threshold
range value depends on the set radar scale, whereas the threshold azimuth value – on the target range.
The by-course association is made by comparing the COG of ARPA and AIS targets.
The targets are disassociated if the disagreement is more than twice the threshold value.
The targets association mode is controlled from the Association/AIS filter window of the Control Panel. To turn
on the mode, press the Association button. The priority of displaying targets after the association is selected
from the Piority drop-down list.
If ARPA target is lost, the association is disabled, and the PPI shows the AIS target only.
If the AIS functionality is disabled, or the AIS button is turned off, the association is disabled, and the PPI
shows the ARPA target only.
DR Mode of AIS Targets

To switch on DR mode for AIS targets, use DR for AIS targets button in Settings tab on AIS page of Targets panel
after the input of the minimum speed from which DR calculations are started.
In this case, the following specific features of dead reckoning for AIS targets should be taken into account:
l Dead reckoning of targets is made from the latest data on the true course and speed (COG/SOG). As the
rate of data transmission from the targets is dependent on their speed, manoeuvring and navigation
status, time before the data arrival may be as much as 10 sec;
l As the target data is updated by the transponder and the MFD, it is displayed on the screen in accordance
with the last received coordinates;
l There can be no dead reckoning of AIS targets with “At anchor” and “Moored” status.

Turning AIS Functionality OFF

The MFD has a capability to fully turn off (disable) AIS functionality. Automatic disabling is connected with
standard requirements whereunder the operation of AIS functionality is prohibited if at least one of the
following conditions is fulfilled:
l There is no own ship course;

l There are no own ship coordinates;
l STW+Drift is used for COG/SOG source;
l ER mode (Echo Reference mode) is used for COG/SOG source;
l DR mode is selected in the ECDIS task.
AIS functionality is, therefore, disabled automatically if these conditions are existent.
The following controls become automatically disabled:
l AIS button;
l Association button;
l Controls in Settings tab on AIS page of the Targets display.
If all the above-mentioned conditions for the automatic disabling are eliminated, the button is enabled and
that AIS functionality mode is resumes, which was set by the user before the software disabling (e.g.,
association of AIS and ARPA targets).
Display of Chart Information on RADAR Task

Attention! In RADAR task vector charts of TX97 and ENC formats are used only. RNC format charts are not
used in RADAR task.
Chart Loading
For a clear presentation of the sailing area and work with the chart information, it is necessary to correctly
select the navigational charts. This kind of selection can be made automatically by the user set parameters,
and manually.
Chart loading is understood as the display of an electronic chart from the ship folio on the PPI. Such loaded
chart, whose number is specified on Charts page of Chart/Routes panel, is referred to as the current chart.
For an easy search and loading of the required charts, the RADAR task offers two procedures: automatic and
manual.

Chapter 8. Radar Task • Display of Chart Information on RADAR Task 233
Chart Autoloading
Chart autoloading is a special RADAR task function, which allows the automatic display of the chart optimum
in regard of its position and scale, and defines this chart as the current chart. There may be joint display of
charts in the TX-97 and S-57 formats.
To turn this function on, press Autoload button on Charts page of Chart/Routes panel:
Chart autoloading is made under the ship position, when the ship sails beyond the current chart boundaries.
Where it is necessary to use the chart which is not loaded automatically, a special FIX function is provided.
This function is activated by selecting the necessary chart from the pull-down list with the Autoload button
depressed. As this is done, the chart autoloading is disabled and the required chart is loaded. To the right of
the Autoload button, the word “FIX” is displayed. After the ship symbol has passed the boundaries of the
fixed current chart, the autoloading mode will be turned on automatically.

Manual Chart Loading

The manual method of chart loading requires the operator to select the charts him/herself in the drop-down
list on Charts page of Chart/Routes panel.
To do this, you should first turn off the Autoload button.
Information about Charts and Chart Objects

General Chart Information
For the prompt obtaining of general information on the vector chart which whose boundaries the cursor is
currently located, the Multi-Functional Display implements Info function. To turn on Info function, use the
button: the screen displays the Info panel which shows all the necessary information. To turn off Info
function, use the right trackball button, the Close button on the Info panel or open another panel.
For ENC format charts, information on the edition number and date, coordinate offset, the latest correction
date and source of editions (country) is displayed. For TX-97 format charts, information on the edition
number and date, coordinate offset, the latest correction date is displayed along with data on the source of
the paper which the vector electronic chart was made from.
ENC format charts TX-97 format charts

Information on Chart Objects

A large number of chart objects on small screen area do not allow the display of all their associated
information. With the use of “Info” function, a free cursor for performing “acquisition” function appears in
the chart area. A press on the left trackball/mouse button in the bottom part of the screen opens up Info
panel, which displays available information on the “acquired” objects both in text and graphic form. Objects
are “acquired” by using the following procedures:
l Point type object (lighthouse, buoy, “i” information sign, etc.) – position the marker so that the object is
within its box;
l Line or area (recommended route, cables, oil pipelines, traffic separation lines, areas, etc.) – position the
marker on any line segment;
l Displayed chart – position the marker on any chart point.
Information panel displays a list of acquired objects. To view the data, selected the required object from the
list.
With the use of ENC format charts, point type objects are marked with a circle if Highlight function is selected
on Info panel. To cancel the marking, press Unmark button.

With the use of ENC format charts, line type objects are marked with a hatched area if Highlight function is
selected in Info panel. To cancel the marking, press Unmark button.
Effect of Errors on Chart Information Display Accuracy

The chart information display accuracy and correlation with the radar image is affected by the following
factors:
l Accuracy of determining coordinates with the use of a positioning system.
Accuracy of determining the position with the aid of a positioning system depends on many factors:
o Technical characteristics of the positioning system sensor;
o Antenna position. The satellite GPS signal can be received from any direction. To achieve the best
possible result, the antenna should be installed in the area with the largest open sky fragment (up to
the horizon). Remember that metal surfaces block the signal. Powerful transmitters (especially in the
microwave band) may corrupt the GPS signal. During the antenna installation, it is necessary, as far as
practically possible, to avoid the areas where there is focussed microwave transmission, or places close
to the powerful radars transmitting on the radio frequencies close to the values divisible by the L1
signal frequency (1575 MHz);
o Operating mode. It should be noted that when the GPS operates in the differential mode, its standard
accuracy is < 5 metres, whereas in the ordinary mode it is < 20 metres;
o Satellite constellation in use. It should be noted that in the polar areas (> 80 degrees) the positioning
system accuracy might deteriorate due to the low elevation of satellites in the constellation in use.
Positioning errors should be corrected with the aid of the “Position Offset”. This functionality is not
available unless the CHART button is enabled.

l Accuracy of selecting position of the \GPS\Conning station\Scanner antenna (in the System Configuration
utility). With the incorrectly selected relative coordinates of the scanner antenna and reference point
position (Conning station), an error is entered in the correlation of chart and radar information. To avoid
input of this position, position of the scanner and GPS receiver antenna units should be set with the
maximum possible accuracy:
l Error in aligning the scanner centreline plane with the centreline plane of the ship. In the case of
inaccurate aligning of the scanner and ship centreline planes, there is azimuthal deviation between the
chart and radar information. This error is compensated for by entering the offset in the azimuth via the
BRG Offset function:
l Gyro error. In the case of a gyro error, there is azimuthally deviation between the chart and radar
information. This error is eliminated by entering an additional correction in the azimuth via the BRG Offset
function:

l Delay in the scanner receiver. In the case of delays in the scanner receiver, there is distance discrepancy
between the chart and radar information. This error is compensated for by entering the delay offset via
the DIST Offset function:
If there is any disagreement between the chart and radar information, before the input of additional
offsets, make check measurements on the paper chart (WGS-84). These adjustments should be made
when alongside the berth.
l Scanner antenna installation height. In the immediate vicinity of the ship, the alignment accuracy is
affected by the antenna installation height, as the radar measures an inclined range, whereas a horizontal
range is plotted on the chart. To compensate for this error, it is necessary to enter the antenna
installation height parameter:
l Disagreement between the chart scale and selected range. The chart scale determines accuracy of the
objects plotted on it. Accordingly, when small-scale charts are used on small scales, there may be
disagreement between the chart and radar information both in bearing and in range. To eliminate this
error, it is necessary to use, as practicable, the charts in accordance with their original scale. The table
below shows correlation between the selected range and the optimum chart scale.
Range Monitor size/PPI diameter Range Monitor size/PPI diameter
19"/270 mm 23"/340 mm 19"/270 mm 23"/340 mm
0.25 1:3526 1:2832 6 1:85604 1:67980
0.5 1:7134 1:5664 12 1:171482 1:136176
0.75 1:14268 1:8486 24 1:341592 1:271264
1.5 1:28536 1:16994 48 1:681810 1:541438
3 1:42802 1:33990
For compensations for Navigational Data, see Chapter 2, section Navigational Sensors, paragraph
Compensations for Navigational Data.

Chart Layers Control

Only vector charts can be displayed on PPI. For the chart not to interfere with the radar picture display, only
part of the chart information can be shown. To this end, charts are divided into layers. Each layer displays
certain chart objects. In MFD there are five layers which are turned on by using appropriate buttons:
l SAF CON1;
l TSS (Traffic Separation Schemes);
l Abovewater;
l Underwater;
l Coast.
Chart objects shown in each layer are specified in the table below:
Layer ENC Chart Objects TRS (TX-97) Chart Objects
SAF CON l Set safety contour; l Set safety contour;

l Less than safety contour areas; l Less than safety contour areas;
l Drying zones l Drying zones
TSS l Deep water route centrelines; l Pile obstacle;

l Deep water route parts; l Fishing stakes;
l Inshore traffic zones; l Prohibited areas;
l Fairways; l Traffic separation zone;
l Ferry routes; l Established and recommended
traffic arrows;
l Precautionary areas;
l Danger limits;
l Radio calling points;
l Restricted area;
l Recommended route centrelines;
l Separated traffic zone limits;
l Recommended tracks;
l Pilot station;
l Recommended traffic lane parts;
l Caution area;
l Traffic separation lines;
l Radio communicating point
l Traffic separation scheme boundary;
l Traffic separation zones;
l Traffic separation scheme crossings;
l Traffic separation scheme roundabouts;
l Two-way route parts;
l Traffic separation scheme lane parts
1– for a safety contour, the next deeper contour relative to the value set in the Safety depth input window is
selected.

Layer ENC Chart Objects TRS (TX-97) Chart Objects
Abovewater l Beacons, cardinal; l Insets;

l Beacons, isolated danger; l Lights (without sectors);
l Beacons, lateral; l Buoys and conspicuous features;
l Beacons, safe water; l Racons;
l Beacons, special purpose/general; l Isolated dangers (sunken ships
with above-water structures,
l Buoys, cardinal;
drilling platforms, above-water
l Buoys, installation; rocks);
l Buoys, isolated danger; l Jetty, breakwater;
l Buoys, lateral; l Submerged structures;
l Buoys, safe water; l Piles;
l Buoys, special purpose/general; l Bridges;
l Bridges; l Churches;
l Buildings, single; l Rocks;
l Lights float; l Radio towers
l Landmarks;
l Mooring/Warping facilities;
l Offshore platforms;
l Piles;
l Wrecks showing any portion of hull or superstructure;
l Always dry rocks
Underwater l Obstructions; l Isolated submerged dangers

l Underwater/awash rocks (if they are dangerous1);
l Wrecks (if they are dangerous1)
Coast l Coastline; l Coast;

l Land areas; l Drying heights
l Shoreline constructions
1– i.e., the depth of these objects is less than the safety contour, otherwise they do not belong to any of the
layers and are not drawn.

The MFD implements a capability to select the display of various chart information categories:
l Standard display – includes chart information essential for the navigation;
l All Layers – includes all chart information, which can be displayed on PPI.
The set of Standard Display chart objects is fully compliant with the “Primary Chart Information Set” defined
in IEC 60936-3 standard.
Chart objects shown in each display are specified in the table below:
Control Name Chart Objects
Std Display l Layers:

o SAF CON;
o Coast;
o Abovewater;
o Underwater.
l Chart scale boundaries;
l Official charts boundaries;
l Radar reflectors;
l Radar transponder beacons;
l Silo/tanks;
l As well as all the objects which do not belong to any layer, having the “Displaybase” category
(e.g., Unsurveyed Area, Canal, Pontoon, Hulk, Floating Dock)
All Layers l Standard display;

l TSS layer;
l Coast Guard Stations;
l Visual and radar conspicuous features (object either natural or artificial which is distinctly and
notably visible from seaward and an object which returns a strong radar echo, having a radar
reflector);
l Indications of fixed and floating aids to navigations (daymarks, fog signals, light circles, light flare
symbols; radar lines, radar ranges, radio stations, retro-reflectors, topmarks)
A press on Std. Display and All Layers buttons turns on automatically the buttons of the layers they include. As
Std. Display and All Layers buttons are turned off, status of layer buttons is restored as of the moment when
the displays were turned on.
The MFD has a capability, for the ENC’s only, to show the numeric sounding values upon the press on the
DPTH Value button.

Chart Object Display

The MFD can be displayed in one of the following palettes:
l Daylight;
l Dusk;
l Night;
l Night inverted.
Palettes correspond to the IHO Presentation Library v. 3.3 in the following way: Daylight– Day; Dusk – Dusk;
Night, Night inverted – Night.
Conditions of Displaying Electronic Charts

Electronic charts are not displayed unless the correct own ship coordinate values (PSN), datum information
(DTM sentence) and heading from the gyro (HDG) are available and if DR or ER mode is selected in the ECDIS
task. If this done, in a minute electronic charts stop to be displayed on the PPI, and CHART button is locked.
For the own ship positioning, the same common CCRP as for the other data (AIS, ARPA, ERBL etc.) is used.
The GPS antenna coordinates are re-calculated to the CCRP coordinates in accordance with a description (see
Chapter 2, section Information Sensors, paragraph Consistent Common Reference System).
The chart display mode is not available in the following cases:
l CHART button OFF;

l Position data not available or invalid;
l Gyro data not available or invalid;
l Coordinates system (WGS-84) data not available or invalid;
l Charts not installed;
l Cartography option not licensed.
Note: With the ROT larger than the antenna rate of revolutions, the radar picture may not agree with the chart
due to the more frequent position and Gyro data updating and, therefore, more frequent chart re-drawing.

If there is an area not covered by the ENC format charts, it is displayed in the following way:
The electronic chart scale corresponds to the set radar scale. If the range scale is decreased so that the
current chart display scale is 3 or more fixed range scale values larger than the original scale, Not recom. scale
warning is displayed.
With the electronic chart displayed on the PPI, disagreement between the chart and radar picture caused by
the ship turn, is eliminated within one radar antenna revolution.
In MFD, the radar picture is displayed on top of the electronic chart. You can display the contour of electronic
chart on top of the radar picture as long as button is pressed on the Display Panel.

Chapter 9.
Radar Overlay and Targets in
the ECDIS Task
This chapter provides a description of the ECDIS task capabilities in handling the radar
picture and targets.
Radar Overlay 246
ARPA 247
Guard Zones 250
Lost Targets 250
AIS 251
AIS Transponder Interface 251
Target Table 260
Radar Overlay
If there are two scanners connected to MFD network configuration, you can select the display of a radar
picture from any of them:
There are some limitations in the selection of a radar picture source. E.g., if the station with the ECDIS task is
connected to the some of the scanners, with the scanner running, the ECDIS task screen can only display the
radar picture from this scanner. If the scanner is set to the STANDBY mode, it becomes possible to display a
radar picture from another scanner.
Some of the radar functions are controlled by the operator on the Control Panel Radar Settings display:
The following parameters can be changed:
l Radius of an area within which the radar picture is formed (Range). The area radius is selected. This radius
can be arbitrarily set by the operator. The following range scales can be set: 0.25 mile, 0.5 mile, 0.75 mile,
1.5 mile, 3 miles, 6 miles, 12 miles, 24 miles, 48 miles. The setting does not depend on the range selection
on the scanner;
l Fixed range rings (Rings) are set with regard to the radius of the radar picture formation area (Range) with
the following values:
Range area Discretion of the range rings display (NM)

values (NM)
0–2 0.5
2–6 1
6–12 2
12–24 4
24–48 8

Chapter 9. Radar Overlay and Targets in the ECDIS Task • ARPA 247
The following radar picture parameters are set on Radar Settings display:
l Radar picture transparency (Transparency). This is set to enable the display of electronic chart features
under the radar picture layer. The transparency levels from “0” – opaque, to “3” – almost transparent, are
provided. As the “Standard display” is selected on the keyboard ES6, transparency is automatically set
to position “2”:
l Parameters of an area on the screen within which the radar picture will be displayed (Overlay window). The
operator sets a rectangular area which will delineate the radar picture:
l Radar picture display colour (Echo color). One of the three colours can be set: green, yellow or red:
l Radar picture scan-to-scan correlation and smoothing out mode (Accumulation). This is set for its clearer
and more contrast display on the screen. It is not advisable to use this function in case of a considerable
ship yaw and on the routes connected with active manoeuvring:
ARPA
The ECDIS task allows the display of an ARPA target from two external ARPA’s which information on is
provided in the TTM sentences, and the acquisition and processing of a radar target from the radar picture.
The ARPA targets received from ARPA-A/ARPA-B are displayed in the ECDIS task only with different identifiers
containing the source index and number. Targets received and tracked by the ARPA are identified as follows:
l “A” index – targets received from the ARPA connected on ARPA-A channel;
l “B” index – targets received from the ARPA connected on ARPA-B channel.

The ARPA targets are handled on the Acquisition page of the Control Panel Targets display:
The following functions are used for handling ARPA targets on the given WS:
l Acquire – to call the cursor for the target acquisition; after the target acquisition, it’s motion parameters
are shown on the Chart panel and in the target table;
l Cancel – to call the cursor for canceling the target acquisition; after the target acquisition canceling, it’s
motion parameters are not shown any more;
l Cancel All – to cancel the acquisition of all targets on the ECDIS task screen:
l Guard Zone 1, Guard Zone 2 – to set the guard zone manually; as the target enters such zone, this target is
automatically shown on the screen, and its parameters in a table (after its exit from the zone, the display
remains):
l Lost targets – to set the range and turn on the filter for the Lost target warning generation:
With the filter turned on, the alarm is only generated for lost ARPA targets and active AIS targets within
the circle of a set radius.

Chapter 9. Radar Overlay and Targets in the ECDIS Task • ARPA 249
Display and Naming of ARPA Targets

Symbols of ARPA targets are displayed on the ECDIS task screen in accordance with the following rules:
l Acquired targets are shown in the form of a dashed line circle centered at the position of target
acquisition ;
l Steadily tracked targets are shown as green coloured thick solid line circles 3 mm in diameter (with the
radar picture display ON, ARPA targets are shown in green) .
An acquired target is automatically given an ID number. The numbering starts with 1. Every new target is
given the next number (the maximum is 100). If a target is lost, some unoccupied numbers appear, which are
then not assigned to new targets until the maximum number is reached.
As the maximum number of targets is exceeded (101 targets), the Alarms window will display the ARPA
capacity exceeded alarm.
Handling of targets acquired on the ARPA includes the display of all the tracked targets on the ECDIS task
screen and the display of their parameters in the Target table (Targets panel).
ARPA targets acquired and processed in the ECDIS task have a number only, without any index.
The ARPA targets received from ARPA-A are displayed in the ECDIS task with different identifiers containing
the source index and number. Targets received from the ARPA connected on ARPA-A channel are identified
with “A” index and targets received from ARPA-B are identified with “B”.
Attention! The ARPA targets received from ARPA-A and ARPA-B are only displayed in the ECDIS task, and
they are not covered by alarms and warnings generated for targets acquired and processed in the ECDIS task. The
exception is provided by the CPA/TCPA alarm which is generated for ARPA targets received from ARPA-A/B.
Dangerous ARPA Targets

Considered dangerous are CPA/TCPA values, which are simultaneously equal to or smaller than safe
CPA/TCPA value set by the user on Targets panel. As a dangerous target appears, CPA/TCPA alarm is triggered
off.
The symbol of a dangerous target is a red coloured 5 mm diameter circles .

The symbol of the dangerous target is flashing until CPA/TCPA alarm is acknowledged.

Vectors of ARPA Targets

Vectors indicates the projected direction and speed of a tracked target. The end of the target vector
represents where that target will be in “n” minutes (where “n” represents the vector time set in the Vectors
combo box in the Operational Panel window of the Control panel) if the target holds current speed and
course.
Vectors of ARPA targets are displayed automatically for all the acquired targets . The minute notch is
not shown unless a certain vector length is set.
Vectors are shown in green colour. Vectors of dangerous targets are shown in the red colour.
Guard Zones
Two guard zones can be defined. Parameters of the Guard Zones are counted from the scanner. The user can
set the dimensions of these zones. The following limitations are imposed in this case:
l The distance to the inner boundary of the Guard Zone shall not be less than 0.1 miles;
l The dimensions of the Guard Zone shall not be less than 5º by angle and less than 0.5 miles by width.
As a target enters a guard zone, the Guard zone target alarm is generated. Before the alarm
acknowledgement, ARPA targets are shown as follows:
l Radar targets in acquisition state acquired automatically in the Guard zone, are shown as a
flashing red 5 mm diameter dashed line circle.
l The steadily tracked targets acquired automatically in the Guard zone, are shown as a flashing
red 3 mm diameter thick solid line circle.
l The steadily tracked targets in the Guard Zone, are shown as a flashing 3 mm diameter thick
solid line circle.
The symbol is flashing until Guard zone target alarm is acknowledged.
Boundaries of the ring shaped zones are set by using the cursor. There may be the following setting options:
l Change of the ring width;

l Circular motion of the zone relative to the own ship mark (without changes in the dimensions or shape);
l Change of the coverage angle;
l Moving the zone closer to or farther from the own ship mark (with a change of the zone width).
Lost Targets
The tracking is cancelled, and the target is considered to be lost according to the following algorithm:
l Up to 1 minute after the acquisition – target missed 6 times;

l From 1 to 3 minutes after the acquisition – target missed 11 times;
l 3 and more minutes after the acquisition – target missed 18 times.
A lost target is shown as a red coloured crossed lines centred on the target symbol .

Chapter 9. Radar Overlay and Targets in the ECDIS Task • AIS 251
With the Lost Targets filter OFF, the target loss is associated with the Lost target warning. 30 seconds later, or
after the alarm acknowledgement, the display of the lost target is stopped.
With the Lost Targets filter ON, targets dropped from tracking which are not within the circle of a radius
specified in the filter settings, stop to be displayed on the ECDIS task screen immediately after they have
been lost. Applicable to the targets within the circle is the algorithm like in the case of the disabled filter.
AIS
AIS Transponder Interface
AIS (Automatic Identification System) is used for the automatic data exchange
with ships and various coastal objects fitted out with this system, via VHF channel.
Interfacing of this device with the MFD produces the following capabilities:
l To receive and display data on other targets using the AIS (coordinates, name, MMSI, IMO number,
ship’s navigation status, ship’s type and nature of cargo, speed, etc.);
l To receive and display additional data transmitted by ships and coastal AIS;
l To transmit own ship data (coordinates, name, MMSI and IMO number,
type of cargo, type and navigation status of the ship, course, speed, etc.);
l To transmit messages with different status to other AIS system objects.
Information on the own ship transmitted to other ships of AIS system, is displayed on Voyage and Static Data
page:
In Static Data group, ship data are provided for reference and cannot be changed.
Messages are compiled and sent on Messaging page of AIS panel.
Note: If the AIS class B is selected during the installation the set of possible settings is limited.


The MFD processes and displays “Vessels class A&B” type AIS targets only (VDM 1, 2, 3, 5, 18, 19, 24
sentences); information on these targets is received by the AIS transponder without any limitations. These
targets transmit information with the intervals specified in the following tables.
Class A Shipborne Mobile Equipment Reporting Intervals:
Ship at anchor or moored and not moving faster than 3 knots 3 min
Ship at anchor or moored and moving faster than 3 knots 10 sec
Ship with a speed of between 0–14 knots and changing course 3 1/3 sec
Ship with a speed of between 14–23 knots and changing course 2 sec
Ship with a speed of greater than 23 knots 2 sec
Ship with a speed of greater than 23 knots and changing course 2 sec
Reporting Intervals For Equipment Other Than Class A Shipborne Mobile Equipment:
Platform's Condition Nominal reporting interval
Class B Shipborne Mobile Equipment not moving faster than 2 knots 3 min
Class B Shipborne Mobile Equipment moving > 23 knots 5 sec
Search and Rescue aircraft (airborne mobile equipment) 10 sec
Aids to Navigation 3 min
AIS base station 10 sec
These targets are not displayed unless the own ship coordinates are available (Lat/Lon), as AIS target position
is referenced to the absolute geographic coordinates.
Attention! Up to 256 AIS targets can be processed simultaneously. AIS targets are processed in turn, so there
may be a loss of a target due to the excessive traffic.
95% AIS capacity warning.

As the maximum number of targets is exceeded (257 targets), the Alarms window will display the AIS capacity
exceeded alarm.
After this alarm has been triggered off, the operator can decrease the AIS targets processing radius (see
documentMulti-Functional Display (v. 2.00.330). ECDIS User Manual (edition 2), Chapter 10, section AIS, paragraph
Handling AIS Targets, item AIS Target Display) thus reducing the number of the processed AIS targets.
Display and Naming of AIS Targets

Targets are named in accordance with the same rules as ARPA targets. The name of an AIS target is formed
from ‘T’ prefix (from transponder) and its unique identifier, i.e., T1, T2, T10, etc.
AIS Target Symbol Types, Orientation

AIS targets are displayed on the ECDIS task screen according to the following rules:
Sleeping AIS targets are presented as acute isosceles triangles oriented to the targets’ reported
heading (or COG if heading is not reported) and centred at the targets’ reported position. The base of
the triangles is 3 mm and the height is 4,5 mm. The triangles are drawn using a thick solid green line.
A sleeping AIS targets with neither a reported heading nor COG are shown as a dashed-line green
coloured triangle oriented toward the top of the operational display area.
Activated AIS targets are presented as acute isosceles triangles oriented to the targets’ reported
heading (or COG if heading is not reported) and centred at the targets’ reported position. The base
of the triangles is 4 mm and the height is 6 mm. The triangles are drawn using a thick solid green line.
If information on AIS target dimensions is available, and the current scale permitting (the
appropriate range scale is selected), AIS targets are shown in the form of a ship contour. Ship
contour is drawn around the AIS target symbol triangles relative to the targets’ reported position
according to the offsets, beam and length. The contour is drawn using a thick solid green line.
If there is no information on the target’s COG/SOG vector or the own ship’s COG/SOG vector
affecting the CPA/TCPA calculations, the AIS targets are shown as a dashed-line green coloured
triangle (contour) oriented toward the top of the operational display area.
AIS aids to navigation (ATON) are presented as a green diamond with crossed lines centred at the
reported position of the ATON.
A virtual AIS ATON has the green letter ‘V’ superimposed on the symbol so that it does not extend
beyond the diamond and does not intersect with the crossed lines.
An AIS search and rescue transmitter (AISSART) is drawn as a solid line green circle with crossed.
Target symbols are oriented along the ship’s valid gyro heading (HDG), and where the HDG is not available,
along the ship’s valid course over the ground (COG).
The colour of AIS target symbols is identical to the colours of ARPA targets.

Activated and Non-Activated AIS Targets

All the AIS targets displayed on the ECDIS task screen (including dangerous targets) are considered non-active
(sleeping) from the moment they are first displayed on the screen.
Sleeping targets are displayed in the form of an appropriate symbol without vectors.
The user can activate any displayed AIS target. The target is considered to be activated until:
l It is deactivated manually by the user;

l It is lost (in this case, if new data on the lost target arrived before its deleting, the target is considered to
be active again).
Active AIS targets are displayed as an appropriate symbol and vectors. Vectors are not displayed unless there
is relevant valid data.
Heading lines are originate at the apex of the AIS triangle. Turn indicators are presented as a single line
perpendicular to the heading line in
the direction of turn.
The COG/SOG vector is shown with a dashed line whose length depends on the selected vector length value
(in minutes).
When an AIS target is shown as a ship contour, vectors originate from its AIS antenna fixing point
(ABCD parameters).
The previously activated target can be switched to sleeping/non-active status.
Different filters are used for reducing the number of displayed targets. Settings are made on the Targets
display.

By default, the filter is OFF. It is possible to select criteria for filtering targets which will not be displayed on
the ECDIS task screen:
l By RANGE – to filter targets beyond the user set limits;

l By CPA – to filter targets whose CPA is larger than the value set by the user in the Targets display;
l By TCPA – to filter targets whose TCPA is larger than the value set by the user in the Targets display.
By default, the filter will filter off sleeping AIS targets only. To filter active targets by the same criteria, you
should check the Filter checkbox on the AIS page of the Targets display. Set here is also the distance (Range
filter) required for the range filter operation.
The indicator of targets currently processed by the filter is in the bottom part of the Targets display:
l S – sleeping AIS targets;

l A – active AIS target.
Warning! It should be noted that dangerous AIS targets can also be filtered off for display with the aid of the
AIS filter. Nevertheless the CPA/TCPA alarm will be generated for them.
Dangerous AIS Targets

Considered dangerous are targets whose CPA/TCPA values are both equal to or smaller than CPA/TCPA safe
values set by the user on CPA/TCPA group of the Targets panel.
As soon as the CPA/TCPA values become smaller than the settings, CPA/TCPA alarm is triggered off. When the
free cursor is positioned on the Warnings window, the hint specifies the number of the targets which caused
the alarm generation.
Each new dangerous target causes the alarm to be triggered off anew.
The symbol (contour) of a dangerous target is always shown as red coloured larger triangle, with a
base of 5 mm and a height of 7,5 mm. COG/SOG vector is shown in the red colour. HDG vector is
displayed according to the general rules for the display of an HDG vector for activated targets and is
shown in the red colour.
The dangerous target is automatically activated, and the symbol of this target is flashing until CPA/TCPA alarm
is acknowledged.
The MFD provides for three modes of handling the sleeping targets if they become dangerous:
l Auto activation of sleeping targets (the CPA/TCPA auto activation button is on) is turned on by default. As
this occurs, the CPA/TCPA alarm is generated;
l CPA/TCPA alarm generation without activating AIS targets (the CPA/TCPA button is on);
l The sleeping targets danger is ignored, AIS targets are not activated and the CPA/TCPA alarm is not
generated (both buttons are OFF).

The necessary mode is set in the Sleeping AIS targets group on the AIS page of the Targets display.
When an AIS target ceases to be dangerous, it is displayed as appropriate to its activated/non-activated status.
AIS Target in Guard Zone

As an AIS targets gets into the GZ, AIS guard zone target alarm is generated.
The AIS targets is automatically activated and starts flickering. After the alarm acknowledgement, the
acoustic alarm is silenced, the flickering stops. Each new target causes to the alarm to be generated anew.
Lost AIS Targets

If no data on the AIS target has been received from MFD within a certain time interval which depends on the
target category, such target is considered to be lost. The timeout for various target categories is shown in the
table below.
Ship at anchor or moored and not moving faster than 3 knots 380 sec
(class B not moving faster than 2 knots)
Ship at anchor or moored and moving at more than 3 knots 41 sec
Ship 0–14 knots (class B 2–14 knots) 41 sec

Ship > 23 knots and changing course 30 sec
Class B not moving faster than 2 knots 380 sec
Class B 2–14 knots 300 sec
Lost targets are shown on the ECDIS task screen in the last accepted coordinates.
A lost target is shown as crossed lines centered on the AIS target symbol .
The sleeping lost AIS targets stop to be displayed on the ECDIS task screen without any warning after the
timeout expires.
Effective for the active AIS targets are filter settings on the Acquisition page of the Targets display.
With the Lost Targets filter off, 30 seconds after the timeout expiry, or after the alarm acknowledgement, the
display of the AIS lost target is stopped.
With the Lost Targets filter ON, active AIS targets which are not within the circle of a radius specified in the
filter settings, stop to be displayed on the ECDIS task screen immediately after the timeout expiry. Applicable
to the active AIS targets within the circle is the algorithm like in the case of the disabled filter.
If the dangerous target disappears Lost AIS Target alarm is generated.
A lost target is shown as a red coloured symbol of the lost target. Lost AIS targets and the alarm disappear
automatically 30 sec later or after the alarms acknowledgement.

Associating AIS and ARPA Targets

The AIS and ARPA targets are associated if both targets meet certain criteria, and it is highly probable that this
is one and the same target. The association criteria vary with the target speed:
l for low-speed targets (below 5 knots) – target position;

l for high-speed targets (5 knots and higher) – position and COG.
The by-position association is not possible unless the target is tracked steadily for at least 60 seconds, and for
at least 180 seconds in the case of the by- COG association.
The by-position association is made by comparing the ARPA and AIS target position in both, range and
bearing. If the disagreement does not exceed a certain threshold value, targets are associated. The threshold
range value depends on the set radar scale, whereas the threshold azimuth value – on the target range.
The by-course association is made by comparing the COG of ARPA and AIS targets.
The targets are disassociated if the disagreement is more than twice the threshold value.
The targets association mode is controlled from the Targets display. To turn on the mode, press the
Association button. The priority of displaying targets after the association is selected from the Piority drop-
down list.
If ARPA target is lost, the association is disabled, and the ECDIS task screen shows the AIS target only.
If the AIS functionality is disabled, or the AIS button is turned off, the association is disabled, and the ECDIS
task screen shows the ARPA target only.
DR Mode of AIS Targets

To switch on DR mode for AIS targets, use DR for AIS targets button on AIS page
of Targets display after the input of the minimum speed from which DR calculations are started.
In this case, the following specific features of dead reckoning for AIS targets should be taken into account:
l Dead reckoning of targets is made from the latest data on the true course and speed (COG/SOG). As the
rate of data transmission from the targets is dependent on their speed, manoeuvring and navigation
status, time before the data arrival may be as much as 10 sec;
l As the target data is updated by the transponder and the MFD, it is displayed on the screen in accordance
with the last received coordinates;
l There can be no dead reckoning of AIS targets with “At anchor” and “Moored” status.


Targets received from the AIS are displayed and processed in the ECDIS task with unique identifiers which can
be selected by the operator from the list:
l By ID;
l By MMSI number;
l By Call Sign;
l By Name.
Parameters of such targets are displayed in the Targets Table of Targets panel.
To promptly obtain more detailed information on a certain target, use a free cursor. With its help, a data card
with AIS target data is displayed:
CPA and TCPA of dangerous targets are displayed in the data card in red colour.

Target Table
The ARPA, AIS and Seetrac targets tracked and displayed on the ECDIS task screen, are entered in the table
on Target Table page of theTargets panel, where they can be sorted by Name, CPA, TCPA, Alias and Range.
Each target is assigned a certain status according to its speed and calculated CPA and TCPA parameters. A
dangerous target vectors (both CPA and TCPA values are smaller than the operator settings) is highlighted in
red colour. With the alert enabled for each tracked dangerous target, CPA/TCPA alarm message is generated.
To make a fast search for targets on the ECDIS task screen, press the button with the target’s name. As this is
done, the ECDIS task screen is re-drawn so that the necessary target is displayed in its centre. For 10 seconds
the target is highlighted with a flashing circle.

Chapter 10.
Network Configuration
This chapter provides a description of special MFD operation features in the network
configuration.
Network Configuration 262
General 262
Interswitch 263
Navigational Data Management 264
Data Synchronization 265
ECDIS Master and Slave 265
Integrated Task Control and Monitoring 266
Network Configuration
General
Networking of several WS’s produces additional MFD use capabilities:
l Interswitch;
l Navigation Data Management;
l Data Synchronization.
The standard configuration is shown in the figure below:
Connected to the system simultaneously can be up to 4 scanners. Not more than 2 scanners are connected
to one WS. The example of such configuration is shown in the figure below:

Chapter 10. Network Configuration • Network Configuration 263
Interswitch
The MFD on different WS’s within the network configuration has different scanner control rights. For each
band (X-band and S-band), there is always one station only which controls the scanner in this band. This
station has the Radar MASTER status. Other stations have no scanner control capabilities. These stations
have the Radar SLAVE status.
The table below shows the WS capability to operate in different modes.
Function Master station Slave station
Range selection Full control ±1 range from Master (except

0.25, 0.5, 0.75 ranges)1
Pulse selection (LP, MP, SP) Full control Indication
Scanner management Full control Indication
Scanner adjustments (Radar settings button Full control Unavailable

of Radar-Scanner panel)
Blank Sectors Full control Unavailable
PM Full control Unavailable
RIB6 adjustment (amplification, offset, Full control Unavailable

polarities)
Bearing\Distance offset Full control Unavailable
Interference rejection (IR) Full control Indication
Gain\Rain\Sea Full control (saving for each Full control (saving for each
scanner independently) scanner independently)
When the system is started for the first time, the WS status (Radar MASTER or SLAVE) depends on the initial
configuration made in the System Configuration utility during the installation.
In the course of the system operation, the user can change distribution of the radar control rights between
the stations. To do this, it is necessary to pass the rights (Hand Over Control) from the Radar MASTER WS to
the Radar SLAVE WS of the scanner in question. In this case, the reception of rights (Take Over Control)
should be confirmed in the confirmation window which is shown automatically on the Radar SLAVE WS.
While the Radar MASTER/SLAVE rights are being passed, the scanner switches to the StandBy state. All the
scanner and radar processor (RIB6) settings are passed to the new Radar MASTER and are displayed in the
RADAR task on this WS.
1– after switching of the scale on Master Station scale on Slave station will be synchronized automatically if
the difference does not exceed ±1 step. Otherwise, slave station scale will be the same as Master station. Use
can change this scale to ±1 step from original one. These scales will be marked by color (red).

The user can pass the Radar MASTER rights to the WS which is currently not a SLAVE for this scanner. To do
this, you should:
l switch the WS to the Radar SLAVE status for the selected scanner;
l open the Interswitch page of the Status management panel and perform a standard procedure for
handing/taking over the rights.
The system automatically restores the workstation rights after the restart/turning off, i.e., the station which
had the Radar MASTER rights before the restart/turning off, becomes the Radar MASTER. If the Radar
MASTER station is turned off, the request to accept the radar control rights is sent automatically to all the
Radar SLAVE WS’s of the scanner in question. The user can select one of the WS’s for a new Radar MASTER.
The WS can be appointed Radar MASTER for two scanners simultaneously. The relevant status is indicated in
the RADAR task of the given WS. In this case, however, the radar overlay can be obtained from the active
scanner only (TX mode), the second radar is in the StandBy mode.
In the case of faults in the network equipment, the Interswitch functionality changes. For a detailed
description, see Annex B.
Navigational Data Management

The control of navigation data by different tasks on the one WS has different privileges. There is always one
task only, which has a full control of the navigation data. This task has the Navigation MASTER status.
This functionality also is possible in the network configuration, in this case the system can make a centralised
use of data connected either to one or to another station. Control of navigation data from other task is limited.
These tasks have Navigation SLAVE status. This being the case, sensors in use can be assigned with Navigation
MASTER status task only, the task with the Navigation SLAVE status only shows which sensors are used.
Attention! In case of the network break, each station will be operating independently providing a full set of
features as a standalone system.
The navigational data which can be used on each WS, in this case is the data from sensors physically
connected to this station. The capability to assign sensors to the tasks with the Navigation SLAVE status on
this WS will be automatically unlocked, both stations will have the one task with Navigation MASTER status.
As the network connection is restored, assigned with the Navigation MASTER status will be the task which
had this status at the moment of the break (when the stations are restarted, the highest priority task will be
appointed task with Navigation MASTER status (see document Multi-Functional Display (v. 2.00.330).
Installation Guide Part I (edition 2) , Chapter 2, section MFD Configuration, paragraph MFD Settings).
Functions available from the station with Navigation MASTER status only:
l Selection of navigation data sources (Position, COG/SOG, HDG, STW);

l Setting reference points;
l Setting position offset, gyro error;
l Setting navigation alarm parameters, and turning these alarms on:
o Antigrounding alarm and parameter;
o Safety Depth.

Chapter 10. Network Configuration • Network Configuration 265
Data Synchronization
Within the network configuration, collections required for operation of different WS are equalised by
software facilities. I.e., the following collections will be identical on all the WS’s:
l Electronic Navigational Charts;

l Maps (Radar MAPS) and Manual correction;
l Routes;
l Navtex database;
l Alarm management.
The chart collection is installed with the aid of the Chart Assistant utility on one WS and is then synchronised
on another WS by using the functions of this utility (see document Multi-Functional Display (v. 2.00.330).
Utilities, Chapter 2). In case of the network break, each station operates in the Standalone mode, so all the
chart handling operations (installation of licenses, charts, their update, etc.) has to be performed on each WS
individually.
The collection of maps is synchronised automatically as they are handled on all the WS’s (installed, edited
and deleted). In case of the network break, operations on the maps should be performed on each WS
separately.
Routes are supplied to the MFD from external devices, e.g., GPS or ECDIS which are connected to one WS
and then synchronised on all the WS’s throughout the network. When the network is broken, it is only the
WS which is directly connected to the external route source device which retains the capability to receive
routes.
ECDIS Master and Slave

If the ECDIS task is assigned as Navigation MASTER, there are following functions available:
l Selection of essential data sources (Position, HDG, STW, COG/SOG, Depth);

l Setting position offset, gyro error, magnetic variation, ships’ draft;
l Setting time zone and its change time;
l Setting navigation alarm parameters, and turning these alarms on:
o Navigation danger (alarm and parameter);
o Safety Contour (alarm and parameter);
o Sounder Depth (alarm and parameter);
o Anchor Watch (alarm and parameter);
o Safety Contour (value in metres);
o Safety Depth;
o Approach to Area (value in minutes);
o Shallow Contour (parameter);
o Deep Contour (parameter);
o Area warnings.

l Loading monitored route and schedule;

l Setting the following route components for monitoring:
o Next WPT;
o Arrival circle;
o Radius.
l Setting parameters for alarms connected with motion along the route according to a schedule, and
turning these alarms on:
o Off Chart;
o End of Route;
o Out of Schedule (in minutes);
o WPT Approach (in minutes);
o Off leg course (in degrees);
o Out of XTD.
l Setting of time zone and its change time;
l Setting time-related alarms:
o End of Watch;
o Timer off.
l Sending AIS messages (AIS Control).
Integrated Task Control and Monitoring

Within ECDIS task, there is general control of operation modes for different WS the entire network
configuration, i.e., a change of parameter on one WS causes synchronous change of this parameter on other
WS’s.
Name ECDIS ES6 Name ECDIS ES6

Key- Key-
board board
Monitored route Yes N/A Radius Yes N/A
Monitored schedule Yes N/A BTW Yes N/a
Time Yes N/A XTD, display of Port Side/ Starboard Yes N/A
Side settings for the current leg of
the route loaded in the ECS-Master
for monitoring
Time zone Yes N/A DTW Yes N/A

Chapter 10. Network Configuration • Integrated Task Control and Monitoring 267
Name ECDIS ES6 Name ECDIS ES6

Key- Key-
board board
Safety Contour (alarm and Yes N/A ETA Yes N/A

parameter)
Navigation danger (alarm and Yes N/A TTG to the current point Yes N/A
parameter)
Sounder Depth (alarm and Yes N/A CRS to the current point Yes N/A
parameter)
Anchor Watch (alarm and Yes N/A AIS message Yes N/A
parameter)
Safety Contour (value in metres) Yes N/A End of Watch Yes N/A
Safety Depth Yes N/A Timer off Yes N/A
Approach to Area (value in Yes N/A Off Chart Yes N/A

minutes)
Area alarms Yes N/A End of Route Yes N/A
Shallow Contour (parameter) Yes N/A Out of Schedule (in minutes) Yes N/A
Deep Contour (parameter) Yes N/A WPT Approach (in minutes) Yes N/A
Position Offset Yes N/A Off leg course (in degrees) Yes N/A
Gyro error Yes N/A Out of XTE Yes N/A
Magnetic variation Yes N/A MOB Yes Yes
Draft Yes N/A EVENT Yes Yes
Monitored points (Next WPT) Yes N/A

269 Annex A. Additional Information •
Annex A.
Additional Information

270 Annex A. Additional Information • Hot Keys
Hot Keys
Hot keys ES6 functional key Brief description of purpose
<F4> <Event> To make an instant position recording in the electronic log
<F8> <Ahead> To turn on the Navigation mode
<Shift> + <F7> <St. Display> To show chart objects belonging to the Standard Display
<Shift> + <F8> <Show all Layers> To turn on the display of all the chart object classes
<Shift> + <F11> To turn on/off the display of ARPA targets
<Ctrl> + <A> <Alarm> To acknowledge an alarm
<Alt> + <F1> <Night/Day> To switch successively the screen colour palette to suit the time of
<Alt> + <F2> the day
<Alt> + <F3>
<Alt> + <F4>
<Alt> + <H> <N/H/C Up> To switch successively to North Up/Heading Up/Course Up

motion mode
<Alt> + <Q> <Overlay On/Off> To turn on/off the Overlay mode
<Alt> + <Y> <Rings On/Off> To turn on/off the display of range rings
<+> <Zoom In> To increase the chart display scale in the ECDIS task
<-> <Zoom Out> To reduce the chart display scale in the ECDIS task
<SHOW RADAR> To select the radar picture (with the button kept depressed):
l to turn on the overlay;
l transparency value – 0;
l Chart Base display
<SHOW CHART> To select chart information (with the button kept depressed):
l transparency value – 3;
l no targets are displayed;
l no tides or currents are displayed;
l no Add Info objects are displayed
<Targets On/Off> To turn on/off the display of ARPA and AIS targets
<TM/RM> To switch between the True and Relative motion modes

271 Annex A. Additional Information • Hot Keys
Hot keys ES6 functional key Brief description of purpose
<EBL> To adjust the electronic bearing line value
<On/Off> To turn on the display of electronic bearing lines 1 and 2 (to

switch between the electronic bearing lines press the EBL knob)
<VRM> To adjust the variable range marker value
<On/Off> To turn on the display of variable range markers 1 and 2 (to switch
between the variable range markers, press the VRM knob)
<Ctrl> + <P> To create a graphic screen copy with a offer to send the graphic
screen copy to the printer installed by default
<Alt> + <L> To turn on/off the display of light (lighthouse) sectors on the TX-97
format charts
For the Hot Keys setup, see document Multi-Functional Display (v. 2.00.330). Utilities, Chapter 13.

273 Annex B. System’s Single Point Failure Tolerance •
Annex B.
System’s Single Point Failure
Tolerance

274 Annex B. System’s Single Point Failure Tolerance • Dual Network System Configuration
Dual Network System Configuration
The drawing shows the block diagram of the radar system which includes 2 radars and 2 workstations. The
navigational data sources are not shown in the diagram: all the navigational sensors (LOG, GYRO, GPS, AIS,
etc.) are connected to the data collection unit (DCU), which enables transmission of this data onto the
Ethernet HUB. From this viewpoint, the DCU behaviour is similar to the behaviour of the RIB6 radar
processor.
If all the system elements are in good order, the system functions as follows.
Each workstation controls its own radar and displays the respective picture. In this case, both radars function
simultaneously. The operator can use the second station in the slave mode.
System operation options:
Workstation 1 Workstation 2 Notes
1 Master Radar 1 Master Radar 2
3 Master Radar 1 Slave Radar 1 Radar 2 – StandBy
4 Slave Radar 1 Master Radar 1 Radar 2 – StandBy
6 Slave Radar 2 Master Radar 2 Radar 1- StandBy

Let us assume that one of the Ethernet HUB's has failed. The system behaviour does not change in this case:
the data flow between the system components uses the second network which turns from the backup to the
main one. The system also functions in the same way if one of the workstation network adapters fails or the
network cable breaks.

The malfunction of one of the radar processors (the drawing shows failure of the first one) is similar to the
malfunction of one of the radars. The system cannot receive radar picture form this radar.
System operation options (unavailable modes are marked with grey):
5 Master Radar 2 Slave Radar 2 Radar 1 – N/A
6 Slave Radar 2 Master Radar 2 Radar 1- N/A

The malfunction of one of the workstations (the drawing shows failure of the first one) results in the
impossibility of using two radar simultaneously – only one radar can operate in the transmit mode. The
workstation malfunction is understood as a failure of one of the following components:
l RS6 processor unit;

l Monitor;
l Keyboard.
System operation options (unavailable modes are marked with grey):
1 Master Radar 1 Master Radar 2 Radar 1 – StandBy
2 Master Radar 2 Master Radar 1 Radar 2 – StandBy

278 Annex B. System’s Single Point Failure Tolerance • Single Network System Configuration
Single Network System Configuration

Configuration of a system with a single network is shown in the drawing.
The system behaviour in the case of the RIB6 radar processor or workstation failure is similar to the
behaviour of the dual network system. In the case of a faulty network switch or the workstation network
controller (radar processor), the radar control becomes impossible.

279 Annex B. System’s Single Point Failure Tolerance • Single Network System Configuration
To restore the system operation, connect the workstation network controllers direct to the radar processors
(new connections are shown in green). A similar procedure is used in the case of a faulty network controller.
Every workstation and radar processor have two controllers each, the network cable should be switched
from the faulty to the sound device.

280 Annex B. System’s Single Point Failure Tolerance • System Diagnostics
System Diagnostics
Failure message Possible cause Troubleshooting procedure
“Radar Failure” No power supply to the radar Use a voltmeter to check power on the radar
alarm
Faulty radar controller Perform the radar diagnostics, replace faulty components
Connecting cable broken Check cables and connectors. Replace faulty components
Faulty RIB6 Replace the RIB6
“Radar Low Incorrect RIB6 setup Set up the RIB6 – check video signal polarity and gain
Video” alarm
High frequency (Video) cable Check cables and connectors. Replace faulty components
broken
Faulty RIB6 Use the oscillograph to check if there is video signal at the RIB6
input. Replace the RIB6
Faulty radar Perform the radar diagnostics, replace faulty components
“Bearing Failure” Incorrect RIB6 setup Set up the RIB6 – check the set number of pulses per antenna
alarm revolution, check the signal polarity and detection threshold
Cable broken Check cables and connectors. Replace faulty components
“Heading Incorrect RIB6 setup Set up the RIB6 – check the signal polarity and detection
Failure” alarm threshold
Cable broken Check cables and connectors. Replace faulty components

281 Annex B. System’s Single Point Failure Tolerance • System Diagnostics
Failure message Possible cause Troubleshooting procedure
“Trigger Failure” Incorrect RIB6 setup Set up the RIB6 – check the signal polarity and detection
alarm threshold
“Network
High frequency (Video) cable Check cables and connectors. Replace faulty components
disconnected”
broken
warning
One of the network cables Check cables and connectors. Replace faulty components
broken
Faulty workstation network Replace the workstation

controller
Faulty network switch Replace the device
“Network One of the network cables Check cables and connectors. Replace faulty components
reconfig” broken
warning
Faulty workstation network Replace the workstation
controller
Faulty network switch Replace the device
“Network radar Faulty RIB6 Restart or replace the RIB6

disconnected”
alarm

Annex C.
MFD Failure Mode and Effect
Analyses
284 Annex C. MFD Failure Mode and Effect Analyses • FMEA Table
FMEA Table
SW fault includes: 1. Application fault. 2. Application does not respond. 3. Connection to application fault.
HW fault includes: 1. Power failure. 2. Station/Sensor damage. 3. Connection break.
Sensor fault includes: 1. Power failure. 2. Sensor damage. 3. Connection break.
Corrupted message includes: 1. Wrong checksum. 2. Wrong sentence formation.
Invalid data: status obtained by character in the message
Station/Sensor Scenario (possible fault) Functional limitations due to fault System’s automatic Recommended procedure
response
ECDIS master ECDIS SW fault l One of ECDIS display out of First Backup ECDIS station l Check ships position course and speed;
station fault order; switched to Master mode
l Restart application;
l Radar picture from X-band Radar
l Call service engineer if station does not work
will disappear on the others
workstations (if RIB in use)
Station HW fault l One of ECDIS display out of First Backup ECDIS station l Check ships position course and speed;
order; switched to Master mode
l Restart application;
l Radar picture from X-band Radar
workstations (if RIB in use)
ECDIS backup ECDIS SW fault l One of ECDIS station out of No l Restart application;
(planning) order;
station fault l Radar picture from S-band Radar
workstations (if RIB in use);
l Digitizer is inaccessible
response
Station HW fault l One of ECDIS display out of No l Restart application;

order;
l Radar picture from S-band Radar
workstations (if RIB in use);
l SPOS Weather Module out of

order (optionally);
l Digitizer is inaccessible
ECDIS slave ECDIS SW fault l One of ECDIS station out of order No l Restart application;
station fault
Station HW fault l One of ECDIS display out of No l Restart application;

order
DGPS Sensor fault Limitation during fallback to valid PS Fallback to the next valid l Use alternative source (PS2) as the Primary
(GPS/GLONASS) system: positioning sensor in 10 sec positioning system to restore the function;
(Primary) l Check sensor operation and connection;
l Ship symbol related to
positioning system is unreliable l Call service engineer.
on the chart panel;
If alternative EPFS sensor is not available, change
l Coordinate values are
positioning source to DR or ER mode
unreliable;
l COG – SOG values are

unreliable;
l Drift calculations are unreliable;

response
l RIB/ARPA Target data are

inaccessible
DGPS mode lost Position accuracy is reduced to GPS Primary/Secondary diverge No

SPS values value changed
Corrupted message Limitation during fallback to valid PS Fallback to the next valid l Use alternative source (PS2) as Primary
system: positioning sensor in 10 sec positioning system to restore the function;
l Ship symbol related to l Check sensor operation and connection;

on the chart panel;
If alternative EPFS sensor is not connected, change
unreliable;

unreliable;

inaccessible
Invalid data Limitation during fallback to valid PS Fallback to the next valid l Use alternative source (PS2) as Primary
system: positioning sensor in 10 sec positioning system to restore the function;
l Ship symbol related to l Check sensor operation and connection;

on the chart panel;
If alternative EPFS sensor is not connected, change
unreliable;
response

unreliable;

inaccessible
Gyrocompass Sensor fault Limitation during fallback to valid Radars changed to Head Up l Switch to alternative heading source;
heading system: mode.
l Check sensor operation and connection;
l ARPA function is inaccessible; Fallback to the next valid
l Call service engineer
gyrocompass in 10 sec
l Only Head Up mode in Radar;
l DR mode is inaccessible;
l Drift calculations are unreliable
Corrupted message Limitation during fallback to valid Radars changed to Head Up l Switch to alternative heading source;
Invalid data Limitation during fallback to valid Radars changed to Head Up l Switch to alternative heading source;
response
Log Sensor fault Limitation during fallback to valid Fallback to the next valid l Switch to alternative speed source;
speed measuring system: speed sensor in 10 sec
l ARPA function is inaccessible; l Call service engineer
l Radar Sea stabilization mode is
inaccessible;
Corrupted message Limitation during fallback to valid Fallback to the next valid l Switch to alternative speed source;
inaccessible;
Invalid data Limitation during fallback to valid Fallback to the next valid l Switch to alternative speed source;
inaccessible;
response
Sounder Sensor fault No sounding data No l Check Sounder operation and connection;
Corrupted message No sounding data No l Check Sounder operation and connection;
Invalid data No sounding data No l Check Sounder operation and connection;
Anemometer Sensor fault No wind data No l Check Anemometer operation and connection;
Corrupted message No wind data No l Check Anemometer operation and connection;
Invalid data No wind data No l Check Anemometer operation and connection;
Water Sensor fault No temperature data No l Check temperature sensor operation and
temperature connection;
sensor l Call service engineer
Corrupted message No temperature data No l Check temperature sensor operation and

connection;

response
AIS Sensor fault l No AIS targets data; No l Check AIS operation and connection;
l AIS message and own ship data l Call service engineer

exchange is inaccessible
Corrupted message l No AIS targets data; No l Check AIS operation and connection;
l AIS message and own ship data l Call service engineer

exchange is inaccessible
NAVTEX Sensor fault Navtex messages is not received No l Check NAVTEX operation and connection;
Corrupted message Navtex messages is not received No l Check NAVTEX operation and connection;
l Switch off Check Supprocessing for Navtex

port;

Annex D.
Alarms and Warnings List
292 Annex D. Alarms and Warnings List • Alarms List
Alarms List
No Alarm Source Explanation Hint ECDIS reaction Action
Description
1 AIS capacity Workstation Maximum capacity of AIS Maximum capacity of AIS target No Pay attention to the AIS targets
exceeded target is exceeded (250) is exceeded
2 AIS guard Workstation AIS target has appeared in the AIS guard zone target No Pay attention to the AIS target
zone target Guard Zone
3 AIS: No input SENSOR AIS device has no connection AIS device has no connection or No AIS targets are displayed l Check the AIS operation and
or switched off switched off connection;
4 Anchor CHART The ship is leaving the set The ship is leaving the set No Check the ship position
watch anchorage area anchorage area
5 ARPA Workstation Maximum capacity of ARPA Maximum capacity of ARPA No Pay attention to the ARPA targets
capacity target is exceeded (80) target is exceeded
exceeded

Description
6 Autopilot: no SENSOR No data is received from Autopilot insufficient data In “Heading control” mode: l Change AP mode to
data Autopilot “Heading Control Mode” or
l Change of status of operational “Manual”;
mode to “Unknown steering l Check the autopilot
mode” on tasks ECDIS and operation and connection;
Conning; l Call service engineer
l In “Track control mode”:

o Track control mode stops;
o Change of status of
operational mode to
“Unknown steering mode” on
tasks ECDIS and Conning
7 Autopilot: no SENSOR Autopilot has no connection Autopilot has no connection or In “Heading control” mode: l Change AP mode to
input or switched off switched off “Heading Control Mode” or
l Change of status of operational “Manual”;
mode to “Unknown steering l Check the autopilot
mode” on tasks ECDIS and operation and connection;
Conning; l Call service engineer
l In “Track control mode”:

o Track control mode stops;
o Change of status of
operational mode to
“Unknown steering mode” on
tasks ECDIS and Conning

Description
8 Backup CHART “Ag. Monitoring off”, “Course Backup officer Send alarm to external device Acknowledge the alarm
Officer change”, “Track Control
stopped” and “End of TCS
track” alarms is not
acknowledged
9 Bearing RADAR-X, Bearing data source The radar receives no bearing No radar picture from particular l Check the antenna rotation;
failure disconnected data from scann Radar – X(S)-band
RADAR-S l Check operation and
connection of the scanner;
l Check correctness of bearing
numbers;
l Check connection in Low
Frequency box
10 CPA/TCPA Workstation CPA and TCPA are smaller CPA/TCPA exceeded set values No Pay attention to the dangerous
than the set ones target
11 Course CHART Only in TCS mode. The ship starts to alter the If the alarm “Course change” not Acknowledge the alarm
change The ship starts to alter the course acknowledged within 30 sec after
course in order to set on to WOL passed, then “Backup officer”
the new route leg alarm is trigged off
12 Course CHART Difference between current Difference between current No l Check Monitored Route
difference route leg and Heading is larger route leg and Heading is more
than set than set
13 Danger area CHART The ship is going to cross the Danger area No Pay attention on dangerous line
area marked as danger

Description
14 Datum SENSOR No DTM message is received No DTM message is received No l Check DTM output message
unknown from EPFS from EPFS from Primary D-GPS
15 Display Workstation Failure of or no connection Failure of or no connection with Change of MASTER rights l Restart the WS. Check
failure with the monitor the monitor the monitor connection
16 DLOG: no SENSOR Speed source has no Speed source has no connection Fall Back functionality switches l Check DLOG operation;
input connection or device or device switched off automatically the source of STW for l Check that in DLOG checksum
switched off or wrong alternative one. is switched on;
checksum If Fall Back functionality not possible: l Check VBW output message
from DLOG;
l Calculation of TRUE wind
is invalid; l Enter STW manually to restore
ARPA functionality;
l Calculation of drift impossible
17 DLOG: SOG SENSOR No SOG data is received from No SOG data is received from l Calculation of TRUE wind l Check DLOG operation;
no data DLOG speed source is invalid;
l Check VBW output message
l Calculation of drift impossible from DLOG;
l Call service engineer;

Description
18 DLOG: STW SENSOR No STW data is received from No STW data is received from Fall Back functionality switches l Check DLOG operation;
no data DLOG speed source automatically the source of STW for l Check VBW output message
alternative one. from DLOG;
If Fall Back functionality not possible: l Enter STW manually to restore
ARPA functionality;
l Calculation of drift impossible.
Radar:
l ARPA function inaccessible
19 DLOG: SOG SENSOR SOG data received from DLOG SOG data received from speed l Calculation of TRUE wind l Check DLOG operation;
invalid is invalid source is invalid is invalid;
20 DLOG: STW SENSOR STW data received from DLOG STW data received from speed Fall Back functionality switches l Check DLOG operation;
invalid is invalid source is invalid automatically the source of speed l Enter STW manually to restore
through the water for alternative ARPA functionality;
one.
If Fall Back functionality not possible:
Radar:
21 Echo SENSOR Loss of the radar target which Echo reference point loss No l Re-set the ER positioning
reference served as a reference point in method or set any other
loss the ship positioning by the positioning method
acquired ARPA objects

Description
22 End of TCS CHART 5 min remains to the last WP 5 min to the last WP on TCS If the alarm “End of TCS track” is not l Pay attention on the route
track on TCS track track acknowledged within 30 sec of under monitoring;
passing WOL, then “Backup officer”
l Switch AP to “Heading mode”
alarm is triggered off
or “Manual mode”
23 Filter Error SENSOR Error in "Track control Error in "Track control system" In TCS mode: Change AP mode to “Heading
system" filter filter Control Mode” or “Manual”
l Track control mode stops;
l Change of status of operational
mode to “Unknown steering
mode” on tasks ECDIS and
Conning;
24 Guard zone Workstation Radar target has appeared in Radar target has appeared in the No Pay attention to the target
target the Guard Zone Guard Zone
25 GYRO invalid SENSOR The data received from the The data received from Fall Back functionality switches l Check the compass operation;
GYRO heading source is invalid the GYRO heading source is automatically the source of heading l Call service engineer
invalid for alternative one.
l Reference point (conning station)

changed to the center of the
ship;
l Calculation of TRUE wind
is invalid;
l Calculation of drift impossible;

Description
26 GYRO: no SENSOR No data is received from No data is received from GYRO Fall Back functionality switches l Check the compass operation;
data GYRO heading source heading source automatically the source of heading l Check HDG output message
for alternative one. from GYRO;
If Fall Back functionality not possible: l Call service engineer
changed to the center of the
ship;
l Calculation of TRUE wind is

invalid;
27 GYRO: no SENSOR GYRO heading source has no GYRO heading source has no Fall Back functionality switches l Check the gyro operation and
input connection or device connection or device automatically the source of heading connection;
switched off or wrong switched off for alternative one. l Check that in GYRO checksum
checksum If Fall Back functionality not possible: is switched on;
l Checksum wrong;
changed to the center of the l Call service engineer
ship;
l Calculation of TRUE wind is
invalid;

Description
28 Head Marker RADAR-X Radar does not receive Radar does not receive headline No video picture on the particular l Check the antenna rotation;
failure headline data data radar
RADAR-S l Check operation and
connection of the scanner
29 Keyboard Workstation Keyboard has disconnected Keyboard has disconnected or l Change of ECDIS “Master station” l Restart the WS. Check
failure or failure failure the keyboard connection
30 Land danger CHART The ship is approaching to Land danger No Pay attention to the AIDS to object
object with “Land” status with “Land” status on ECDIS task
31 LOG invalid SENSOR The data received from the The data received from Fall Back functionality switches l Check the LOG operation;
speed source is invalid the speed source is invalid automatically the source of speed for l Call service engineer;
alternative one.
l Enter STW manually to restore
If Fall Back functionality not possible: ARPA functionality
Radar:
32 LOG: no data SENSOR No data is received from No data is received from Fall Back functionality switches l Check the LOG operation;
the speed source the speed source automatically the source of speed for l Call service engineer;
alternative one.
If Fall Back functionality not possible: ARPA functionality
Radar:


Description
33 LOG: no SENSOR Speed source has no Speed source has no connection Fall Back functionality switches l Check the LOG operation and
input connection or device or device switched off automatically the source of speed for connection;
switched off or wrong alternative one. l Check that in LOG checksum
checksum If Fall Back functionality not possible: is switched on;
l Checksum wrong;
Radar: ARPA functionality
34 Lost AIS Workstation Dangerous AIS target is lost Lost AIS target No Acknowledge the alarm by
target pressing ALARM button on the
Control Panel
35 Lost target Workstation Radar target is lost Lost target No Acknowledge the alarm by
pressing ALARM button on the
Control Panel
36 Low speed CHART ONLY for TCS mode: The ship’s The ship’s speed drops to below l Track control mode stops; Change AP mode to “Heading
speed drops to below minimum maneuvering speed Control Mode” or “Manual”
l Change of status of operational
minimum maneuvering speed
mode to “Unknown steering
mode” on tasks ECDIS and
Conning;
l AP “YOKOGAWA” gives alarm
“Caution alarm”

Description
37 MAGN SENSOR The data received from The data received from l Calculation of drift impossible; l Change to alternative heading
invalid the magnetic heading source the magnetic heading source is source;
is invalid invalid l Check the Magnetic compass
operation;
38 MAGN: no SENSOR No data is received from No data is received from l Calculation of drift impossible; l Change to alternative heading
data the magnetic heading source the magnetic heading source source;
l Check the Magnetic compass
operation;
39 MAGN: no SENSOR Magnetic heading source has Magnetic heading source has no l Calculation of drift impossible; l Change to alternative heading
input no connection or device connection or device switched source;
switched off or wrong off l Check the Magnetic compass
checksum operation and connection;
l Call service engineer;
l Check that in Magnetic

compass checksum is switched
on;
l Checksum wrong
40 Master/Slave Workstation Problems with software Run SysCfg to correct this No l Restart all WS’s;
configuration configuration problem
error

Description
41 MOB BRG! SENSOR The bearing on the MOB Display of bearing from the AIS target Pay attention on the MOB
object is received on the chart panel operations
42 Nav. danger CHART The ship is approaching Dynamic hint: No Pay attention to the isolated danger
to an isolated danger The ship is approaching on ECDIS task
to an isolated danger.
a. Chart dangers:
“Danger: object on chart
<chart name>”. XX.X miles;
b. Manual correction:
“Danger: Manual correction
object”. XX.X miles;
c. NavTex:
“Danger: NavTex warning”.
XX.X miles
43 Network RADAR-X Connection with RIB6 lost Network radar integrator board No video picture on the particular l Check network connections;
radar RADAR-S connection lost radar
l Check RIB6 operation;
disconnected
l Restart or replace the RIB6;
44 No Time SENSOR UTC time is not received from UTC time is not received from Use internal computer time l Check the EPFS operation
EPFS EPFS and connection;
l Check ZDA message output

from EPFS

Description
45 Off chart CHART The ship has sailed beyond the No chart under the ship No l Load the chart under the ship
chart boundary with the chart position on ECDIS task
Autoload mode OFF
46 Out of XTD CHART The set XTD value exceeded The set XTD value exceeded No l Check if the course set in the
autopilot is correct
47 Prim. not SENSOR Coordinates received from Received coordinates Fall Back functionality switches l Use another EPFS sensor;
WGS 84 primary position source do do not match coordinates automatically the source of position
l Check DTM output message
not match coordinates on on the WGS-84 for alternative one from EPFS
the WGS-84
48 Prim. posn SENSOR The data received from The data received from Fall Back functionality switches l Check the primary EPFS
invalid the primary positioning source the primary positioning source automatically the source of position operation;
is invalid is invalid for alternative one. l Call service engineer
49 Prim. posn: SENSOR No data is received from No data is received from Fall Back functionality switches l Check the primary EPFS
no data the primary positioning source the primary positioning source automatically the source of position operation;
for alternative one. l Call service engineer


Description
50 Prim. sensor: SENSOR Primary position source has Primary positioning source has Fall Back functionality switches l Check the EPFS operation
no input no connection or device no connection or device automatically the source of position and connection;
switched off or wrong switched off for alternative one. l Check that in EPFS checksum
checksum If Fall Back functionality not possible: is switched on
51 Prim/Sec CHART Difference between Primary (Secondary) positions No l Check the EPFS operation
diverged the readings of Primary diverge
and Secondary positioning
systems is exceeded set value
52 Prim: SENSOR The COG/SOG data received The COG/SOG data received l Calculation of drift impossible. l Check the primary EPFS
COG/SOG from the primary EPFS source from the primary positioning operation;
invalid is invalid source is invalid l Call service engineer
53 Prim: SENSOR No COG/SOG data is received No COG/SOG data is received l Calculation of drift impossible. l Check the primary EPFS
COG/SOG from the primary EPFS source from the primary positioning operation;
no data source l Call service engineer
54 Radar Failure RADAR-X Problems with reception of Absence or low level of video No radar picture from X(S)-band l Check the availability of power
video signal via the network signal MASTER radar in the radar by using a
RADAR-S
voltmeter;
l Perform the radar diagnostics,
replace faulty parts;
l Check cables and connectors;
l Replace the RIB6

Description
55 Radar Low RADAR-X Problems with reception of Absence or low level of video No radar picture from X(S)-band l Check network connections;
Video RADAR-S video signal via the network signal MASTER radar
l Check that radar MASTER is
started
l Check GYRO operation;
56 ROT invalid SENSOR The Rate of turn data is invalid The source of ROT data is invalid No l Check GYRO operation;
57 ROT: no data SENSOR No ROT data is received No ROT data is received No l Check GYRO operation;
58 ROT: no SENSOR ROT source has no connection ROT source has no connection No l Check the gyro or turn
input or device is switched off or or device is switched off indicator operation and
wrong checksum connection;
l Check that in TI checksum is
switched on
59 Safety CHART The ship is crossing safety Dynamic alarm: No Check the ship position and motion
contour contour set by operator Crossing safety contour XX parameters
meters in less than XX min.
Chart XXXX
60 Scanner Workstation Scanner does not respond to Scanner does not respond to No l Check scanner connections;
Control Radar indicator commands Radar indicator commands
l Check RIB6 connections

Description
61 Sec. SENSOR No COG/SOG data is received No COG/SOG data is received No l Check secondary EPFS
COG/SOG: no from the secondary from the secondary positioning operation;
data positioning source source
62 Sec. SENSOR The COG/SOG data received The COG/SOG data received No l Check secondary EPFS
COG/SOG from the secondary from the secondary positioning operation;
invalid positioning source is invalid source is invalid
l Wrong checksum;
63 Sec. not WGS SENSOR Received coordinates do not Received coordinates do not No l Check DTM output message
84 match coordinates on the match coordinates on the WGS- from EPFS;
WGS-84 84
l Use another EPFS sensor
64 Sec. posn SENSOR The data received from the The data received from the No l Check secondary EPFS
invalid secondary positioning source secondary positioning source is operation;
is invalid invalid
l Wrong checksum;
65 Sec. posn: no SENSOR No data is received from the No data is received from the No l Check secondary EPFS
data secondary positioning source secondary positioning source operation;
66 Sec. posn: no SENSOR Secondary positioning source Secondary positioning source No l Check the EPFS operation and
input has no connection or device has no connection or device connection;
switched off or wrong switched off
l Check that in EPFS checksum is
checksum
switched on;
l Wrong checksum

Description
67 Seetrack: SENSOR Received MOB alert from Seetrac: Man Over Board No Pay attention on the MOB
MOB Seetrac target operations
68 SOUNDER SENSOR The data received from the The data received from the No l Check echo sounder operation;
invalid depth source is invalid depth source is invalid
69 SOUNDER: SENSOR No data from the depth No data from the depth source No l Check echo sounder operation;
no data source is received is received
70 SOUNDER: SENSOR Depth source has no Depth source has no connection No l Check echo sounder operation
no input connection or device or device switched off and connection;
switched off or wrong
l Check that in SOUNDER
checksum
checksum is switched on;
l Wrong checksum
71 Test alarm Workstation Test alarm Test alarm No No
72 Time sensor: SENSOR Time source has no EPFS has no connection or No l Check the EPFS operation and
no input connection or device device switched off connection;
switched off or wrong
l Check that in EPFS checksum is
checksum
switched on
73 Timer went CHART Time set on the timer, is over Time set on the timer, is over No Acknowledge the alarm
off by pressing ALARM button on the
Control Panel

Description
74 Track Control CHART Track Control stopped Track Control stopped No l Pay attention on Autopilot
stopped mode.
l Switch AP to” Heading control
mode” or “Manual steering
mode”
75 Trigger RADAR-X The Radar receives no trigger The Radar receives no trigger No radar picture from X(S)-band l Check the antenna rotation;
failure data from the scanner radar
RADAR-S l Check connection in RIB6;
l Check operation and
connection of the scanner
76 UPS: Bypass Workstation UPS works in bypass mode UPS works in bypass mode No
77 UPS: Workstation UPS works from the internal UPS works from the internal No Check connection of the UPS to
Emergency emergency batteries emergency batteries main 220 V switch board
supply
78 UPS: Com Workstation UPS lost connection to com UPS lost connection to com port No l Check connection of the UPS to
port port com port;
79 UPS: Low Workstation UPS batteries discharged UPS batteries discharged to 20% No l Check operation of the UPS;
Battery to 20%
80 WAGO Workstation Workstation does not receive Workstation does not receive No Check the WAGO module
failure WAGO data WAGO data operation and connection
81 WPT CHART The ship has approached Dynamic alarm: No Acknowledge the alarm
approach a WPT The ship has approached a WPT by pressing ALARM button on the
in “XX” min Control Panel
309 • NMEA Alarms
NMEA Alarms
No Alarm Source Explanation Hint ECDIS automatic Action
Description reaction
1 AIS: TX AIS Tx Malfunction alarm is generated if there is a malfunction in the radio transmitter hardware or if No AIS function Check AIS
malfunction the antenna VSWR exceeds an allowed ratio. inaccessible. operation
If the radio transmitter returns to normal operation or if VSWR returns to a value below the allowed AIS targets not
threshold, the alarm is cleared displayed
2 AIS: Antenna AIS The VSWR of the antenna is checked for every transmission and if it exceeds a given ratio then a No No Check AIS
VSWR exceeds VSWR alarm is generated. If the VSWR goes below the allowed threshold, the alarm is cleared operation
limit
3 AIS: RX AIS The radio receivers are continuously monitored and if any part of the receiver’s hardware should No AIS function Check AIS
channel malfunction, an Rx Malfunction alarm is generated for that receiver. If the radio receiver returns to inaccessible operation
1 malfunction normal operation, the alarm is cleared
4 AIS: RX AIS See above No AIS function Check AIS

channel inaccessible operation
2 malfunction
5 AIS: RX AIS See item 3 No AIS function Check AIS

channel inaccessible operation
70 malfunction
6 AIS: General AIS This alarm is generated if the transponder fails to initiate the radio. If this alarm occurs, contact your No AIS function Check AIS
failure retailer inaccessible. operation
AIS targets not
displayed

7 AIS: MKD AIS This alarm is active if the communication between the transponder and the display unit does not No AIS function Check AIS
connection work. The alarm popup will appear if the display to transponder communication is lost and the inaccessible operation
lost transponder to display communication still works
8 AIS: external AIS This alarm is generated if the position from the external Electronic Position Fixing System is invalid No AIS function Check AIS
EPFS lost (i.e. no external EPFS). Due to the fallback arrangement for the positioning sensor, this alarm can be inaccessible operation
inactive up to 30 sec (during which the internal EPFS is used) before the alarm is activated
9 AIS: no sensor AIS This alarm is active if the AIS system does not have a valid position (latitude/longitude) from any No AIS function Check AIS
position in use sensor inaccessible operation
10 AIS: no valid AIS These alarms are active if the AIS system does not have a valid SOG or a valid COG from any sensor. No AIS function Check AIS
SOG The SOG and COG are based on the speed log, or the EPFS currently in use inaccessible operation
information
11 AIS: Heading AIS This alarm is generated if either the heading information is lost/invalid (from external sensors) or if No AIS function Check AIS
lost/invalid the heading is undefined inaccessible operation
12 AIS: no valid AIS This alarm is active if ROT (Rate Of Turn) is undefined or if no valid ROT information is available from No AIS function Check AIS
ROT external sensor or internal calculations inaccessible operation
information
13 Alarm POS X No No No Depends

message from of alarm
EPFS message
14 Alarm GYRO X No No No Depends

GYRO message
311 • NMEA Alarms

15 Alarm MAG X No No No Depends

Magnetic message
compass
16 Alarm LOG X No No No Depends

LOG message
17 Alarm DLOG X No No No Depends

DLOG message
18 Alarm DPTH X No No No Depends

SOUNDER message
19 Alarm NAVTEX No No No Depends

NAVTEX message
312 • Warnings List
Warnings List
No Warning Source Explanation Hint ECDIS Action
Description automatic
reaction
1 95% AIS Workstation Number of AIS targets exceeds 95% of 95% of maximum AIS targets No Pay attention to AIS targets
capacity the maximum number capacity is reached
of targets
2 95% ARPA Workstation Number of ARPA targets exceeds 95% of 95% of maximum ARPA targets No l Pay attention to ARPA targets;
capacity the maximum number of targets capacity is reached
l Cancel unnecessary ARPA targets
3 Add Info CHART Map is 95% full Map is 95 % full No Save the map, then create a new map
Chart Full
4 Add Info CHART Map is 100% full. There is no possibility to Map is 100 % full No Save the map, then create a new map
Warning add new object to the map
5 Ag. CHART As a set of chart is changed, there Monitoring of navigational No Load vector chart under the ship
monitoring is no vector chart under the ship position, dangers is not performed
off which means that there is no monitoring
of danger to navigation
6 Ahead the CHART The ship is ahead of the schedule loaded The ship is ahead of the No Check the ship position and motion
schedule for monitoring schedule parameters
7 AIDS to CHART The ship is approaching to Aids to AIDS to Navigation No Pay attention to the AIDS to navigation object
Navigation navigation object on ECDIS task
8 AIS Long SENSOR AIS Long Range Request is received AIS Long Range Request No Answer to request if necessary
Range

reaction
9 AIS message CHART AIS message has been received AIS message received No Read the AIS message
10 AIS: CALL SENSOR In the AIS the ship call sign has changed to Ship call sign was changed in AIS No Check the entered ship Call in the ECDIS and
warning the set in the System Configuration utility AIS transponder
11 AIS: Name SENSOR In the AIS the ship name has changed to Ship name was changed in the No Check the entered ship Name in the ECDIS
warning the set in the System Configuration utility AIS and AIS transponder
12 Anchor CHART The ship is going to cross “Anchor Anchorage prohibited No Pay attention on the sailing area
prohibited prohibited” area
13 Anchorage CHART The ship is going to cross “Anchor area” Anchorage area No Pay attention on the sailing area
area
14 Areas to be CHART The ship is going to cross “Areas to be Areas to be avoided No Pay attention on the sailing area
avoided avoided”
15 Aux. DLOG SENSOR Auxiliary speed source has no connection Auxiliary speed source has no No l Check DLOG XX operation and
XX: no input or device switched off or wrong connection or device switched connection;
checksum off l Check that in DLOG XX checksum is
switched on;
l Wrong checksum
16 Aux. DLOG SENSOR SOG data received from auxiliary speed SOG data received from No l Check auxiliary DLOG operation;
XX: SOG source is invalid auxiliary speed source is invalid
invalid

reaction
17 Aux. DLOG SENSOR No SOG data is received from auxiliary No SOG data is received from No l Check auxiliary DLOG operation;
XX: SOG no speed source auxiliary speed source
data
18 Aux. DLOG SENSOR STW data received from auxiliary speed STW data received from No l Check auxiliary DLOG operation;
XX: STW source is invalid auxiliary speed source invalid
invalid
19 Aux. DLOG SENSOR No STW data is received from auxiliary No STW data received from No l Check auxiliary DLOG operation;
XX: STW: no speed source auxiliary speed source
data
20 Aux. EPFS XX: SENSOR COG/SOG data received from auxiliary COG/SOG data received from No l Check auxiliary positioning system
COG/SOG positioning system is invalid auxiliary positioning system operation;
invalid invalid l Call service engineer
21 Aux. EPFS XX: SENSOR No COG/SOG data is received from No COG/SOG data received No l Check auxiliary positioning system
COG/SOG no auxiliary positioning system from auxiliary positioning operation;
data system l Call service engineer
22 Aux. EPFS XX SENSOR Data received from auxiliary positioning Data received from auxiliary No l Check auxiliary positioning system
invalid system is invalid positioning system invalid operation;
23 Aux. EPFS XX: SENSOR No data is received from auxiliary No data is received from No l Check auxiliary positioning system
no data positioning system auxiliary positioning system operation;


reaction
24 Aux. EPFS XX: SENSOR Auxiliary DLOG has no connection or Auxiliary positioning system has No l Check auxiliary positioning system
no input device switched off or wrong checksum no connection or device operation and connection;
switched off l Check that in EPFS XX checksum is
switched on;
l Wrong checksum
25 Aux. GYRO XX SENSOR Data received from auxiliary GYRO Data received from auxiliary No l Check auxiliary GYRO heading source;
invalid heading source is invalid GYRO heading source is invalid
26 Aux. GYRO SENSOR No data is received from auxiliary GYRO No data received from auxiliary No l Check auxiliary GYRO system operation;
XX: no data heading source GYRO heading source
27 Aux. GYRO SENSOR Auxiliary GYRO heading source has no Auxiliary GYRO heading source No l Check GYRO XX operation and
XX: no input connection or device switched off or has no connection or device connection;
wrong checksum switched off l Check that in GYRO XX checksum is
switched on;
l Wrong checksum
28 Aux. LOG XX SENSOR Speed data received from auxiliary speed Data received from auxiliary No l Check auxiliary LOG operation;
invalid source is invalid speed source invalid
29 Aux. LOG XX: SENSOR No speed data is received from auxiliary No STW data received from No l Check auxiliary LOG operation;
no data speed source auxiliary speed source

reaction
30 Aux. LOG XX: SENSOR Auxiliary speed source has no connection Auxiliary speed source has no No l Check auxiliary LOG operation and
no input or device switched off or wrong connection or device switched connection;
checksum off l Check that in LOG XX checksum is
switched on
31 Aux. MAGN SENSOR No data is received from the auxiliary No data is received from No l Check the Magnetic compass operation;
XX: no data magnetic heading source the auxiliary magnetic heading
source
32 Aux: MAGN SENSOR Auxiliary magnetic heading source has no Auxiliary magnetic heading No l Check the Magnetic compass operation
XX: no input connection or device switched off or source has no connection or and connection;
wrong checksum device switched off l Check that in Magnetic compass XX
checksum is switched on;
l Checksum wrong;
33 Aux. ROT XX: SENSOR No data is received from auxiliary ROT No ROT data is received from No l Check auxiliary ROT sensor operation;
no data source auxiliary GYRO
34 Aux. ROT XX: SENSOR Data received from auxiliary ROT source Data received from auxiliary No l Check auxiliary ROT sensor operation;
invalid is invalid ROT source is invalid
35 Aux. SENSOR Data received from auxiliary depth Data received from auxiliary No l Check auxiliary Echo Sounder operation;
SOUNDER XX source is invalid depth source is invalid
invalid

reaction
36 Aux. SENSOR No data is received from auxiliary depth No depth data is received from No l Check auxiliary Echo Sounder operation;
SOUNDER XX: source auxiliary depth source
no data
37 Aux. SENSOR Auxiliary depth source has no connection Auxiliary depth source has no No l Check auxiliary Echo Sounder operation
SOUNDER XX: or device switched off or wrong connection or device switched and connection;
no input checksum off l Check that in SOUNDER XX checksum is
switched on
38 Behind the CHART The ship is behind the schedule loaded The ship is behind the schedule No Check the ship position
schedule for monitoring and motion parameters
39 Cable area CHART The ship is going to cross “Cable area” Cable area No Pay attention on cable area
40 Cargo CHART The ship is going to cross “Cargo transship Cargo transship area No Pay attention on “Cargo transship area”
transship area”
41 Caution area CHART The ship is going to cross “Caution area” Caution area No Pay attention on “Caution area”
42 Chart datum CHART System of coordinates of the chart under Chart datum unknown No Load another chart
unknown the ship position is not identified (source
paper chart datum is unknown) and
coordinate offset has zero value
43 Chart RADAR Charts under the ship inaccessible due to No charts under the ship Chart is being l Check chart positioning mode;
inaccessible absence of position removed
l Switch chart positioning mode to “ON”
from the
radar task

reaction
44 Check Posn- SENSOR At the ECDIS start DR positioning mode is Check Position-Heading-Speed No Check the ship position and motion
HDG-STW set parameters
45 Danger line CHART The ship is going to cross the line marked Danger line No Pay attention on dangerous line
as danger
46 Dangerous CHART The scale of the chart displays on the The scale of the chart is over No Set scale of the chart under the ship to
scale screen is over 5 fixed points 5 fixed points larger then original one
(respectively) larger then that of the the paper original
paper original
47 Deepwater CHART The ship is going to cross “Deep water Deepwater route No Pay attention to the “Deepwater route”
route route”
48 Disk space Workstation Free space on the hard disk for the Low free space on disk No Change the data or radar picture recording
low recording of the archive information has parameters or free the hard disk
decreased to the value set in System
Configuration utility
49 Dredged area ECDIS The ship is going to cross “Dredged area” Dredged area No 49
50 Dumping CHART The ship is going to cross “Dumping Dumping ground No Pay attention to the “Dumping ground” area
ground ground area”
51 ENC data CHART ENC chart is available under the ship’s Official ENC chart available No Load ENC chart
available position under the ship’s position

reaction
52 End of route CHART End of route loaded for monitoring End of route loaded for No Pay attention on the route under monitoring
monitoring
53 End of watch CHART End of watch End of watch No Acknowledge the alarm by pressing ALARM
button on the Control Panel
54 Env. Sens. CHART The ship is going to cross “Environmental No Pay attention to the “Environmental Sensitive
Area Sensitive Sea” area Sea” area
55 Exl. econ. CHART The ship is going to cross “Exclusive Exclusive economic zone No Pay attention to the “Exclusive economic
zone economic zone” zone”
56 Explosive CHART The ship is going to cross “Explosive Explosive dumping No Pay attention to the “Explosive dumping”
dumping dumping”
57 Fairway CHART The ship is going to cross “Fairway area” Fairway approaching No Pay attention to the “Fairway area”
58 Fishery zone CHART The ship is going to cross “Fishery zone” Fishery zone No Pay attention to the “Fishery zone”
59 Fishing CHART The ship is going to cross “Fishing ground” Fishing ground No Pay attention to the “Fishing ground”
ground
60 Fishing CHART The ship is going to cross “Fishing Fishing prohibited No Pay attention to the “Fishing prohibited”
prohibited prohibited” area
61 Harbor limit CHART The ship is going to cross “Harbor limit” Harbor limit No Pay attention to the “Harbor limit” area
area

reaction
62 HCRF chart CHART If the scale of ARCS chart different from Scale of ARCS chart different No Bring the scale of ARCS chart to original one.
rescaled original scale from original scale Press button “1:1” on ECDIS toolbar
63 HCRF image CHART The ARCS chart has been The ARCS chart has been No No
transform re-projected by the ECDIS to Mercator re-projected
projection
64 HCRF mode CHART ARCS (ARCS raster charts) mode has been ARCS charts mode switched ON No Check mode priority in ECDIS/Charts panel
chosen as prioritized one
65 Heading SENSOR The source of heading has been changed The source of heading changed Change the Check operational mode of the HDG sensors
Fallback to the reliable one source of
heading to
previous one
after
operator
confirmation
66 Ice area CHART The ship is going to cross “Ice area” Ice area No Pay attention to the “Ice area”
67 IMO No. SENSOR IMO number set in the System AIS IMO number changed No Check the entered ship IMO No.
changed Configuration utility has been changed in in the ECDIS and AIS transponder
the navigation system for the IMO
number set in AIS transponder
68 Incineration CHART The ship is going to cross “Incineration Incineration area No Pay attention to the “Incineration area”
area area”

reaction
69 Inshore traffic CHART The ship is going to cross “Inshore traffic Inshore traffic zone No Pay attention to the “Inshore traffic zone”
zone zone”
70 Int. mar. CHART The ship is going to cross “International Int. mar. boundary No Pay attention to the “The ship is going to
boundary maritime boundary” cross”
71 Layers lost CHART Not all “Standard display” information Not all Standard display No Change the scale of the chart
layers are shown information layers shown
72 Look up CHART There is a larger scale chart available for larger scale chart available for No Choose another chart
better chart the vessel position than that in use the vessel position
73 Marine Farm CHART The ship is going to approach to Marine Marine Farm Culture No Pay attention to the Marine Farm Culture
Culture Farm Culture
74 Military area CHART The ship is going to cross “Military area” Military practice area No Pay attention to the “Military area”
75 MMSI No. SENSOR MMSI number set in the System AIS MMSI number changed No Check the entered ship MMSI No. in the ECDIS
changed Configuration utility has been changed in and AIS transponder
the navigation system for the MMSI
number set in AIS transponder
76 Nature CHART The ship is going to cross “Nature Nature reserve No Pay attention to the “Nature reserve” area
reserve reserve” area
77 Navtex CHART The ship is going to cross “Navtex Navtex polygon No Pay attention to the “Navtex polygon” area
polygon polygon” area

reaction
78 Network Workstation Loss of signal from the “Master” station at Loss of signal from the “Master” “Backup” Check “Master” station operation
disconnected the “Slave” station station station has
automatically
switched to
Master mode
79 Network Workstation Network connection with “Master” Network connection with “Backup” Check “Master” station operation
reconfig. station restored “Master” station restored station has
automatically
switched to
Master
mode, and
in
the reverse
direction
when
the signals is
restored
80 No official CHART Display of an electronic chart does not The electronic chart under No Change to the official chart under the ship if
chart comply with S57 edition 3 format. Refer the ship does not comply with any on ECDIS task
to proper paper chart official chart format
81 Non CHART Transas format chart under the ship Transas format chart which No Change to another chart under ship’s position
navigational which could not be used for navigation could not be used for navigation
chart for some reasons

reaction
82 Not recom. CHART The scale of the chart displays on the The scale of the chart up to 5 No Set scale of the chart under the ship to
scale screen is up to 5 or over 5 fixed points fixed points larger then the original one
(respectively) larger then that of the paper original
paper original
83 Offshore CHART The ship is going to cross “Offshore Offshore production area No Pay attention to the “Offshore production
prod. area production area” area”
84 Part. Sens. CHART The ship is going to cross “Particularly Particularly Sensitive Sea Area No Pay attention to the “Particularly Sensitive
Area Sensitive Sea” area Sea’ area
85 Pipeline area CHART The ship is going to cross “Pipeline area” Pipeline area No Pay attention to the “Pipeline area”
86 Position SENSOR The source of position has been changed The source of position changed Change the Check operational mode of the positioning
Fallback to the reliable one source of sensor
position to
previous one
after
operator
confirmation
87 Precautionary CHART The ship is going to cross “Precautionary Precautionary area No Pay attention to the “Precautionary area”
area area”

reaction
88 Prim. diff. SENSOR Primary position source loss Loss of differential positioning Fall Back Check the ship’s position
mode lost of differential positioning mode for a time mode for a time interval longer functionality
interval longer than the set one than the set one switches
automatically
the source of
position for
alternative
one with
differentional
mode
89 Prohibited CHART The ship is going to cross “Prohibited Prohibited area No Pay attention to the “Prohibited area”
area area”
90 Quarant. CHART The ship is going to cross “Quarantine Quarantine anchorage No Pay attention to the “Quarantine anchorage”
anchorage anchorage” area area
91 Recomm. CHART The ship is going to cross “Recommended Recommended traffic lane No Pay attention to the “Recommended traffic
traffic lane traffic lane” lane”
92 Reference SENSOR Change of reference point (conning Change of reference point No Check connection of Gyro
point position) due to loss of heading (conning position) due to loss of
changed heading
93 Relative Wind SENSOR No data from the wind sensor is received No data from the wind sensor is No l Check operation of wind sensor;
sensor: no received
data

reaction
94 Relative wind SENSOR The data received from the wind sensor The data received from the No Check wind sensor operation and connection
invalid is invalid wind sensor is invalid
95 Restricted CHART The ship is going to cross “Restricted Restricted area No Pay attention to the “Restricted area”
area area”
96 Safe scale CHART Change of safety scale under the ship for “Safe scale set to <scale>” No Pay attention on the safety scale
changed monitoring of navigational dangers
97 Safety CHART With a change of chart set under the ship a. “approach time” = 0: No Set a new safety contour value
contour position, the previously selected safety “Crossing safety contour
changed contour becomes unavailable on these <contour value> on chart <chart
charts name>”;
b. “approach time” > 0:
“Crossing safety contour
<contour value> in less than
<approach time> min. Chart
<chart name>”
98 Seaplane CHART The ship is going to cross “Seaplane Seaplane landing area No Pay attention to the “Seaplane landing”
landing landing” area
99 Sec. diff. SENSOR Secondary positioning source loss of Loss of differential positioning No Check the ship position
mode lost differential positioning mode for a time mode for a time interval longer
interval longer than the set one than the set one

reaction
100 SENC larger CHART There is the official chart of larger scale Official chart of larger scale No Select chart of larger scale
scale under the ship then used one under the ship available
101 Sounder SENSOR The current depth from the echo “Depth under keel is less than No Pay attention to the sounder readings
depth sounder is smaller than the set value <min sounder depth>”
102 Specially CHART The ship is going to cross “Specially Specially protected area No Pay attention to the “Specially protected”
protect. protected” area area
103 Speed SENSOR The source of STW has been changed to The source of STW changed Change the Check operational mode of the speed sensor
Fallback the reliable one source of
speed
to previous
one after
operator
confirmation
104 Spoil ground CHART The ship is going to cross “Spoil ground” Spoil ground No Pay attention to the “Spoil ground”
area
105 Submarine CHART The ship is going to cross “Submarine Submarine transit No Pay attention to the “Submarine transit”
transit transit” area
106 Swept area CHART The ship is going to cross “Swept area” Swept area No Pay attention to the “Swept area”
107 Temp. sensor SENSOR The data received from the temperature The data received from No l Check the temperature sensor operation;
invalid sensor is invalid the temperature sensor is
invalid

reaction
108 Temp. SENSOR No data is received from No data is received from No l Check the temperature sensor;
sensor: no the temperature sensor the temperature sensor
l Operation;
data
109 Temp. SENSOR Temperature sensor has no connection Temperature sensor has no No l Check the temperature sensor operation;
sensor: no or device switched off connection or device switched
input off
110 Territor. sea CHART The ship is going to cross “Territorial sea Territorial sea base No Pay attention to the “Territorial sea base”
base base” area
111 Territorial sea CHART The ship is going to cross “Territorial sea” Territorial sea No Pay attention to the “Territorial sea”
area
112 Time zone CHART The ship time has changed Ship’s time has changed No Check that the ship time has been switched
changed correctly
113 Traff. separ. CHART The ship is going to cross “Traffic Traffic separation zone No Pay attention to the “Traffic separation zone”
zone separation zone” area
114 Traffic SS CHART The ship is going to cross “Traffic Traffic separation scheme No Pay attention to the “Traffic separation
crossing separation scheme crossing” area crossing scheme crossing”
115 Traffic SS CHART The ship is going to cross “Traffic Traffic separation scheme No Pay attention to the “Traffic separation
roundabout separation scheme roundabout” area roundabout scheme roundabout”

reaction
116 True wind SENSOR The data received from the wind sensor The data received from the No l Check operation of wind sensor;
invalid is invalidf wind sensor or SDME or GYRO is
invalid
117 Two-way CHART The ship is going to cross Two-way traffic route No Pay attention to the “Two-way traffic route”
traff. route “Two-way traffic route” area
118 Unsurveyed CHART The ship is going to cross “Unsurveyed Unsurveyed area No Pay attention to the “Unsurveyed area”
area area” area
119 Wind sensor: SENSOR No data from the wind sensor is received No data from the wind sensor is No l Check operation of wind sensor;
no data received
120 Wind sensor: SENSOR Wind sensor has no connection or device Wind sensor has no connection No Check wind sensor operation and connection
no input switched off or device switched off
121 WXX: [Sensor SENSOR Incorrect redundancy connection for the No No l Check connection of the specified sensor;
name] specified sensor on the WS XX. This
[Sensor alias]: warning is displayed in AMS task only
No input
Multi-Functional Display
Functional Description (edition 2)
Version: 2.00.330
Transas MIP Ltd.
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MFD 2-00-330 Functional Description (Ed.2)

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MFD 2-00-330 Functional Description (Ed.2)

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Multi-Functional Display

Functional Description (edition 2)

COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

Selection of Depth Source 61

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Line of Position Referencing 87

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Making Corrections and Safety 139

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Interference from Other Radars 171

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COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

Curved Heading Line 219

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Activated and Non-Activated AIS Targets 254

COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

Printing House Conventions

Setup.exe Messages, commands, files, folders and other

<Enter> Keyboard key names

Interface Names of windows, pages, panels

Menu Menu items

Ahead User interface elements and the ECDIS task objects

Note, Warning, Caution Note, Warning, Caution

Auxiliary text Auxiliary text

Cross reference Cross reference

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Data Required for Handling This Description

Definition and Abbreviations

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ENC Test Data Set

l the ECDIS symbol library, including the IEC navigation symbols;

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COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

l NAVTEX – Navigational Telex;

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In the RADAR task, vector format charts only are used.

Plotting and Editing of Updating Objects

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Search for Updating Objects

Categories of Updating Objects

l Symbols: conventional signs of nautical charts from the symbol library;

COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

Updating Object Attributes

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Symbol Line Text Depth Circles

l Objects with “attached file” (Attachments);

COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

Creating and Editing of Maps

l Symbol number from the symbol library;

Search for the Map Objects

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Categories of Map Objects

l Symbols: conventional signs of nautical charts from the symbol library;

Attributes of Map Objects

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Symbol Lines Text Depth Circles

l Objects with “attached file” (Attachments);

l “Deleted objects” (Deleted);

COPYRIGHT: © TRANSAS MIP LTD 1993–2013 ALL RIGHTS RESERVED

l Head Up direction (by the current heading direction):

l Course Up direction (used with the loaded route only):

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Information on Chart Objects

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