NAVIGATION SYSTEM Platinum

Operating Instructions

Document
Order ID
Number 390008807

Date of Issue
Revision 53 (2024-11)

Product
Date Type
of Issue 15.11.2024

Product
SW Number
Versions 2.1.28 and higher

MOB & SAR, ECDIS & TOUCH, RADAR X/S-BAND & SSR &
RS24, ICE RADAR, TARGETS, NAVTOOLS & FLIR & NAVTEX &
METOCEAN & FARSOUNDER, PLANNING, CONNING & RDP &
Applications
FUGRO & WAVE HEIGHT, BRIDGE/DATAPILOT, TRACK/
SPEEDPILOT, DP, BNWAS, AIS & VDR, KVM Matrix, Mixed Sys-
tems and CAM
 © Wärtsilä Voyage GmbH
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Service
Customer Support Center
Phone: + 49 (0) 18 06 00 85 53
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NAVIGATION SYSTEM Platinum
Operating Instructions

FCC Approval
The radar transceivers of this NACOS Platinum system are FCC registered as follows:
X-Band 12.5 KW: Q07NG3050X12-5KW
X-Band 25 KW: Q07NG3050X25KW
S-Band 30 KW: Q07NG3051S30KW
For these units the following notes about FCC approval apply:

NOTE:
This equipment has been tested and found to comply with the limits for a Class A digital device, pursuant
to Part 15 of the FCC Rules. These limits are designed to provide reasonable protection against harmful
interference when the equipment is operated in a commercial environment. This equipment generates,
uses, and can radiate radio frequency energy and, if not installed and used in accordance with the
instruction manual, may cause harmful interference to radio communications. Operation of this equip-
ment in a residential area is likely to cause harmful interference in which case the user will be required
to correct the interference at his own expense.

NOTICE:
This device complies with Part 15 of the FCC Rules.
Operation is subject to the following two conditions:
(1) this device may not cause harmful interference, and
(2) this device must accept any interference received, including interference that may cause
undesired operation.

NOTICE:
Changes or modifications made to this equipment not expressly approved by Wärtsilä Voyage GmbH in
Hamburg may void the FCC authorization to operate this equipment.

Radio-frequency radiation exposure information:

This equipment complies with FCC radiation exposure limits set forth for an uncontrolled environment.
This equipment should be installed and operated with minimum distance of 21 m between the radiator
and your body (30 KW S-Band Radar). For more details (i.e. X-Band and various antennas and transmit-
ting power) please refer to the RADAR section in this manual. This transmitter must not be co-located
or operating in conjunction with any other antenna or transmitter.

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 NAVIGATION SYSTEM Platinum
Operating Instructions

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 NAVIGATION SYSTEM Platinum
Operating Instructions

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
1. About these Operating Instructions . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 24
1.1 Aim, Scope and Validity of these Operating Instructions . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 25
1.2 How to use this Document . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 26
1.2.1 Structure of the Operating Instructions . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 26
1.2.2 How to Scroll through this Document . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 26
1.2.3 Typographical Conventions . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 26
2. Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 28
2.1 Safety Notes . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 29
2.1.1 General Note . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 29
2.1.2 Authorization and Qualification of Personnel . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 29
2.1.3 Commissioning . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 30
2.1.4 Chart Updates and Safety Inspections . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 30
3. Start-up and Shut-down of MFDs (Multi-Function-Displays) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.1 Automatic Restart of MFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.2 Manual Restart of one or more MFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4. Protected Access to Workstations (MFD) . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 33
4.1 Protection by Passwords . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 33
4.2 Restricted Access to Navigational Functions . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 34
4.3 Protection by the Operating System WIN IoT .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 35
4.4 Software Integrity Check after System Start . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 36
4.5 Activate SW Integrity Check . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 37
5. Operator Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

QUICK START & SAR GUIDE . . . . . . . . . . . . . . . . . . . . . 41

1. Default Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
2. Favorite Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
2.1 List of Favorite Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3. Man Overboard Function (MOB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
3.1 Placing MOB Symbol with MOB Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
3.2 Updating Total Surface Drift of MOB Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
3.3 Dropping up to Five MOB Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
3.4 Dropping an MOB Symbol Anywhere in the Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4. Search and Rescue Pattern (SAR) (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.1 Open a New SAR Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.2 Manual Entry of Commencing Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.2.1 Input from Position Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.2.2 Use Position of MOB for the Commence Search Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.2.3 Move the SAR Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.3 Save SAR Pattern as a Static Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
4.4 Select the SAR Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
4.4.1 Expanding Square Search (SS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
4.4.2 Sector Search (VS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
4.4.3 Parallel Track Search (PS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
4.5 Add Drift and Set to an SAR Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 57
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 58
1.1 Platinum System Interfaces . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 59
1.2 NACOS Mixed Systems - Platinum with XX-4/5 . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 60
1.2.1 XX-4/5 CHARTPILOT replaced by Platinum . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 60

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1.2.2 XX-4/5 RADAR-/MULTIPILOTS replaced by Platinum . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 60

1.2.3 All XX-4/5 Workstations replaced by Platinum . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 60
1.2.4 Example for a Mixed System, ECDIS replaced . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 61
1.2.5 Example for a Mixed System, Radar Replaced . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 62
2. MFD (Multi-Function Display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
2.1 Display Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
2.2 Navigation Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
2.2.1 Automation Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
2.2.2 Large Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
2.2.3 Small Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
2.3 Operating Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
2.3.1 The RADAR and TRACKPILOT Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
2.3.2 The ASCII Keyboards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
2.3.3 Trackball and Mouse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
2.3.4 Modules for Armrest or Console Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
3. Operating with Trackball, Mouse or Touch . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 68
3.1 Introduction . . . . . . . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 68
3.2 Operating with Trackball or Mouse . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 69
3.3 Operating with Touch (55" Monitor only) . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 70
4. Style Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 71
4.1 Title Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 72
4.2 Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 73
4.3 Sidebar - Permanent Area . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 74
4.4 Sidebar - Non-Permanent Area . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 75
4.5 Menu Bar and Full Screen Mode . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 76
4.6 Split Window (Navigation) . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 77
4.7 Split Window (Automation) . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 78
4.8 Lists & Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 79
4.9 Dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 80
4.10 Overview of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 81
4.11 Details of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 82
4.12 Further Details of Controls . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 83
4.13 Alert Icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 84
4.14 Mouse Pointers and Clicks . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 85
4.15 Consistent Manual Inputs & Erroneous Data Handling . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 86
4.16 Handling of Automatic Control Functions (Navigation only) . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 87
4.17 Indication of Operating Mode . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . . 88
5. Applications . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 89
5.1 RADAR Application . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 90
5.2 ECDIS Application . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 91
5.3 CONNING Application . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 92
5.4 TRACKPILOT Application (optional) . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 93
5.5 AUTOMATION Application (option) . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 94
6. Applicable Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
7. Platinum System Approved for INS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
8. Show Actual INS Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
9. FMEA for Minimum INS Configuration . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 99
9.1 Case 1 - MFD (workstation) Failed . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 100
9.2 Case 2 - Sensor Interface Failed . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 101
9.3 Case 3 - Radar Antenna Unit Failed . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 102
9.4 Case 4 – Network Switch Failed . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 103
9.5 Case 5 – Network Cable Failed . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 104
9.6 Case 6 – Trackpilot Electronics Failed .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 105
9.7 Case 7 - Sensor Data Failed . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 106

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9.8 Case 8 - Power Failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

9.9 Case 9- MFD with CAM Function Failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
10. Data Exchange within INS . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 110
10.1 Type of Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 110
10.1.1 Navigation Sensor Data . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 110
10.1.2 Navigation System Data (CCRS Data) . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 111
10.1.3 Installation Data about Sensors etc. . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 111
10.1.4 Radar Video and Target Data . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 112
10.1.5 Chart Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 112
10.1.6 User Settings and Controls, User Symbols . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 112
10.1.7 AIS Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 113
10.1.8 NAVTEX Data . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 113
10.1.9 Engine and Automation Data and Commands . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 113
10.2 The Timing of Sensor Data . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 114
10.2.1 Data Latency . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 114
10.2.2 Data Time-out . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 114
10.3 The Integrity Monitoring of Sensor Data . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 115
10.4 Dataflow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 116
10.5 Common Functions for Applications . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 117
10.6 Alert Related Communication . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 118
10.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 118
10.6.2 Example: Alert Communication with Gyro System . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 119
10.6.3 Alert Messages in Detail (ALC, ALF) . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 120
10.6.4 Further Alert Messages in Detail (ACN, ARC, HBT) .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 121
10.6.5 Alert Communication with Legacy Alert Sources . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 122
10.6.6 Legacy Alert Messages in Detail . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 123
11. Proven System Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
11.1 Layout for Add. Class Notations NAUT(OC) and NAUT(OSV) . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
11.2 Layout for Additional Class Notation NAUT(AW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
12. KVM Matrix (optional) . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 126
12.1 Overview of KVM Matrix . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 126
12.2 Application Example for KVM Matrix . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 127
12.3 Back-up Operation of KVM Matrix . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 128

GENERAL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . 129

1. The Consistent Common Reference System (CCRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
2. Graphical User Interface and Super Home . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
2.1 Application Screen Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
3. Title Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
3.1 Dimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
3.1.1 Central dimming function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
3.2 Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
3.2.1 Set Time Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
3.2.2 Time Integrity Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
3.2.3 External Time Source with NTP Protocol (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
4. Alive Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
5. The Navigation Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
6. Display Group with Orientation, Range and Stabilization .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 140
6.1 Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 141
6.2 Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 142
6.3 Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 142
6.4 REF - Reference for CCRS . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 143
6.5 Screen Stabilization . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 143

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7. General about Navigation Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

7.1 Integrity Marking of Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
7.2 Sensor Integrity Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
7.3 Sensor Integration (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
7.4 Integration of Position Sensors (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
7.4.1 Position Sensor Data Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
7.4.2 Referencing Position Data to CCRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
7.4.3 Kalman Filter Process for Position Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
7.5 Integration of Wind Sensors (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
7.5.1 Wind Data Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
7.5.2 Referencing to constant Height above Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
7.5.3 Shading by Ship’s Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
7.5.4 Kalman Filter Process for Wind Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
8. Heading & Speed Sensor Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
8.1 HDG - Heading Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
8.1.1 Remote Gyro Selection for a Gyro Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
8.1.2 Remote Gyro Selection for a Sperry Gyro Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
8.1.3 Integrity Monitoring for a Sperry Gyro Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
8.1.4 Error Handling for Sperry Gyro Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
8.2 General about Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
8.3 STW - Speed through Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
8.4 SOG - Speed over Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
8.5 COG - Course over Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
8.6 Set Drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
8.7 Tool Tip with Heading and Speed Offset Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
9. Position Sensor Group . . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 165
9.1 Position Sensor Selection . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 166
9.2 Tool Tip with Position Offset Indication . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 167
9.3 Position Adjust . . . . . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 168
9.3.1 Correction by Position Adjust . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 169
10. Vector & Trails Group . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 170
10.1 Ground / Water Stabilization . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 171
10.2 Vector . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 171
10.3 Trails . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 172
10.4 Plot . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 173
10.5 Predict . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 173
11. Charts On-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
11.1 The Chart Status Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
12. Targets Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
13. Trial Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . 177
13.1 Switching On the Trial Maneuver Dialog Window . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . 178
13.2 The Trial Maneuver in REL Vector Mode . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . 179
13.3 Simulating a Course Maneuver . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . 180
13.4 Setting the Delay and the Speed of the Simulated Maneuver . .. . .. . .. . .. . .. .. . .. . .. . .. . 181
13.5 The Trial Maneuver in True Vector Mode . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . 182
13.6 Checking the Trial Maneuver . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . 183
13.7 Further Information about the Trial Maneuver . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . 184
14. The Tools Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
15. The Menu Bar with Home, Default Settings and MOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
16. Voyage Recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
16.1 Voyage Recording - Enter Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
17. Operator Activity Monitoring (“Dead-Man” Switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189

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SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
1.1 Structure of the Settings Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
2. AIS Settings (if AIS is connected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
2.1 Transmitter ON/OFF and Long-range Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
2.1.1 (Earlier AIS Model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
2.1.2 Transmitter ON/OFF and Long-range Mode (AIS Model after 2010) . . . . . . . . . . . . . . . . . . . 196
2.2 Channel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
2.3 Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
2.4 AIS Test (SAAB R5 only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
3. Settings for Alerts . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 199
3.1 Setting Alert Limits . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 200
3.2 Escalation of Alerts . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 200
3.3 Route & ECDIS Alerts and Look-Ahead Sector .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 201
3.4 Acquisition / Guard Zone Settings . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 202
3.5 NAVTEX Alerts . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 204
3.6 Additional Sensor Alerts . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 204
3.7 Dangerous Targets Settings . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 205
4. Settings for Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 206
4.1 Settings for Chart Presentation (if ECDISPILOT is installed) . . . . . . . . .. . .. .. . .. . .. . .. . .. 207
4.2 Settings for Safety Contour and Safety Depth Presentation (in ECDIS) . .. . .. .. . .. . .. . .. . .. 208
4.2.1 Scope of Depth Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 209
4.2.2 Difference between Safety Contour and Safety Depth . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 210
4.2.3 Color Scheme for Depth Presentation in ENC . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 210
4.3 Settings for Presentation of ECDIS Hazards . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 211
4.4 Own Ship Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 212
4.5 Route Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 213
4.6 Display of Targets and Data Reports . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 214
4.7 Display of AIS Locating Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 219
4.8 TM - True Motion Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 220
4.9 Presentation of User Defined Symbols . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 221
5. Radar Settings in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
6. Sensor Settings . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 223
6.1 Draught Setting . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 223
6.2 Sensor Integration (optional) . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 224
6.3 Sensor Integrity Monitoring . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 225
6.4 Sensor Properties - Remove from Auto Selection . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 227
7. Edit Voyage Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
7.1 Voyage Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
8. Default Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
8.1 Default Sidebar Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
8.2 Default Presentation Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
8.3 Default Alert Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
8.4 Default Hazard Presentation Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
8.5 Default Layer Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
8.6 Summarized List of Default Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
8.7 Default Settings for RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238

CHART FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 239

1. Introduction and Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
1.1 ECDIS Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
1.2 Touch Function for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

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1.3 Cursor Pick and Context Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 242

1.4 The Chart Information Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 243
1.5 Full Screen Mode and Split Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 244
1.5.1 Full Screen Mode with Side bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 244
1.5.2 Full Screen Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 245
1.5.3 Split Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 245
1.5.4 Center and Range Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 246
1.6 The ECDIS Chart1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 247
1.6.1 Use ECDIS Chart1 to Check Correct Display of IHO Pres. Lib. 4.0 Symbols .............. 248
1.6.2 Open About Menu to Check IHO Presentation Library Edition Number . . . . .............. 249
1.6.3 Background - IHO ECDIS Data Presentation and Performance Check . . . . .............. 250
1.7 Color and Contrast Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 251
1.8 Overview about HW and SW Versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 252
2. Display of ENC Charts . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 254
2.1 Categories of Display Groups . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 255
2.2 Select a Category . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 256
2.3 Select the Primary Chart Information Set (PCIS) . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 257
2.4 Indication of Category in the Status Line . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 257
2.5 ENC Not for Polar Regions (>85 deg) . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 257
2.6 Advanced Chart Settings . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 258
2.7 Switch on Conditionally Displayed Features . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 259
2.8 Depth Contour . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 260
2.9 Tool Tip Information . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 261
3. Display of Raster Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
3.1 Change to ARCS and Select Chart Style . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
3.2 Status Line and Position Failure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
3.3 Chart Information Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
3.4 No Radar Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
3.5 ARCS Not for Polar Regions (>85 deg) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
3.6 Chart Datum and Datum Mismatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
3.7 ECDIS Alerts and RCDS Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
4. Display of Admiralty Information Overlay (AIO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
4.1 Displaying the Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
5. ECDIS Replay . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 270
5.1 ECDIS Replay in Context . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 271
5.2 Replay Monitoring . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 271
5.3 Storing and Loading a Replay .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 272

RADAR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 273

1. RADAR Safety . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 274
1.1 RADAR Safety – Electrical Systems . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 274
1.2 RADAR Safety – Radiation . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 275
1.3 RADAR Safety – Mechanical Systems . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 276
2. RADAR Standards and Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
2.1 Overview about SW Versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
3. System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 279
3.1 Radar with Magnetron Transmitter . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 279
3.2 RADAR with Solid State Transmitter . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 280
3.3 System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 283
3.4 Layout with Five Workstations and Conning . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 284
3.5 Overview about Failure Modes and Measures . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 285
3.6 RADAR Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 286
3.6.1 Recovery Time after Power Break-down at the Radar Scanner .. . .. . .. . .. .. . .. . .. . .. . 286

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4. The RADAR Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287

4.1 Select the RADAR Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
4.2 Select the Master Workstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
4.3 RADAR Pulses of Magnetron Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
4.4 Radar Pulses of Solid State Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
4.4.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
4.4.2 Pulse Lengths and Patterns for X and S Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
4.4.3 False Echo Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
4.4.4 Adaptive Pulse Trains for Target Tracking and Off-Centering . . . . . . . . . . . . . . . . . . . . . . . . 293
4.5 Tuning the Magnetron RADAR Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
4.6 Tuning the Solid State RADAR Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
4.7 Setting the RADAR Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
4.7.1 Manual Gain (input amplification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
4.7.2 Auto Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
4.8 Setting the Sea Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
4.9 Setting the Rain Clutter Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
4.10 Setting the ACR Filter (Auto Clutter Reduction) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
4.11 Setting Highlight and Hiding Video or the Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
4.12 Summary of Settings for Magnetron RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
4.13 Summary of Settings for SSR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
5. The RADAR Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
6. The RADAR Application Area . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 306
6.1 The Center and Range Control . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 307
6.2 Presentation of Vessel Outline in Small Ranges . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 308
6.3 Context Menus . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 309
7. RADAR Specific Target Handling . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 310
7.1 ARPA Targets . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 311
7.2 AIS Targets . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 312
7.3 Target Fusion . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 313
7.4 Manual Target Acquisition . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 314
7.5 Reference Target Tracking . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 315
7.5.1 Reference Target Lost . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 317
7.6 Limitations of the Tracking Process .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 318
8. ARPA Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
9. Doppler Emphasis (SSR only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
10. Chart Radar Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 321
10.1 Selection of Charts and Hiding of the Chart Background . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 322
10.2 Reference, Scale and Matching of Chart with RADAR . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 323
10.3 Selecting the Display Group or a Category of Groups . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 324
10.4 Chart Radar Application Area . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 325
10.5 Application Area Context Menu . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 326
10.6 Presentation of Depth Colors in the Chart . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 327
10.7 Main Differences between Chart Radar and ECDIS Mode . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 328
10.8 Priority of Layers in Chartradar Mode . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 329
11. Multi-Antenna Operation (optional) . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 331
11.1 Transceiver Group and Master-Slave Selection . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 332
11.2 RADAR Video Settings and Reference Position . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 333
11.3 Dead Zones and Target Handling between Antennas . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 334
11.4 Example for Multi-Antenna Operation . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 335
12. Radar for HSC Operation (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
13. FMCW Docking Radar (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
13.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
13.2 Operating the FMCW Docking Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338

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14. Checking the RADAR Function . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 339

14.1 Performance Monitor . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 340
14.1.1 Background Magnetron Radar .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 340
14.1.2 Background Solid State Radar .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 340
14.1.3 Performance Measuring . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 341
15. Setting and Evaluation of the RADAR Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
15.1 RADAR Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
15.2 Achievable RADAR Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
15.3 Distortions of the RADAR Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
15.4 Undesirable Echo Displays and Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
15.5 Reduced Range by Rain in X-Band (Magnetron RADAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
15.6 Reduced Range by Rain in S-Band (Magnetron RADAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349
15.7 Disturbances by Reflections from the Sea Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
15.8 Other Disturbances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
15.9 Sector Blanking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
15.10 RADAR Setting for RACON and SART Codes and Target Enhancers . . . . . . . . . . . . . . . . . . . . . . 353
15.10.1 RADAR Setting for SART Detection (X-Band only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355

ICE RADAR (optional) . . . . . . . . . . . . . . . . . . . . . . . . . 357

1. Overview about Optional Ice Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
2. Sigma S6 Ice Navigator from RUTTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
3. ICE RADAR in Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
4. Operating the ICE Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
4.1 Example of an Ice Radar Image in Platinum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
5. Identifying Ice Features in Radar . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 363
5.1 Ice Types and Forms . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 363
5.1.1 Summary of Ice Types . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 364
5.1.2 Summary of Ice Forms . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 365
5.2 Icebergs, Bergy Bits and Growlers . . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 366
5.2.1 Icebergs . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 366
5.2.2 Bergy Bit . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 367
5.2.3 Growler . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 367
5.3 Open Water Leads . . . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 368
5.4 Ice Ridges . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 368
5.5 Ice Freeboard . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 369
5.6 Ice Concentration . . . . . . . . . . . .. . .. . .. .. . .. . .. ... . .. . .. . .. . .. . .. .. . .. . .. . .. . 369
6. Glossary of Ice Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370

MANOEUVRING
ASSISTANCE (Optional) . . . . . . . . . . . . . . . . . . . . . . . 375
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
2. Manoeuvring Assistance in Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
3. Planning a docking operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
4. Executing the docking operation . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 385
4.1 AIS Targets . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 385
4.2 Monitoring . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 385
4.3 Performing docking . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 389
5. Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391
5.1 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391
5.2 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396

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TARGET HANDLING IN GENERAL . . . . . . . . . . . . . . . . 399

1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
2. ARPA Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
3. AIS Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
4. Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
5. Manual Target Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
6. Automatic Target Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
7. Prerequisites for the Collision Avoidance Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
8. Deletion and Loss of Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
9. Target List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
9.1 Critical Target and Details of a Selected Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
9.2 Calculation of Bow Crossing Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411

NAVIGATION TOOLS & DISPLAYS . . . . . . . . . . . . . . . . 413

1. Overview of Navigation Tools & Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
2. EBL & VRM - Bearing Line, Range Marker and Rulers . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. 415
2.1 EBL - Electronic Bearing Line . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. 416
2.2 VRM - Variable Range Markers . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. 417
2.3 Operating VRM and EBL Jointly . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. 418
2.4 Rulers for Quick Distance Measurements . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. 419
2.5 Drift Compensated Ruler for Dead Reckoning (Optional Tool) . .. . .. . .. . .. .. . .. . .. . .. . .. 420
3. User Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 421
3.1 Placing a User Symbol - Graphic Mode . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 422
3.2 Adjusting a Symbol - Numeric Mode . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 423
3.3 Adjusting a Symbol - UTM Data Entry . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 424
3.4 Placing an Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 425
3.5 Removing or Modifying an Area . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 426
3.6 Using the Area Symbol for Critical Area Alerts . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 427
3.7 Placing a Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 428
3.8 Danger Bearing or Clearing Lines . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 429
3.9 Events and Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 430
3.10 Switching Off the User Symbol Layer . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 430
3.11 Assigning User Symbols to a Visibility Group . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 431
3.12 Modifying Assignment & Details of User Symbols . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 432
3.13 Protecting All User Symbols of a Group against Unintended Shifting . . .. . .. .. . .. . .. . .. . .. 433
3.14 Table-based Editor for Lines and Areas . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 434
4. Pilotage or Parallel Index Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
5. Anchor Watch Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 436
5.1 Set the Anchor Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 437
5.2 Perform the Anchoring Maneuver . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 438
5.3 Activate & Deactivate the Monitor, Change Settings, Check Area . . .. . .. . .. .. . .. . .. . .. . .. 439
5.4 Delete the Monitoring Sector . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 440
5.5 Alarms During Anchor Monitoring . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 441
5.6 Optional Anchor Watch Display . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 441
6. LOP - Lines of Position . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 442
6.1 LOP - Known Bearing and Range to a Landmark . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 443
6.2 LOP - Known Bearing to two Landmarks . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 444
6.3 LOP - Known Bearing at two Times . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 445
6.4 Further Hints on Lines of Position . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 446

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7. OBD - Optical Bearing Device . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 447

7.1 OBD - Known Bearing to two Landmarks . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 448
7.2 OBD - Known Bearing at two Times . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 449
7.3 OBD - Shifting the Bearing Lines . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 450
7.4 OBD - Set DR Origin . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 451
8. Speed and Distance Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
9. Navigation Displays . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 453
9.1 Depth Display . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 453
9.2 Under Keel-Clearance Display .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 453
9.3 Weather Display . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 454
9.4 Wind & Current Display . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 454
10. ODD - Optical Detection Device (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
11. Night Vision Camera System (optional tool) . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 456
11.1 System Overview . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 457
11.2 Basic Operation and Video Target Tracking . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 458
11.3 Tracking of Video Objects . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 459
11.4 Tracking of RADAR or AIS Targets . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 460
11.5 Hardware Joystick Control - Quick Guide 1 . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 461
11.6 Hardware Joystick Control - Quick Guide 2 . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 462
11.7 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 463
12. NAVTEX (if connected) . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 464
12.1 Open the List of NAVTEX Messages . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 465
12.2 Acknowledge a Warning from NAVTEX Receiver . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 466
12.3 NAVTEX Settings . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 466
13. Current Prediction (optional tool) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
14. METOCEAN Data (optional tool) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
14.1 Tool Tip with METOCEAN Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 470
14.2 Manage Update of GRIB Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471
15. Helicopter Guidance (optional tool) . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 472
15.1 Basic Operating . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 473
15.1.1 Identify the Helicopter . . . . . . . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 473
15.1.2 Adjust the HELO Landing Path . . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 473
16. 3D Underwater Display (optional tool) . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 474
16.1 Overview . . . . . . . . . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 474
16.2 FarSounder Integration . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 474
16.3 FarSounder Operating . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 475
16.4 FarSounder Hazard Indication . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 476
16.5 Far Sounder Standard View . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 476
16.6 FarSounder Split Window . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 477
16.7 FarSounder Settings and Quality Indicator .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 477
17. Tender Tracking (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
17.1 Colored Plots for Tender Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479
17.2 Editing the Text Label of a Tender Target Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 479
18. AIS Past Tracks (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480
19. Target Data and Speed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 482

ROUTE PLANNING AND MONITORING . . . . . . . . . . . . . 483

1. Route Planning . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 484
1.1 Consider at the Beginning . . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 485
1.2 Set the Display of the Route . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 486
1.3 Set the Display of the Chart . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 487

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1.4 Open a Catalog for Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 488

1.5 Open an Existing Route or Create a New Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 489
1.6 Add or Insert Waypoints in Graphical Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 490
2. Working with the Waypoint List . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 492
2.1 Planning View of the Waypoint List . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 493
2.2 Edit Waypoint Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 494
2.3 Edit Leg Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 495
2.4 Save, Rename or Delete a Route . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 496
2.5 Start Check of the Route . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 498
2.6 Results of Geometrical Check . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 499
2.7 Results of the Check against ENC Chart and User Symbols .. . .. . .. . .. . .. .. . .. . .. . .. . .. 500
2.8 Protect the Route against any Changes . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 501
3. Route Monitoring . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 502
3.1 Preconditions for Chart and Track Monitoring .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 503
3.2 Settings for Chart Monitoring . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 504
3.3 Additional Settings for Track Monitoring . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 505
3.4 Additional Settings for ECDIS Hazards . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 506
3.5 Show Route Issues During a Voyage . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 506
3.6 ECDIS Hazards List . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 507
3.7 Activate a Route for Monitoring . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 508
3.8 ECDIS Monitoring . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 509
3.9 Voyage Monitoring . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 510
4. Route Scheduling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
4.1 Enter UTC Time into a Route Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 511
4.2 Enter Zone Time (ZT) into a Route Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 512
4.3 Enter Speed into a Route Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 513
4.4 Demanded SOG, AVG SOG and SOG Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 514
4.5 Activate a Route with Planned Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 515
4.6 Update Time Schedule of an Active Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 516
4.7 Monitoring the Time Schedule During a Voyage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 517
4.8 Automatic Re-scheduling of a Voyage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518
4.9 Save a Route Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 519
4.10 Voyage Optimization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520
4.10.1 Plan SOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521
4.10.2 RPM Optimizer (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522
5. Route Export and Import (Back Up and Printout) . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. 524
5.1 Exporting Routes to Third Party System . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. 525
5.2 Importing Routes with the File Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. 526
5.2.1 Importing Routes from NACOS xx-4 or -5 to a Platinum Back-up System . .. . .. . .. . .. . .. 527
5.3 Printing out a Passage Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. 528
5.4 NACOS Platinum RTZ Route Data Format . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. 529
6. Further Information for Route Planning . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 530
6.1 Overview of Route Parameters . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 530
6.2 Parameter Points . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 531
6.3 Predefined Radius . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 532
6.3.1 Minimum Turning Radius . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 532
6.3.2 Maximum Turning Radius . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 532
6.4 Setting the Safety Corridor . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 533
6.4.1 Setting the Safety Corridor per Leg by Value . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 533
6.4.2 Setting the Safety Corridor per Leg Graphically . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 534
6.5 Repetition of Alarms . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 535
7. Mixed Systems - NACOS XX-4/5 & Platinum . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 536
7.1 Overview of Route Handling in Mixed Systems . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 536
7.2 Initial Transfer of Routes to Platinum . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 537
7.2.1 Export Routes from NACOS XX-4/5 Subsystem .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 537

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7.2.2 Import Routes into Platinum System . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 538

7.3 Back-up of Platinum Routes on XX-4/5 System . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 539
7.3.1 Export Routes from Platinum System . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 539
7.3.2 Import Routes into the NACOS XX-4/5 System . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 539
7.4 Activate a Route for the XX-4/5 System . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 540
7.4.1 More Details about Route Activation for XX-4/5 . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 541
8. Water Level Based Route Selection (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 542
8.1 Planning a Water Level-based Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543
8.2 Activating a Water Level Based Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 544
9. Route Efficiency Planner (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 545
9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 545
9.2 Route Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546

CONNINGPILOT & Other . . . . . . . . . . . . . . . . . . . . . . . 553

1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 554
1.1 Conning Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 555
2. Displays in the Center and the Right Area . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 556
2.1 Conning Home for Navigation Data . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 557
2.2 Conning Home with Waypoint List . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 558
2.3 Docking Display . . . . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 559
2.4 Propulsion Data Display . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 560
3. Split Screen Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 561
4. Alarm List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562
4.1 Reading and Printing the Alarm List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 563
5. Switchover of CONNING from one MFD to the Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 564
6. Favorite Settings for CONNING Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 565
6.1 Automatic Switch-over of Favorite Setting (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 566
7. FUGRO Docking Display . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 567
7.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 567
7.2 Connection of Platinum MFD (EUT) with FUGRO . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 568
7.3 Visualization of Docking Scenarios on Platinum . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 569
8. Remote Desktop Protocol Interface (RDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570
8.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570
8.2 Visualization of 3rd Party Application in CONNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571
9. Wave Height Radar (optional) . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 572
9.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 572
9.2 Operating Area - Important to Consider . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 572
9.3 Measurement Principle . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 573
9.4 Visualization of Wave Height in Platinum . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 574
9.5 Interpreting Wave Data . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 575
9.6 Some Hints for Operation . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 576
9.6.1 Preconditions . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 576
9.6.2 Data Input and Output . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 576
9.6.3 Testing the Connection . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 577
9.6.4 Examples of Valid Wave Data Messages . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 578

BRIDGEPILOT & DATAPILOT . . . . . . . . . . . . . . . . . . . . 579

1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580
2. Operating of BRIDGEPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 581
2.1 BRIDGEPILOT in Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 581

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2.2 Home Page . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 582

2.3 Dimming . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 582
2.4 Gyro Page . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 582
2.5 Log Page . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 583
2.6 GNSS Page . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 583
3. Operating of DATAPILOT . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 584
3.1 DATAPILOT in Context . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 584
3.2 Home Page . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 585
3.3 Further Instrument Groups . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 585
3.4 Dimming . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 585

TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 587
1. General Information . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 588
1.1 System Configuration . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 589
1.2 Preparations before Using the TRACKPILOT . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 590
1.3 If two TRACKPILOT Units are Installed . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 590
1.4 The TRACKPILOT Expander . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 591
1.5 The TRACKPILOT Keyboard . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 592
2. Setting the TRACKPILOT Parameters . . . . . . . . . . . . . . . . . . . . . . . . . .................... 593
2.1 The Trackpilot Setup Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 594
2.2 Setting the Rudder Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 595
2.3 Setting the Heading/ Course Limit . . . . . . . . . . . . . . . . . . . . . . . . . .................... 596
2.4 Setting the Track Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 597
2.5 Setting the Drift Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 598
2.6 Setting the Time for the WPT Approach Alarm . . . . . . . . . . . . . . . . . .................... 599
2.7 Checking the Course Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . .................... 600
3. Connecting the TRACKPILOT to the Steering Gear . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 601
3.1 Preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 602
3.2 Connecting to Steering Gear . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 603
3.3 Switch Over from Heading to Course Mode . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 604
3.4 Switching Over between two TRACKPILOT Units . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 605
4. Sailing in Heading Mode or Course Mode . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 606
4.1 Steering with the Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 607
4.2 Steering with Next Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 608
4.3 Course Change with the Joystick Before Execution of a Maneuver . .. . .. . .. .. . .. . .. . .. . .. 610
4.4 Steering with Pilot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 611
4.5 Sailing with Pilot Data - AUTO Fill . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 612
4.6 Validity of the Pilot Data - Execute Button . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. 613
5. Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614
5.1 Switching Over to Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 614
5.2 Steering Automatically to 1st WPT of System Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 616
5.3 Steering Automatically to a near Leg of the System Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617
5.4 Steering Automatically to the To-Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618
5.5 Steering Automatically to a Waypoint Situated Further Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . 619
5.6 Sailing in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 619
5.7 Execution of a Planned Course-Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 620
5.8 Performing an Avoidance Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 621
5.9 Determining a Constant Position-Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 621
5.10 Switching Off the Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622
6. Monitoring the Route Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 624
6.1 Details of Route Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625
7. Useful Information Regarding the Steering Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 626
7.1 Use of the TRACKPILOT in Shallow Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 627

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7.2 Influence of Drift for all Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 628

7.3 Drift Stabilization of the Curved Headline . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 629
7.4 Position Filtering in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 630
7.5 Position Monitoring in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 631
7.6 Position Drift Monitoring in Track Mode . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 631
7.7 Correction of the Actual Course to Reduce Constant Track-Deviations .. . .. . .. .. . .. . .. . .. . 632
7.8 Great Circle or Rhumb-Line Navigation . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 632
8. Anchor Control Mode (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633
8.1 Setting the Heading and the Sector for Anchor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634
8.2 Thruster Related Settings for Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635
8.3 Activating/Deactivating the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 636
8.4 Special Displays of the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
8.5 Operation in the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 638
9. Hot Standby Mode (Optional) . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 639
9.1 Switching-Over and Alert Messages . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 640
9.1.1 Alert Messages in Hot Standby Mode . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 640
9.1.2 Switching Back to Normal Operation with TP 1 . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 640
10. Azipod Dynamic Optimizer (ADO) Mode (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 641
11. TRACKPILOT Utilities - Restart . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 642
11.1 Restarting the TRACKPILOT Electronics Unit .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 643
11.1.1 Restarting the TRACKPILOT Software . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 643
11.1.2 Useful Information . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 643

SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 645
1. General Information . . . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 646
1.1 The Operating Modes of the SPEEDPILOT .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 647
1.2 The SPEEDPILOT Expander . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 648
1.3 The Platinum Operating Unit . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 649
2. Setting the SPEEDPILOT Parameters . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 651
2.1 Opening the SPEEDPILOT Settings Dialog . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 652
2.2 Setting the Response Threshold of the Speed Control Function . . .. . .. . .. . .. .. . .. . .. . .. . 653
2.3 Setting the Economical Control Behavior . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 654
2.4 Setting the Upper Limit of the Set Speed . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . 655
2.5 Setting the Upper and the Lower Limit of the Lever Values . . . . . .. . .. . .. . .. .. . .. . .. . .. . 656
3. Sailing with the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 657
3.1 Activation of the SPEEDPILOT by Connecting to the Engine Control . . .. . .. . .. .. . .. . .. . .. . 658
3.2 Switch-Over of the Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 659
3.3 Sailing in Set Lever Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 660
3.4 Sailing in Set RPM Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 661
3.5 Sailing in Set Speed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 662
3.6 Sailing in Planned Speed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 663
3.7 Sailing in Planned RPM Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 664
3.8 Deactivating the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 665
4. Useful Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 666

DP SYSTEM (optional) . . . . . . . . . . . . . . . . . . . . . . . . 667

1. Overview . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 668
1.1 Block Diagram of DP1 System . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 669
1.2 System Component Overview . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 670
1.2.1 Multi Function Display (MFD) .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 670
1.2.2 CP-SPU . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 670
1.2.3 UPS . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 670

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1.2.4 Portable Joysticks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 670

1.2.5 Environmental Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 670
1.2.6 Position Reference Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 670
2. DP System Main Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 671

BNWAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 673
1. System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 674
2. BNWAS Function and Assist Call on MFD . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 675
2.1 BNWAS Menu on MFD . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 675
2.2 Assist Call on MFD (Emergency Call) . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 676
2.3 Assist Call on Panel (Emergency Call) . . . . . . . . . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 677
2.4 BNWAS Alarm in Central Alert Management (CAM) .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 678
2.5 Trackpilot and other Alerts Escalated to BNWAS . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 678
3. BNWAS System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
4. BNWAS in Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 680
5. Accommodation Panel . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 681
5.1 Keypad . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 682
5.2 LEDs . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 683
5.3 Buzzer . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 684

AIS, VDR, Printer and others . . . . . . . . . . . . . . . . . . . 685

1. AIS - Automatic Identification System (if connected) . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 686
1.1 AIS Voyage Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 687
1.2 Entering the Towing Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 688
1.3 AIS Event Log (with SAAB R5/ R6 only) . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 689
1.4 Show List of Received AIS Safety Messages . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 690
1.5 Transmit AIS Safety Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 693
1.6 Show Status Information (Entries 1-12) . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 695
1.7 Show Status Information (Entries 13-25): . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 696
1.8 The Type of Your Own AIS System . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 697
1.9 SOLAS Chapter VII - Carriage of Dangerous Goods . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 697
1.10 AIS Channel Management - Frequency . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 698
1.11 AIS Channel Management - Zone Data . . . . . . . . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 699
1.12 AIS Hot Standby with SAAB R5/R6 SUPREME AIS Transponder . . . . . . .. . .. .. . .. . .. . .. . .. 700
1.13 Checking AIS Hot Standby Status at Platinum System . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 701
1.14 Checking Hot Standby Status at Transponder Operating Unit (optional) .. . .. .. . .. . .. . .. . .. 702
1.15 Checking the Inactive AIS Stand-by Transponder . . . . . . . . . . . . . . . . .. . .. .. . .. . .. . .. . .. 702
2. VDR - Voyage Data Recorder (if connected) . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 703
2.1 Manual Restart of VDR . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 703
2.2 Operation Performance Test VDR 4360 and earlier Models .. . .. . .. . .. . .. .. . .. . .. . .. . .. 704
2.3 Operation Performance Test VDR 4370 . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 705
2.3.1 Start Remote Control Panel . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 705
2.3.2 Alarm History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 706
2.3.3 Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 706
2.3.4 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 707
2.3.5 Switch Day/ Night . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 707
2.3.6 Microphone Test . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 707
2.3.7 Restart VDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 708
2.3.8 Info/ About . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 708
2.4 VDR Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 709
2.5 VDR Grabbing Strategy . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 710
2.6 VDR Incident Back-up . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 711

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3. System Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712

4. Annex with VDR Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713

DATA MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . 719

1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 720
1.1 Chart Maintenance Application Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 721
1.2 Display Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 722
2. Maintenance of IHO ENC and ARCS Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 723
2.1 Permits and Certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 724
2.1.1 Permits and User Permits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 724
2.1.2 Show ENC User Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 724
2.1.3 Certificates (only IHO ENC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 725
2.2 Installation of IHO ENC and ARCS Permits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 726
2.3 Installation of Certificates (only for IHO ENC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 727
2.4 S-62 Data Producer Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 728
2.5 Update of Charts from Media or from another Workstation (MFD) . . . . . . . . . . . . . . . . . . . . . . . 729
2.6 Messages during Chart Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 730
2.7 Display Contents of Your own MFD or another MFD (workstation) . . . . . . . . . . . . . . . . . . . . . . . 731
2.8 Display ENC Update Status Report (S-63 Ed. 1.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 732
2.9 The ENC Update Status Report in Detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 733
2.10 Maintenance of Charts on your Workstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 734
2.11 Update of Charts from a WebDAV Server . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 735
2.11.1 Background Information about WebDAV Server . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 735
2.12 Installation/ Maintenance of Admiralty Information Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . 736
2.12.1 Installing Overlay Permits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 736
2.12.2 Installing Overlay Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 736
2.12.3 Updating the Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 736
3. Manual ENC Update Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 737
3.1 Select Cell to be Updated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 738
3.2 Start Update Session . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 739
4. Remove Complete Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 740
5. Remote Update of Workstations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 741
6. Backup/Restore of User Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 742

MFD MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . 745

1. Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 746
2. Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 747
3. Maintenance Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 748
3.1 Nautical Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 748
3.2 Infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 748
3.3 Utilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749
3.3.1 Alert Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749
3.3.2 Nav. Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749
3.3.3 Runtime Database Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 749
3.3.4 Integrity Verification Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750
3.3.5 Log Collection Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750
3.3.6 NMEA Sentence Tool - Serial Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 751
3.3.7 NMEA Sentence Tool - Details and Support for 450-Network . . . . . . . . . . . . . . . . . . . . . . . . 752
3.3.8 Remote MFD Control Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 753
3.3.9 Removable Storage Access Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 753
3.3.10 Route Migration Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 754
3.3.11 S-62 IHO Data Producer Codes Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 755

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3.3.12 Set Brightness for Data Displays . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 756

3.3.13 Synced Storage Tool . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 756
3.3.14 System Tools . . . . . . . . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 756
3.3.15 System Use Notifcation . . . . . . . . .. .. . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . .. 756

ALERT MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . 757

1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 758
1.1 IMO Bridge Alert Management (BAM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 758
1.2 Platinum Bridge Alert Management (BAM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 759
1.3 Overview of Platinum Alert Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 760
1.4 Priority and Classification of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 761
1.5 Alert State and Presentation of Emergency Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 763
1.6 Alert State and Presentation of Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 764
1.7 Alert State and Presentation of Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765
1.8 Alert State and Presentation of Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765
1.9 Category of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766
1.10 The Alerts List in the Tools Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767
1.11 The Alerts List in Super Home and CONNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768
1.12 Example of an Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 769
1.13 Indication of Unacknowledged Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 770
1.14 Sorting of Alerts in the Alerts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 771
1.15 Operating when an Alert comes up on one Workstation (MFD) . . . . . . . . . . . . . . . . . . . . . . . . . 772
1.16 Operating when an Alert comes up on several Workstations (MFD) . . . . . . . . . . . . . . . . . . . . . . 773
1.17 Escalation of Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774
1.18 Transfer of Escalated Warnings to BNWAS (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774
1.19 Aggregated Alerts from External Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 775
1.20 Functional Alert Grouping by External Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 776
1.21 Grouped & Aggregated Alerts in the List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 777
1.22 Priority Reduction of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 778
1.23 Handling of Target Related Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 778
1.24 Alert History and Alert Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 779
1.25 Test of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 780
2. Navigation Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 783
2.1 Heading Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 784
2.2 Speed Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 785
2.3 Position Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 786
2.4 Inclinometer and Draught Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 787
2.5 Depth and Weather Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 788
2.6 Backup Sensors and Redundant Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 789
2.7 Sensor Monitoring - Deviation between Main and Secondary Sensor . . . . . . . . . . . . . . . . . . . . . 791
2.8 Legacy Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 792
3. ECDIS Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793
4. Anchor Watch Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 795
5. Target Alerts (ARPA & AIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 796
6. AIS Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 797
7. NAVTEX Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 802
8. Sensor Device Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 804
9. System or Platform Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 806
10. Interface Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 807
11. BNWAS Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 808
12. RADAR Transceiver Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 809

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12.1 General Transceiver Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 809

12.2 Additional SSR Transceiver Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 811
12.3 Radar Transceiver Status Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 815
13. TRACKPILOT Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 817
13.1 Overview about Escalation of TP Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 817
14. SPEEDPILOT Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829
15. VDR Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835

LISTS AND INDEXES . . . . . . . . . . . . . . . . . . . . . . . . . 837

MED Certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 839
MER Certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885
List of Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 922
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 924
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 930
List of Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 934
Document History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 939

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GENERAL
GENERAL NAVIGATION SYSTEM Platinum
1. About these Operating Instructions Operating Instructions

1. About these Operating Instructions

WARNING
Do not forget to read the chapter on general safety measures. This is
obligatory to read! page 28.

In this chapter, you will find general information about these operating instructions which
have been delivered with your Platinum NAVIGATION System. It informs you about:
 Aim, scope and Validity
 Structure of these Operating Instructions
 How to use the hyper-links

There will also be the case that you are basically familiar with the Platinum NAVIGATION
System but only need punctual information on one specific topic or detail. In order to find
information on such specific subjects, you can use the
 List of contents (see previous chapter)
 Index of key words (see LISTS AND INDEXES at the end)
 Quick start guide (the next chapter)
 List of abbreviations (see LISTS AND INDEXES at the end)

This document uses inter-active hyper-links to refer a text paragraph on another page.
You may click to a hyper-link like the one at the end of this paragraph and read more details
on the referenced page, and you can come back to the origin by just using the two keys:
[ALT] + [ ] together (in Adobe Acrobat Reader and on the Platinum MFD, other readers
may differ)
Once you have used the above two keys it is also possible to jump forward with:
[ALT] + [ ] together
Please try it now to jump to page 26 and back.

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NAVIGATION SYSTEM Platinum GENERAL
Operating Instructions 1. About these Operating Instructions

1.1 Aim, Scope and Validity of these Operating

Instructions

WARNING
The Platinum NAVIGATION System must only be operated by persons who
have passed the relevant mandatory training on the respective systems
and applications. Only reading these operating instructions cannot replace
such training.

These operating instructions describe how the Platinum NAVIGATION System and its soft-
ware applications work, and how to operate the applications.
Since the operating instructions are generic for a family of products, some information and
functions or features described may not be used in your specific installation. This depends
on the customisation of your system.

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GENERAL NAVIGATION SYSTEM Platinum
1. About these Operating Instructions Operating Instructions

1.2 How to use this Document

1.2.1 Structure of the Operating Instructions
When reading through or skimming through the overall operating instructions, it is always a
good idea to go from general to more specific subjects, i.e. to start with this general part
of the operating instructions and then continue with the part describing the application you
wish to learn about. Again, in the descriptions of the applications, read the introductory
chapters before getting into detail. Otherwise you might miss information which is assumed
to be understood in the chapters describing specific details.
The general structure of any Platinum operating instruction is based on a fixed introduction
with GENERAL part and SYSTEM DESCRIPTION, followed by application specific main chap-
ters, i.e. CHART FUNCTIONS, RADAR FUNCTIONS, NAVIGATION TOOLS, or BNWAS, and
finally some general chapters about MAINTENANCE, ALERT MANAGEMENT, and LISTS AND
INDEXES at the end.

1.2.2 How to Scroll through this Document

You may scroll from page to page by using the scroll down keys on your keyboard. You can
also jump to a dedicated page by entering the page number in your Adobe Acrobat Reader.
The page number which is shown in the top line of the reader is the same as printed in the
bottom line of the document.
This document uses inter-active hyper-links to refer a text paragraph on another page.
You may click to a hyper-link like the one at the end of this paragraph and read more details
on the referenced page, and you can come back to the origin by just using the two keys
[ALT] + [ ] together (in Adobe Acrobat Reader, other readers may differ)
Please try it now to jump to page 24 and back.

1.2.3 Typographical Conventions

The typographical conventions used in the operating instructions are kept simple, but still it
is essential that you are sure to understand their meaning before reading the instructions.
The following special signs are used for specific purposes:
[ ] (square brackets)
< > (triangular brackets)
{ } (curly brackets)
These signs are used as shown in the following examples on the next page:

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NAVIGATION SYSTEM Platinum GENERAL
Operating Instructions 1. About these Operating Instructions

Table I-1 Typographical conventions in these operating instructions

Expression Explanation
[KEY NAME] This convention is used to refer to a key an an onscreen keyboard
or a computer keyboard. Example:
Press [ALARM LIST] to view the Alarm List.
This means that you must press the key with the text "ALARM
LIST" written on it, in order to view the Alarm List.
[KEY] + [2nd KEY] This convention is used to refer to a key combination . Example:
Press [ALT]+[F4] to close the window.
This means that you must press and hold the [ALT] key, and while
holding the [ALT] key you have to press [F4].
[ ] [ ] [ ] [ ] The symbols in the square brackets refer to the respective arrow
keys on operator panels.
Abcd List Heading capitalization and bold typeface are used when directly
referring to names of Platinum NAVIGATION System functions and
UI elements. Example:
Select Color & in the main menu.
From any mode you can call up the Alarm List by pressing the
[ALARM LIST] key on the panel.
Main > Sub-menu This is an abbreviated way for:
> Sub-Sub-menu Click on Main, then on Sub-menu and afterwards on Sub-Sub-menu
 This symbol indicates a hint.
<variable> Describes a text string of variable length and contents. Example:
The display will show <duty engineer>.
This means that the display will show the name of the selected
duty engineer, e.g. “3RD ENGINEER”.
{nnn} Describes a number with a fixed number of digits which is input or
output. The number of letters inside the brackets describes the
number of digits.
Example:
Enter a channel number in the format {nnn}.
You have to use zeros (0) to fill the empty spaces, if the number
is less than 100 (e.g. 056)
{nnn.} Like {nnn}, but there may be a decimal point at any place in the
number, or none.
Example
The value is displayed in the format {nnnn.}.
In the example the value may be, e.g. “12.35” or “450.6” or
“0045”. When entering such values, the decimal point will some-
times be preset by the system.
DD-MMM-YYYY The date in international format which is used in the system.
Example: 21 AUG 2009 for the 21st of August 2009.
HH:MM:SS The time format used in the system. The 24 hour format is used.
Examples: 06:30:00 stands for half past six and 0 seconds in the
morning (6:30 am) and 23:58:00 is two minutes to midnight.

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GENERAL NAVIGATION SYSTEM Platinum
2. Safety Precautions Operating Instructions

2. Safety Precautions
This chapter describes general safety measures to be taken into account when working with
or on the Platinum NAVIGATION System. In the chapters describing the Platinum NAVIGA-
TION System you will find further important safety notes and warnings which are specific to
the context.
A three-level system of warnings is used in these operating instructions which is a mix of
ANSI and ISO standards. The different warning levels have the following meaning:

DANGER
This sign is used whenever severe injuries or even death will occur as
consequence of un-awareness or disregard of the described safety rules.

WARNING
This sign is used whenever severe injuries or even death may occur as
consequence of un-awareness or disregard of the described safety rules.

CAUTION
This sign is used when special care must be taken to prevent unexpected
consequences such as damage to equipment, incorrect or incalculable oper-
ation and behaviour of equipment.

 Notes & Hints: This symbol indicates useful notes and hints which will ease under-
standing the system or speed up operation.

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NAVIGATION SYSTEM Platinum GENERAL
Operating Instructions 2. Safety Precautions

2.1 Safety Notes

2.1.1 General Note

WARNING
You are obliged to read these operating instructions prior to operation and
to adhere to the operating instructions in operation in order to prevent
possible danger and to ensure compliance with the designated use of the
equipment. Prevention of danger includes that operator personnel are
trained and authorized for safe operation of the equipment. We assume
no liability for damage due to improper operation which could have been
prevented.

NOTE:
Further potential danger when working with and on the Platinum NAVIGA-
TION System is described in the respective sections on these processes.

As a very general rule, keep your workplace clean and tidy, it helps preventing accidents!
Ensure unobstructed access to all workstations, operator panels, controls, and relevant
switchgear cabinets in order to enable instant response to alarms!

2.1.2 Authorization and Qualification of Personnel

DANGER
Only authorized persons may operate the Platinum NAVIGATION System.
Danger for persons, things and the environment in case of improper oper-
ation or maintenance and repair of the Platinum NAVIGATION System.
Only authorized persons are permitted to carry out cleaning and mainte-
nance work, or troubleshooting on the Platinum NAVIGATION System!

Persons authorized to operate the system are specially instructed and trained operating
personnel of the user. Persons authorized to carry out cleaning, maintenance, and trouble-
shooting are the specially trained and skilled personnel of the user as well as Wärtsilä
Voyage GmbH personnel being qualified by training, knowledge and experience. Persons
operating or servicing the Platinum NAVIGATION System must be familiar with the general
safety regulations and specific safety systems and they must have passed all required
training and must have read the relevant operating instructions and manuals before starting
work.

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GENERAL NAVIGATION SYSTEM Platinum
2. Safety Precautions Operating Instructions

2.1.3 Commissioning

DANGER
DANGER! WORK IN PROGRESS! DO NOT SWITCH!

It is not permissible to connect the ship’s mains to the system before

setting-to-work by a qualified and authorized person. The mains must be
switched off (e.g. by means of a common isolating switch or a circuit
breaker) in the ship’s supply or the mains cable must be disconnected until
commissioning is carried out.

2.1.4 Chart Updates and Safety Inspections

Inspect and survey the safety systems at intervals prescribed by the responsible classifica-
tion society or other relevant authorities.

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NAVIGATION SYSTEM Platinum GENERAL
Operating Instructions 3. Start-up and Shut-down of MFDs (Multi-Function-Displays)

3. Start-up and Shut-down of MFDs (Multi-

Function-Displays)

WARNING
As long as the ship is at sea and in operation, the Platinum NAVIGATION
System must be fully operational, i.e. the Platinum NAVIGATION System
and its applications must not be shut down. UPS systems must not be
deactivated.

 The Platinum NAVIGATION System and the related consoles and the electronics
equipment are permanently up and running. They are only completely shut down by
qualified authorized service personnel in case of servicing and repair. The system
components are then separated from the mains using a main switch on the bridge.
When switching on the mains supply again, the equipment will start-up automatically
without further user action.
This section describes how to use the
shut-down function, if this is required,
e.g. if the power supply has to be
switched off during a dockyard period,
or if an individual workstation (MFD)
shall be switched off for specific
reasons. Proceed as follows to switch off
a workstation (MFD):
Fig. I-1 System Shutdown
1. Click to the Menu button in the
bottom left corner and then to
Display Off.
2. In the window which is displayed, select Power Off and click to OK.
(The other option Restart can be used to re-boot the workstation)
3. Separate the unit from the mains using the mains switch on the bridge.
This way, the Platinum NAVIGATION System program is terminated and the PC is shut
down. The display will be switched off automatically.
If the option Exit instead of Restart or Power Off is selected, a service password is
required, to enter the operating system level (only for service purposes).

WARNING
Please avoid to switch off a MFD without having completed the described
shut-down procedure. The TFT display will probably function in a normal
manner when just switching off the power and then switching it on again.
However, and this applies to all types of PCs used: if, at the moment it is
switched off, the PC accesses the hard disk, the hard disk might be in
seldom cases permanently damaged resulting in system failure of the MFD
and loss of data.

To switch on the MFD use the main power switch at the front of the workstation PC (if appl.,
refer to the drawings in the delivery documents). It will then automatically start up and run
in normal operating state, Super Home is displayed. From here select the RADAR or ECDIS
application. If the MFD is already up and running and displaying a screensaver, just move
the trackball slightly to display the graphical user interface of the MFD.

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GENERAL NAVIGATION SYSTEM Platinum
3. Start-up and Shut-down of MFDs (Multi-Function-Displays) Operating Instructions

3.1 Automatic Restart of MFDs

The workstations or MFDs (Multi Function Display) are fitted with an automatic restart func-
tion.
If in case of any identified abnormality, i.e. input of undefined data from a third party
system, the Platinum application is blocked, the MFD is automatically started again.
The re-start, which can take between 20 and 180 seconds, will bring back the affected MFD
in normal operation. If one MFD is restarted, the other MFDs are not affected and can be
used to continue the nautical tasks.
After restart the MFD shows the Super Home page. Select one of the Platinum applications
like RADAR, ECDIS, or AUTOMATION to continue the required bridge tasks from this MFD.

3.2 Manual Restart of one or more MFDs

From SW version 2.1.18 onwards a restart tool is
available from the Super Home page under Utili-
ties. Open the Tools bar and select the function
Remote MFD Control Tool.
 This function is safety relevant and conse-
quently password protected (level 4). If acti-
vated during sea passage your ship might be
not under control for up to 10 min. All func-
tions including track control and target
tracking are lost for a certain time and have Fig. I-2 Manual Restart
to be activated again.
Check the control boxes of MFDs in
focus or just click to Select All and
restart them all at once or reboot them
all at once.
As long as one or two MFDs are
selected for restart or reboot, the Plat-
inum system will continue to operate.
But with each further MFD some more
functions are missing. If in doubt restart
step-by-step.
All MFDs at once should be selected for
restart or reboot only when moored at
the pier only.
Restart NACOS keeps the Windows
operating system running whereas the
Platinum application SW is restarted.
Reboot MFD is restarting both, the
operating system and the Platinum
application SW.

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NAVIGATION SYSTEM Platinum GENERAL
Operating Instructions 4. Protected Access to Workstations (MFD)

4. Protected Access to Workstations (MFD)

The Platinum application SW is protected against unauthorized use by passwords for user
activities on levels one to four. All passwords are set during system commissioning by the
service engineer. They can not be changed during operation.
In addition the access to an MFD can be restricted to viewing functions only. This mode is
recommended for slave workstations outside of the bridge, i.e. in a crew cabin, in the engine
control room, or in public areas on the vessel. All menus with control functions are blocked.
This mode is set during system commissioning by the service engineer. It can not be
changed during operation.
Later Display Electronics based on HP Elitedesk 800 G5 and following are fitted with a new
configuration of the Windows 10 operating system called Windows IoT Enterprise. This
upgrade of the operating system provides extended protection of the workstation as
described on page 35.

4.1 Protection by Passwords

Level 4 Password
The top level password is protecting the access to the file and operating system. The stan-
dard operating procedures for leaving the Platinum application are protected by the level
four password. This applies i.e. if the option Exit instead of Restart or Power Off is
selected from the main menu. In that case the level four password is requested. That means
that the MFD cannot be used like an office PC, e.g. to install software and run applications
other than the applications related to NACOS Platinum.
The same applies to safety relevant operating steps like adjusting the escalation time of
alerts or adjusting the headmarker of the RADAR antenna. Again the level four password is
required and this procedure is for service only.
Further on the level four password has to be used for settings which will change the config-
uration of the Platinum system, i.e. the appearance of menus or the use of templates.

Level 3 Password
The level three is used i.e. for the assignment of channels in the automation system.

Level 2 Password
Operating steps, which are related to approval or other restrictions which are not safety rele-
vant, i.e. the selection of transmitter frequencies, are protected by a password on level 2.
The same applies to the editing of maps on top of the chart or signing of a route.

Level 1 Password
Not in use, for future extensions.

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GENERAL NAVIGATION SYSTEM Platinum
4. Protected Access to Workstations (MFD) Operating Instructions

4.2 Restricted Access to Navigational Functions

In this mode the access to a
specific MFD with ECDIS only is
restricted concerning naviga-
tional functions and settings.
It is recommended for slave
workstations outside of the
bridge, i.e. in a crew cabin, in
the engine control room, or in
public areas on the vessel.
All navigational menus with
control functions are blocked.
The individual text of control
entries is presented in gray
instead of white.
An example is shown to the
right.
The sub-menus for navigational
settings which are marked in
green color are available, the
others are blocked as far as
input fields are concerned.
The setting for the look-ahead
sector is blocked to the default
values with 1 NM or 6 minutes
and a width of 250 meter.
The selection for all navigation
sensors, i.e. for position or
speed, is blocked as well. it is
displayed but can not be
changed.
Most of the navigation tools are
available because there impact
is only on the local workstation.
A few tools are simply not listed
or not operable, i.e. the whole
route planning function and the
user symbols.
Alert handling is not restricted in
the current version. Alerts can
be silenced and acknowledged
as usual.
The restricted access to naviga- Fig. I-3 Restricted Access to Nav Functions
tional functions is set during
system commissioning by the
service engineer and can not be changed during operation.In this mode the access to a
specific MFD is restricted concerning navigational functions and settings.

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Operating Instructions 4. Protected Access to Workstations (MFD)

4.3 Protection by the Operating System WIN IoT

Later Display Electronics based on HP Elitedesk 800 G5 and following are fitted with the
embedded version of the Windows 10 operating system called Windows IoT Enterprise.
Windows IoT describes a family of operating systems from Microsoft designed for use in
embedded systems. Microsoft currently has three different subfamilies of operating systems
for embedded devices targeting a wide market, ranging from small-footprint, real-time
devices to point of sale (POS) devices like kiosks or our Platinum Navigation workstation.
Windows IoT provides extended protection of the workstation compared to standard
Windows 10 Enterprise used earlier. The most important points are as follows:
Platform Secure Boot
When the device is first powered on, the first step in the overall boot process is to load and
run firmware boot loaders, which initialize the hardware on the devices and provide emer-
gency flashing functionality. The UEFI environment is then loaded and control is handed
over. These firmware boot loaders are SoC-specific, so you will need to work with the appro-
priate device manufacturer to have these boot loaders created on the device.
UEFI Secure Boot
UEFI Secure Boot is the first policy enforcement point, and is located in UEFI. It restricts
the system to only allow execution of binaries signed by a specified authority, such as firm-
ware drivers, option ROMs, UEFI drivers or applications, and UEFI boot loaders. This feature
prevents unknown code from being executed on the platform and potentially weakening the
security posture of it. Secure Boot reduces the risk of pre-boot malware attacks to the
device, such as rootkits.
Windows Code Integrity
Windows Code Integrity (WCI) improves the security of the operating system by validating
the integrity of a driver or application each time it is loaded into memory. CI contains two
main components - Kernel Mode Code Integrity (KMCI) and User Mode Code Integrity
(UMCI).
BitLocker Device Encryption
Windows 10 IoT Core also implements a lightweight version of BitLocker Device Encryption,
protecting IoT devices against offline attacks. This capability has a strong dependency on
the presence of a TPM on the platform, including the necessary pre-OS protocol in UEFI that
conducts the necessary measurements. These pre-OS measurements ensure that the OS
later has a definitive record of how the OS was launched; however, it does not enforce any
execution restrictions.
Device Guard on Windows IoT Core
Most IoT devices are built as fixed-function devices. This implies that device builders know
exactly which firmware, operating system, drivers and applications should be running on a
given device. In turn, this information can be used to fully lockdown an IoT device by only
allowing execution of known and trusted code. Device Guard on Windows 10 IoT Core can
help protect IoT devices by ensuring that unknown or untrusted executable code cannot be
run on locked-down devices.

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4. Protected Access to Workstations (MFD) Operating Instructions

4.4 Software Integrity Check after System Start

During the automatic start of the Platinum application, a self-check on each workstation
(MFD) will verify if the installed Platinum SW modules and configuration files have been
modified.
If the check fails, the Display Manager shows an overlay message in the bottom-right corner
of the screen (Super Home page and all other applications), which indicates a possible secu-
rity risk. The Display Manager is still in operation if the verification fails. The overlay
message is semi-transparent, the user can click on the Platinum content behind the overlay.

After this message the system will start as usual but it is recommended to check the status
list of files (see page page 750) and call the service and ask for clarification. In severe cases
it might happen that the system does not start showing an error message as displayed here.

Fig. I-4 SW Integrity Check

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NAVIGATION SYSTEM Platinum GENERAL
Operating Instructions 4. Protected Access to Workstations (MFD)

4.5 Activate SW Integrity Check

The integrity check can be acti-
vated at any time during opera-
tion as well by a click to the
Utilities entry under Mainte-
nance on the Super Home page.
Click to Integrity Verification
Tool to start the process.
The tool will provide more
detailed information about veri-
fication failures.

Fig. I-5 Activate SW Integrity Check

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 GENERAL NAVIGATION SYSTEM Platinum
5. Operator Feedback Operating Instructions

5. Operator Feedback
From SW version 2.1.28, NACOS Platinum supports feedback collection from the users. The
feedback can be given using the Give Feedback selection in the Super Home page as
below. Click with DO to open the feedback dialog.

The “Give Feedback” dialog opens, as below, to allow the user to enter feedback in a free
text format. The role or position of the person providing feedback can be selected using the
“Select Role” dropdown menu.

Select the role of the person

who is giving the feedback.

Enter the feedback as a free

text.

Select to add saved screen-

shots.
Remove added screenshots.

Select the device that the

feedback will be saved to. Preview of the
selected screenshot

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NAVIGATION SYSTEM Platinum GENERAL
Operating Instructions 5. Operator Feedback

 It is important that only one issue should be explained in one feedback free text
dialog box. For another issue please initiate the Give Feedback dialog again after
saving the former feedback.
The location of the feedback file to be saved can be chosen from below the free text dialog
box in the Select Device dropdown menu. Click with DO to the OK button to save the
feedback file. The feedback will be saved as a .json file format in the selected device.
Users can also add one screenshot to the feedback. Go to
the application screen that you want to give feedback and
from the Print Screen menu save the state by PNG ->
default location. After that the screenshot will be avail-
able to be selected in the Feedback menu as explained
below.

After saving the screenshot in the default loca-

tion, click with DO to Add to add these screen-
shot. Select already saved screenshots from
the list as shown on the right. The preview of
the selected screenshot can be seen also below
the Select Screenshot menu.
Click OK to add the file in the feedback. As
soon as it is added, it will be seen as a preview
in the Give Feedback menu. Click Remove to
remove the screenshot from the selection.

As soon as the screenshots are added, they will

be ready to be saved together with the given
feedback as a zip file.

Feedback saved notification is shown

after saving the feedback file success-
fully. After saving the feedback file,
please send this saved zip file to the e-
mail address provided, naviga-
[email protected].

 The feedback will be evaluated until the next release under the condition that they
have been sent to the dedicated e-mail address which is provided.

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5. Operator Feedback Operating Instructions

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QUICK START & SAR
GUIDE
QUICK START & SAR GUIDE NAVIGATION SYSTEM Platinum
1. Default Settings Operating Instructions

1. Default Settings
The Default Settings are a pre-defined setting of the ECDIS and RADAR presentation in order to meet
the most typical navigational scenarios. It can be used during change of the watch to give the next
nautical officer a well-known presentation regardless of the last operating sequence carried out before.
It might be helpful also for the pilot on entering the bridge.
The Default Settings button can be found in the bottom left menu line (see red arrow below).
Pressing the Default button for ECDIS leads to Default Settings for more than 70 presentation parame-
ters as defined by the ECDIS test standard IEC 61174 Ed.4. One of these parameters is the range which
is set to 3 NM. Please compare to RADAR where the default setting is 6 NM. A detailed list can be found
in the main chapter SETTINGS on Default Settings.
For RADAR the number of presentation parameters is smaller, but nevertheless comprehensive. As
already mentioned the range is set to 6 NM. The parameters for RADAR are introduced on Default
Settings for RADAR.
The Default Setting button has no effect on other settings like ARCS or ENC selection, target handling,
disabled dangerous target alarm, sensor selection, vector length, disabled alarm horn, disabled AIS trans-
mitter, or other. The user has to ensure that these settings are suitable for the actual traffic scenario.
The Default Setting is activated as follows:
Click to the Default Setting button in the bottom line and click again to the small note Change
settings to Standard in order to confirm the selection.

Default Settings

Fig. II-1 Overview of the Default Setting for ECDIS

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Operating Instructions 2. Favorite Settings

2. Favorite Settings
Click to the Star next to the Default Settings button in the bottom menu line to open the
list of user-specific control settings. Select one pre-defined set and most of the user-specific
control settings will be set to the initially saved values.
Click to the Menu entry in the bottom line to open the main menu and select Favorite
Settings to edit a new set or to save, delete, rename, or view the currently selected set.
All other settings remain as they have been set before, e.g. routes, user symbols, navigation
lines, parallel index lines, gain, sea filter, and rain filter.
The user-specific control settings can be used e.g. for adapting the RADAR and the ECDIS
quickly to different sailing modes like harbor, confined, or open sea.
 The sets for RADAR and ECDIS are independent of each other and have to be main-
tained and selected separately.

Save, Delete,
or Rename
the actual
setting

Click here to add a new Favorite

Setting, edit a name for the
setting, e.g. harbor and click to
save to store the current
settings under this name View the
actual setting

Click here to select one

of the user-specific
control settings

Fig. II-2 User-specific Control Settings

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2. Favorite Settings Operating Instructions

2.1 List of Favorite Settings

The following settings are controlled by the favorite selection:

Table II-1 List of favorite Settings (Table-Sheet 1 of 2)

Menu Parameters
Display (Navigation Sidebar) Orientation and Range
REF and Rings
Settings -> Alerts -> ECDIS Alerts Crossing safety contour alarm
Crossing special area
Crossing special area: caution/warning
Approach waypoint/Critical Point warning
Settings -> Alerts -> Targets CPA
TCPA
Lost AIS Activated Target
Lost AIS Locating Device
Lost AIS AtoN
Settings -> AIS -> Target Fusion Distance
Course
Speed
Settings -> Presentation -> Target Show data reports
Show locating devices
Settings -> Presentation -> Chart CustomViewClassGroup
CustomViewTextGroup
Category
Symbols, Areas, and Text
Scale Dependent
Light Description
Full Length Light Sectors
Highlight Info, Document, and Date Dependent
Prefer to Show Names in National Language
Accuracy Symbols
Temporary and Preliminary Notices
No Information Objects and Show Names of Objects
ARCS -> Settings -> Presentation Shade Non-Active Areas
-> RCDS Options Show Updated Chart Regions
Settings -> Presentation Safety Depth and Number of Depth Shades [1]
-> Depth Contour Display Contour Shades
Scope of Depth Values (system-wide or local)*
Shallow Pattern and Danger
Settings -> Presentation -> Own Ship Stern Lines
True Scale Outline
Settings -> Presentation -> True Motion True Motion Reset
Navigation Sidebar -> Radar Settings Selected Transmitter
Gain, Sea, and Rain
Enhance
Video Emphasis (Option)
Tools Sidebar -> Tools Menu List Filter
-> Target List Auto Sort
Settings -> Presentation Symbols
-> User Symbols Text
Show LOP for position fix
Show All

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Operating Instructions 2. Favorite Settings

Table II-1 List of favorite Settings (Table-Sheet 2 of 2)

Menu Parameters
Settings -> Alerts -> ECDIS Alerts Time, Distance, and Width of look Ahead Sector
Show on Chart
Navigation hazard ahead caution
Cross Track Distance (XTD) alarm
Position fix reminder and Interval
Navigation Sidebar -> Targets Fusion
Sleeping
Navigation Sidebar -> Vector & Trials REF
Vector TrueRel
Trail Plot TrueRel
Vector, Plot, Predict
[1]
If the scope of depth values is set to system-wide, the safety depth is not changed when loading
favorite settings, it follows the overall setting in the data hub.

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3. Man Overboard Function (MOB) Operating Instructions

3. Man Overboard Function (MOB)

In case of a man overboard incident just click to the corresponding
symbol in the bottom line of the menu bar:

Further steps are described on page 47.

Man Overboard Button

Fig. II-3 Man Overboard Function

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Operating Instructions 3. Man Overboard Function (MOB)

3.1 Placing MOB Symbol with MOB Button

In case of a Man Overboard incident just click to the corresponding
symbol in the bottom line of the menu bar:

Fig. II-4 Placing MOB Symbol

The result is as follow s:

 The MOB (Man Over Board) symbol is
shown under your own ship symbol in
the chart.
 The MOB symbol will soon appear free
as your own ship sails further ahead.
 The MOB symbol will drift in the chart
with direction and speed over ground
derived from own ship navigation data.
Open the MOB Drift menu from the Tools
Bar to check or update the drift.
The direction and speed are automatically
derived from own ship Set and Drift.
They are shown in the bottom line under
Total Surface Drift (see red frame in the
screenshot to the right and the red arrow).
Direction and speed are taken exactly at the
point of time when the MOB button was
pressed.
These values are not updated. The MOB
symbol will drift with these initially set values
as long as necessary.
If during the following search and rescue
maneuver it turns out that suitable values for Open the
wind and current are available, e.g. by Tools Bar
observing the sea, these can be entered at
any time in the two upper lines.
Please refer to the next page how to enter
these values.
Delete an MOB Symbol:
Select an MOB symbol in the chart which has
been dropped before by clicking to it with DO
(left click). The symbol is then marked with a small handle. Click with More (right click)
anywhere into the PPI/Chart area, to open the context menu. Select Delete Man Over-
board. Repeat the procedure for each further MOB symbol.
Alternatively select one of the five MOB tabs from the MOB Drift menu and click to the
Delete button.

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3. Man Overboard Function (MOB) Operating Instructions

3.2 Updating Total Surface Drift of MOB Symbol

If it turns out that the initially loaded values for Total Surface Drift are no longer appli-
cable during a search and rescue maneuver, the MOB drift can be calculated also from wind
and current data.
Select the MOB which is under focus by a click to one of the tabs named MOB 1 to MOB 5
and continue as follows:
Average Surface Wind
First enter the direction
and speed of the wind
under Average Surface
Wind.
Click to the small arrow at
the end of the line to
open the Adjust MOB
Wind menu.
If a wind sensor is
connected to the Plat-
inum system, values from
this sensor are pre-
loaded. They can be over-
written if necessary. Fig. II-5 Surface Drift of MOB Symbol

Total Surface Current

Enter the direction and
speed of the current
under Total Surface
Current.
Click to the small arrow at
the end of the line to
open the Adjust MOB
Current menu.
Pre-loaded values are not
available here.
Enter estimated current
data from the actual posi-
tion of the MOB symbol.

Calculation of Total Surface Drift from Wind and Current Data

As soon as both data for wind and current have been entered the calculation starts and any
derived values or values from previous calculations are overwritten.
The MOB symbol continues to drift from its current position with the new values.
Each manual input is indicated with a yellow dot in front of the corresponding data
line. The initially derived values for Total Surface Drift when placing the MOB
symbol are not considered as manual input and not marked with the yellow dot. As soon as
data are overwritten manually the lines are marked with a yellow dot.

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Operating Instructions 3. Man Overboard Function (MOB)

3.3 Dropping up to Five MOB Symbols

The MOB function is available for up to five separately tracked MOB symbols. They are
dropped one after the other, each time the MOB button in the bottom line of the menu bar
is clicked.
Values for wind and current can be entered separately for each MOB symbol considering its
position. Each MOB symbol will drift individually according to the settings made.
If the MOB button is clicked another time, nothing will happen. One of the five existing
symbols has to be deleted before.
Hide an MOB symbol if required by clearing
the MOB check box in the MOB Drift menu.
It will still continue to move according to the
drift settings.
 Like other user symbols the MOB
symbol is distributed bridge-wide to all
navigation workstations (MFD).

Fig. II-6 Dropping of 5 MOBs

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3. Man Overboard Function (MOB) Operating Instructions

3.4 Dropping an MOB Symbol Anywhere in the Chart

If an MOB incident is reported some time later or
by another vessel so that dropping at own position
is not applicable, the MOB symbol can be dropped
anywhere in the chart.
A right click (more) at the assumed position in the
chart opens the context menu. Select the entry
Man Overboard here and an MOB symbol is
dropped in the chart exactly at the upper left
corner of the context menu.
If necessary, click to the MOB symbol, a handle
appears, and draw the handle to the latest known
position.
 The initial Total Surface Drift values from
own ship are not pre-loaded. They would
not be suitable. Wind and current drift have
to be entered manually (see previous page)
before the Total Surface Drift is calculated
and applied.

Fig. II-7 Drop MOB

Anywhere

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Operating Instructions 4. Search and Rescue Pattern (SAR) (optional)

4. Search and Rescue Pattern (SAR) (optional)

The SAR function is available as an optional function for the Platinum system. Search and
rescue (SAR) is the search for and provision of aid to people who are in distress or imminent
danger. The SAR function is used to quickly create a visual route in different patterns that
the ship can use to look for the person(s) in distress. The SAR function has two main modes,
either saving a static route plan or starting a moving SAR pattern defined by speed and
course.

4.1 Open a New SAR Pattern

The commence search point is the last known location of the object to look for. It is the
position of the first waypoint of an SAR pattern. A new SAR pattern can either be opened
by a right-click into the chart at the commence search point or by selecting the SAR menu
from the tools bar.
Open the SAR pattern in the chart
Right-click in the chart at the commence search
point and select the SAR Commence here entry
as shown to the right.
The SAR tools dialog is then automatically opened
with the commence position displayed in LAT and
LONG.
Pattern
A default SAR Pattern is displayed in the chart
(Expanding square). Refer to "Select the SAR
Pattern" on page II-54 for available patterns.
Select the most appropriate pattern.
Orientation
The Orientation field changes the bearing of the
first leg. The displayed SAR pattern will show the
change dynamically.
Use Heading
Pushing the Use Heading button will set the
Orientation value to the own ship's heading.
Visual Range
The Visual Range can be entered and will indi-
cate how far the visibility is. It will be indicated in
the chart as a light background color along the
SAR route legs. This can be used when planning
the SAR pattern with full coverage. Fig. II-8 Open SAR

Radius
The Radius can be used to set the turn radius for all waypoints.
Total Drift
Enter Drift and Set of the object and related search pattern or select a source for drift and
set.

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4. Search and Rescue Pattern (SAR) (optional) Operating Instructions

4.2 Manual Entry of Commencing Position

Open the SAR dialog from the Tools bar if
not already opened.

4.2.1 Input from Position Menu

Select position source Manual
Push the Set Position button to open the
Input Position menu and input the posi-
tion manually.
Push the Set button in the bottom line of
the Input Position menu to activate the
position and close the menu.

4.2.2 Use Position of MOB for the Commence Search Point

If there are one or more MOB (Man Over
Board) objects in the chart, select the MOB
object of interest from the source drop-
down menu. When the object is selected,
the commence search point is updated to
the same position as that one of the MOB
object.

4.2.3 Move the SAR Pattern

Select an existing SAR pattern in the chart and right click in the chart to the new desired
position to display the context menu, then select the SAR -> Move here menu item.

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Operating Instructions 4. Search and Rescue Pattern (SAR) (optional)

4.3 Save SAR Pattern as a Static Route

When the SAR pattern is ready, the operator can
save it as a standard NACOS Platinum route to use it
either for route monitoring or following it automati-
cally with the TRACKPILOT.

Push the Save Route button. The route is checked

against geometry errors and hazards in the chart
before saving, giving the operator the choice to save
or skip the route.

If the operator wants to use the saved route for

monitoring or track control, the SAR pattern must
first be closed using the Close button in the SAR
tools dialog. Otherwise two identical routes are
displayed on top of each other.

The saved SAR route can be opened and

activated just as any route in the Route
Explorer. The name of the catalog is SAR
and the name of the route is SAR Route.

An example of an expanding square route

is shown to the right. Waypoints and legs
are automatically derived from the corre-
sponding search pattern and can be
checked and annotated in the waypoint list
as usual.

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4. Search and Rescue Pattern (SAR) (optional) Operating Instructions

4.4 Select the SAR Pattern

Three predefined types of SAR patterns are available:
1. Expanding Square
2. Sector search
3. Parallel Search
Select the pattern type by pushing the Pattern button at the top left of the SAR menu and
select the pattern type from the drop-down box. Each of the pattern types has different
pattern parameters. Adjusting the parameters will dynamically update the SAR pattern
displayed in the chart.
In general a suitable marker (for example, a smoke float or a radio beacon) may be dropped
at the datum position and used as a reference or navigational aid marking the center of the
pattern.

4.4.1 Expanding Square Search (SS)

Most effective when the
location of the search object
is known within relatively
close limits.
The commence search point
is always the datum posi-
tion.
Often appropriate for
vessels or small boats to use
when searching for persons
in the water or other search
objects with little or no
leeway.
Due to the small area involved, this procedure must not be used simultaneously by multiple
vessels.
Accurate navigation is required; the first leg is usually oriented directly into the wind to mini-
mize navigational errors.
Adjust area width, track spacing, and steer mode if default values are not suitable. Track
spacing is the distance between adjacent tracks. The recommended track spacing (S) in
most situations is the same as the corrected sweep width (WC).
 The table below shows uncorrected and rounded values for WC as an example only,
please consider actual weather and traffic scenario to find the appropriate track
spacing.

Table II-2 Uncorrected SAR sweep width for merchant vessels [1]

Visibility 3 NM 10 NM 20 NM
Person in water 0.4 NM 0.6 NM 0.7 NM
liferaft (6 person) 2 NM 5 NM 7 NM
Boat 7 m length 2 NM 4 NM 6 NM
Boat 24 m length 3 NM 10 NM 18 NM

[1]
See also IAMSAR Manual Volume III

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Operating Instructions 4. Search and Rescue Pattern (SAR) (optional)

4.4.2 Sector Search (VS)

Most effective when the
position of the search object
is accurately known and the
search area is small.
Used to search a circular
area centered on a datum
point.
Due to the small area
involved, this procedure
must not be used simultane-
ously by multiple vessels.
An aircraft and a vessel may
be used together to perform
independent sector searches
of the same area.
For vessels, the search
pattern radius is usually
between 2 NM and 5 NM, and each turn is 120°, normally turned to starboard.
Adjust leg length (radius), search pattern (single, double), and steering mode if default
values are not suitable.

4.4.3 Parallel Track Search (PS)

Used to search a
large area when
survivor location is
uncertain.
Most effective over
water or flat terrain.
Usually used when a
large search area
must be divided into
sub-areas for assign-
ment to individual
search facilities on-
scene at the same
time.
The commence
search point is in one
corner of the sub-area, one-half track space inside the rectangle from each of the two sides
forming the corner.
Search legs are parallel to each other and to the long sides of the sub-area.
Adjust area width, area height, track spacing and steering mode if default values are not
suitable. Refer to "Expanding Square Search (SS)" on page II-54 for an example of track
spacing.

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4. Search and Rescue Pattern (SAR) (optional) Operating Instructions

4.5 Add Drift and Set to an SAR Pattern

SAR patterns can drift with a predefined value,
either manually entered or automatically derived
from the Platinum navigation data.

Select the drift source from the roll-down box in

the Total drift section of the SAR dialog. Per
default it shows None for no value is considered.

Manual Input of Drift and Set

Click to the small arrow in the Source field and
select Manual. Enter Drift and Set according to
the expected wind and current at open sea.

Auto Input of Drift and Set

Click to the small arrow in the Source field and
select Auto. Now Drift and Set are the same as
calculated by NACOS Platinum and displayed in the Heading & Speed section.

MOB as Source for Drift and Set

Click to the small arrow in the Source field and select the entry MOB (x) where (x) is 1 to
5 depending on the number of activated MOB objects. By setting the source to an MOB
object, the set and drift is the same as the selected MOB.

Activate a Drifting Search Pattern

Select Activate and the SAR pattern
is highlighted and displayed on all
MFDs at the bridge.
At the same time the Activate button
changes to Deactivate. Push the
Deactivate button to stop the drift of
the pattern. When deactivated, the
SAR pattern is removed from all MFDs
except on the one that was used to
push Deactivate and the button
changes again to Activate.
When activated, the whole SAR
pattern will move by the specified
Drift and Set values on all MFDs. The
displayed commence search point in
the SAR dialog is also cyclically
updated.
When operating in this drift mode, the
ship must be steered manually using
the visual SAR pattern as a guide. It will not be possible to use the TRACKPILOT.
 The TRACKPILOT can follow a static route only and not a drifting pattern.

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Operating Instructions 4. Search and Rescue Pattern (SAR) (optional)

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SYSTEM DESCRIPTION
SYSTEM DESCRIPTION NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
The NACOS Platinum system is the state-of-the-art integrated Navigation-Automation-
COntrol-System from Wärtsilä Voyage GmbH.
It is based on a number of MFDs (Multi-Function-Displays also called MFDs), which are
connected to each other by a ring network. Each MFD is providing a set of applications for
the main bridge tasks. If one MFD fails, the user can continue the main tasks from any other
MFD in the network.
Below figure provides an overview of a complete NACOS Platinum installation.
The system layout is divided into four layers as follows:
On the top layer we have the navigation sensors (radar, GPS, log, wind, etc.).
The next layer is given by the multi-function displays (MFD) installed in the bridge
consoles. They provide the workstations for traffic surveillance, maneuvering, etc.
The next layer describes the field processing devices of the automation system distrib-
uted all over the vessel and the related operating panels and monitors.
The last layer is given by the automation sensors.

Fig. III-1 System Overview

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Operating Instructions 1. Overview

1.1 Platinum System Interfaces

For Navigation the NACOS Platinum system is providing several interfaces as follows:
Two or more sensor interfaces, each with five serial in/out channels, are feeding serial
data messages from the navigation sensors (gyro, log, GPS, wind,...) into the ring
network. The most important sensors like gyro and position sensor are connected to
both interfaces in parallel. If one interface fails, the same data from the other one are
automatically used. Some sensors are doubled and connected to both interfaces. If
one sensor fails, data from the second one from the other interface are automatically
used. Manual switch over between sensors and interfaces is possible as well.
Two or more radar transceivers are feeding raw video and target data into the
network. If one transceiver fails, an alarm is given and the user can switch over
manually to another transceiver.
One AIS unit is feeding received target data into the network. Own ship data like
system position, speed, name of vessel, etc. are transmitted via AIS to all ships in the
area. If the AIS unit fails, the user can activate an optional back-up AIS unit which is
typically part of the Safe-Return-to-Port bridge (SRtP).
One NAVTEX receiver is receiving safety messages. Via sensor interface they are fed
into the network available on all MFDs. A back-up is typically not applied but possible.

For automation the NACOS Platinum system is providing various interfaces for engine moni-
toring and control, for rudder and propeller indication and control, for generator monitoring,
for pumps and valves and a wide range of all other automation components. Data are
collected via field processing devices and distributed throughout the network. They can be
displayed and controlled by any MFD (workstation) in the system.
In a combined navigation and automation system the navigation network ring is coupled via
managed switches with the automation network ring. Traffic from navigation side not
required in the automation network is filtered by network protocol IGMP. So the load on the
networks is under control at any time.

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SYSTEM DESCRIPTION NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1.2 NACOS Mixed Systems - Platinum with XX-4/5

Platinum SW version 2.1.12 and later includes routines for route and user symbol exchange
between a NACOS Platinum workstation (MFD) and earlier NACOS XX-4/5 systems.
In case of a retrofit it is now possible to replace one or more XX-4/5 workstations by one
or more NACOS Platinum workstations. The remaining XX-4/5 installation is still in use.
For a detailed description of the operating of mixed systems refer to page 536.
Typical retrofit replacement scenarios are as follows:

1.2.1 XX-4/5 CHARTPILOT replaced by Platinum

One or more XX-4/5 CHARTPILOTS are replaced by one or more Platinum ECDISPILOTS.
The Platinum ECDISPILOT becomes the leading system for route planning.
During system commissioning all old routes are moved from XX-4/5 CHARTPILOT to the
Platinum workstations once via USB stick. It is not recommended to edit a route on XX-4/5
workstations any longer.
Active routes from a Platinum workstation are distributed via network automatically to all
other Platinum and XX-4/5 workstations for execution.
Planned routes from a Platinum workstation are distributed via network automatically to
all other Platinum workstations. In addition they can be distributed via USB stick to all XX-
4/5 workstation for back-up purposes.

1.2.2 XX-4/5 RADAR-/MULTIPILOTS replaced by Platinum

One or more XX-4/5 RADAR- or MULTIPILOTS are replaced by one or more Platinum
RADAR- or MULTIPILOTS. The radar video of existing XX-4/5 transceivers is pre-processed
by a separate Transceiver Interface Unit (TIU) and distributed via Platinum Ethernet network
to all Platinum workstations.
Service of XX-4/5 transceivers, i.e. checking magnetron hours, is now possible from a Plat-
inum workstation.
Route planning and distribution is the same as described above in 1.2.1.

1.2.3 All XX-4/5 Workstations replaced by Platinum

All XX-4/5 workstations are replaced by Platinum workstations. The radar video of all existing
XX-4/5 transceivers is pre-processed by separate Transceiver Interface Units (TIU) and
distributed via Platinum Ethernet network to all Platinum workstations.
Service of XX-4/5 transceivers is carried out from the Platinum radar workstations.
Route planning and distribution is from the Platinum workstations only.

 It should be noted in this context, that as a very general rule, a replacement of

existing XX-4/5 equipment with NACOS Platinum equipment leads to NACOS Platinum
being the leading part of the resulting bridge equipment/ installation. In other words,
maintenance of routes and user symbols are considered to be performed on NACOS
Platinum.
 Routes from XX-4/5 workstations can be imported via USB stick into Platinum, edited
for further planning, and exported back to XX-4/5 for back-up purposes.
 User symbols from XX-4/5 workstations can be imported via USB stick into Platinum,
edited for further planning, but not back to XX-4/5 for back-up purposes.

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Operating Instructions 1. Overview

1.2.4 Example for a Mixed System, ECDIS replaced

The following example shows the replacement of one CHARTPILOIT 1100 by an ECDISPILOT
Platinum.
For this first step a separate Platinum navigation sensor interface (DPU) is required. The
main navigation sensors (gyro, 2x GPS, Log, and AIS) have to be connected to both
systems, the NACOS XX-4/5 system and the NACOS Platinum system in parallel.
Further-on a ring network with Platinum network switches is required. It distributes naviga-
tion and route data to all workstations, XX-4/5 as well as Platinum. This network can be
used as well if in a later stage the number of Platinum workstations is extended.
 In case the removed CHARTPILOT 1100 was configured as a chart server for a Radar
1100 indicator, this function is lost. The CHARTRADAR 1100 needs to be downgraded
to a RADARPILOT 1100. With limited performance this can be avoided because one
remaining CHARTPILOT can be configured as chart server for two Radar 1100 indica-
tors.

Fig. III-2 Mixed XX-4/5 & Platinum System with Platinum ECDIS

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SYSTEM DESCRIPTION NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1.2.5 Example for a Mixed System, Radar Replaced

The following example shows the replacement of two CHARTPILOT 1100 by two
ECDISPILOT Platinum and one RADAR- or MULTIPILOT 1100 by one MULTIPILOT Platinum.
Now for redundancy purposes a second Platinum navigation sensor interface (DPU) is
required. The main navigation sensors (gyro, 2x GPS, Log, and AIS) are still connected to
both systems, the last NACOS XX-4/5 radar and the NACOS Platinum system in parallel.
Again a ring network with Platinum network switches is required. It distributes navigation
and route data to all workstations, XX-4/5 as well as Platinum.
 The removed CHARTPILOT 1100 was the last CHARTPILOT in the system and if the
remaining 1100 indicator was a MULTIPILOT 1100, the MULTIPILOT 1100 chart
update function is lost. In this case the MULTIPILOT 1100 must be downgraded to a
RADARPILOT 1100.
 The removed CHARTPILOT 1100 was also the last XX-4/5 device for sending routes
to the TRACKPILOT. To keep the track control function available for the system, the
TRACKPILOT 1100 Interface must be upgraded to a TRACKPILOT Platinum Interface
(adding the Net-CAN box) and a Platinum TRACKPILOT Electronics unit must be
added to the system (a small embedded controller).
Finally the radar video of the XX-4/5 X-Band transceiver is pre-processed by a Transceiver
Interface Unit (TIU) and distributed via Platinum Ethernet network to the Platinum MULTI-
PILOT. In this configuration the RADARPILOT 1100 can display X-Band and S-Band. The new
MULTIPILOT Platinum shows X-Band only. If S-Band is desired here as well, another TIU
must be added.
Service of XX-4/5 transceivers is possible both from MULTIPILOT Platinum and RADARPILOT
1100.

Fig. III-3 Mixed XX-4/5 & Platinum System - Radar and ECDIS replaced

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NAVIGATION SYSTEM Platinum SYSTEM DESCRIPTION
Operating Instructions 2. MFD (Multi-Function Display)

2. MFD (Multi-Function Display)

The bridge tasks like ROUTE PLANNING, ROUTE MONITORING, COLLISION AVOIDANCE,
AUTOMATION and other are provided by the corresponding NACOS Platinum applications.
These applications are operated using a standardized MFD.
This MFD is based on a Personal Computer which has been prepared for maritime applica-
tions. A shock and vibration damping installation platform is protecting the hard drive and
other electronics and additional EMC measures have been implemented. This PC with the
complete SW package consisting of the operating system and the Platinum applications is
called Display Electronics.
The user interface is the same on each MFD, i.e. the MFDs on-board are standardized. All
Platinum applications can be made available on any MFD.
MFDs are comprising the Display Electronics with installation platform, the Wide-screen
Monitor, and the Operating Device.
Operating can take place either with a Trackball optionally combined with Radar and
Track Control keyboard or, for planning and automation control stations, simply with stan-
dard mouse and ASCII keyboard.

Fig. III-4 MFDs with RADAR, CONNING and AUTOMATION Application

When the MFD is started, a basic screen is displayed, which is referred to as Super Home
from where you have access to all functions and information which are available on the
specific MFD.
If the MFD is already running, select Super Home from the main menu or click in the
bottom right menu bar to switch over to Super Home.

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SYSTEM DESCRIPTION NAVIGATION SYSTEM Platinum
2. MFD (Multi-Function Display) Operating Instructions

2.1 Display Electronics

The Display Electronics is the heart of the MFD (Multi-Function Display) or workstation and
based on a Personal Computer prepared for maritime applications. A shock and vibration
damping installation platform is protecting hard drive etc. and additional EMC measures have
been implemented.
The Display Electronics comprises the PC hardware, the operating system (adapted to auto
start and protected access) and the Platinum application software. A dongle is required to
run the Platinum application.
The application software is operating under Windows IoT Enterprise LTSC. The user inter-
face has been designed with WPF (Windows Presentation Foundation). Direct access to
Windows has been blocked. The MFD cannot be used like an office PC, e.g. to install soft-
ware and run applications other than the applications related to NACOS Platinum. Access to
the operating system for service is possible but protected by password.

Fig. III-5 Platinum Display Electronics with Shock Damping Platform

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Operating Instructions 2. MFD (Multi-Function Display)

2.2 Navigation Monitors

The NACOS Platinum user interface is displayed on a 24" (earlier 22") or 27’’ (earlier 26")
TFT monitor which is an integrated part of the MFD. The monitor is switched on and off
automatically together with the MFD. To adjust the monitor’s settings, use the software
functions and controls of the Platinum application.

Nominal Viewing Distance and Recommended Installation

The monitors are designed according to the requirements in IEC 62288 Ed.3. According to
chapter 4.6.1.2 of this IEC test standard the largest dimension of a symbol for operational
information shall have at least 5 mm/m (17 min of arc) at the nominal viewing distance, and
include at least 16 pixels.
The applications provide text heights as follows:
 Large font with 5.5 mm for operational information
 Medium size font with 4.5 mm for
 Normal size font with 3.5 mm
 Small font with 2.5 mm
The small font is not used for navigation related tasks.
 The large size font is used for navigation related information (i.e. heading value, posi-
tion, speed) and determines the nominal viewing distance with 1 meter for both moni-
tors.
This is sufficient for sitting positions in front of one of the MFDs (typically 0.8 meter) as well
as for a standing position in front of the center steering console (typically 1.0 meter). In this
case the console has a depth of max. 0.8 meter.

Color Distortions on Monitors with Flat Screens (TFT Monitors)

If the display content on a TFT monitor has remained unchanged for a long period of time
and is then replaced by a different display, an effect can occur which is known from cathode
ray tubes: the previous display is still faintly visible in the form of discoloration. In the case
of TFT monitors, in contrast to monitors with cathode ray tubes, this effect is reversible and
therefore cannot be regarded as a defect. If the monitor is operated for a long time (several
hours or days) with a different display, the discoloration disappears.

2.2.1 Automation Monitors

For the automation application as the above monitors for navigation may be used as well.
In addition a series of standard desktop monitors starting from 19" is available.

2.2.2 Large Monitors

For advanced bridge design and for planning stations monitors with 32" and 55" size are
available. The 55" is for ECDIS only. The viewing distance increases linearly with the monitor
size.
The 32" monitor has a nominal viewing distance of 32"/27" x 1.0 meter = 1.2 meter.
The 55" monitor comes along with a nominal viewing distance of 55"/27" x 1.0 meter = 2.0
meter.

2.2.3 Small Monitors

For the arm rest and for space restricted areas a small touch model with 12" is available. It
displays raw data from the navigation sensors and provides window wiper and signaling light
control.

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2. MFD (Multi-Function Display) Operating Instructions

2.3 Operating Units

An MFD at the bridge is operated in minimum by the Plat-
inum Trackball.
All analogue radar functions like gain, filter etc. can be oper-
ated by SW menus.

If a text input is required, a virtual SW

ASCII menu will automatically show up if
the cursor is set into any input line (if
the system is configured for external
ASCII keyboard, this SW menu is
suppressed).

2.3.1 The RADAR and TRACKPILOT Keyboard

If the RADARPILOT applica-
tion is included in your
system, several RADAR func-
tions can be operated as well
from the RADAR Keyboard BD
3030 installed optionally in
the left part of the operating
console. For details please
refer to the main section
about RADAR FUNCTIONS.
If the TRACKPILOT application is included in addition in your system, it is operated from the
TRACKPILOT Keyboard in stalled in the right part of the operating panel. For details please
refer to the main section about TRACKPILOT.

2.3.2 The ASCII Keyboards

If an MFD is used as a planning
station it can be optionally
equipped with an integrated
ASCII keyboard. It is installed in dimming
the left part of the console alter-
natively to the RADAR keyboard.
It works like a common
computer keyboard, except for
the fact that the back-light can
be dimmed.
For special applications i.e. in
the wing a sealed (IP67) version
is available. It comes along with
an integrated trackball.
For planning stations in the back
of the bridge a standard mouse IP 67
and keyboard solution is appli-
cable as well. They are attached
to each delivery of a MFD in any
case. Fig. III-6 Various Operator Units

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Operating Instructions 2. MFD (Multi-Function Display)

2.3.3 Trackball and Mouse

All user interface controls are operated by the mouse or trackball which is connected to the
respective MFD. Even if you are already familiar with using input devices like mouse or track-
ball, you will find one or the other important note in this section.

MORE MORE DO key MORE

No function key... DO key MORE
key... key... key... DO key

Scroll wheel

Trackball, Scroll IP68 Track-

DO key flush-mounted Trackball HP Optical wheel ball, desktop or
(desktop) Mouse armrest mount

Fig. III-7 Possible pointing devices

To start an operating step move the pointer on the screen by moving the trackball or mouse.
Move the pointer to the desired position on the screen, e.g. to a text item, a numerical
value, a symbol, or any desired position e.g. on the PPI. The shape of the pointer changes
when you point at different elements on screen. The pointer’s shape depends on the appli-
cation and the element you point at.
When you point at a click-sensitive (clickable) element on screen then you can press and
release (click) one of the trackball keys to display information or activate a function. The
possible types of clicks are explained separately. The specific effect of clicking depends on
the key used, the element you clicked, and the operating situation. This is described in the
specific parts of these operating instructions. Desktop trackball or mouse have two different
buttons, DO and MORE key. The functions of the DO and MORE keys are described in the
following.

2.3.4 Modules for Armrest or Console Mount

If the RADARPILOT application is included
in your system as described above, a
further keyboard in 144 mm format is
available for armrest or console mounting
(BD3030 G13).
Operating is exactly the same as above
and described in the relevant RADAR
chapters.

Fig. III-8 Modules for Armrest or If the TRACKPILOT application is included

Console Mount in addition in your system as described
above, a further keyboard in 144 mm
format is available for armrest or console mount (BD3030 G15).
Operating is exactly the same as above and described in the relevant TRACKPILOT chapters.

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3. Operating with Trackball, Mouse or Touch Operating Instructions

3. Operating with Trackball, Mouse or Touch

3.1 Introduction
As introduced in the previous chapters the Platinum system can be operated either by a
trackball or by a mouse.
The standard device for the main bridge
console is the trackball as part of the
ECDIS, RADAR or TRACKPILOT operating
device.

For desktop installation a stand-alone

trackball or an optical computer mouse is
available.

For the large 55" Touch Monitor, typically

used as a chart table in horizontal position,
a set of touch functions is available. If this
monitor is connected to the Platinum
system the touch operation can be enabled
during system commissioning, on all other
monitors (even those suitable for touch)
the touch function is still disabled.

Fig. III-9 Operating with Trackball,

Mouse or Touch

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NAVIGATION SYSTEM Platinum SYSTEM DESCRIPTION
Operating Instructions 3. Operating with Trackball, Mouse or Touch

3.2 Operating with Trackball or Mouse

DO Key
The most frequently used of the keys is the DO key, i.e. the middle key on the built-in track-
ball and the left button of the desktop trackball and mouse. Most elements on screen
respond to this key by opening a menu from which you can select frequently used functions.
 In these operating instructions, “clicking” always means pressing the DO key. When
you have to press the MORE key or the right mouse/trackball button, this will be
explicitly explained in the instructions.

MORE Keys
On the built-in trackballs the two keys are situated above the DO key, The right one is called
MORE key. The left key has no function. On the desktop trackball and mouse, this is the
right button. The functions of the MORE key depend on the element you point at on screen.
In some cases pressing the MORE key opens menus, in other cases additional information
are displayed. However, not all elements which can be operated by means of the DO key
will also respond to the MORE key.

Scroll Wheel
If a scroll wheel is available, it can be used to scroll down lists or to zoom into or out of
charts. Only mouse and desktop trackball may be equipped with a scroll wheel.

Types of Clicks
In Platinum NAVIGATION System you point at elements on screen and click or press the
MORE key to display information or cause action. The following types of clicks are possible:

Table III-1 Types of clicks in Platinum NAVIGATION System

Click Explanation
Single click of Perform action. This means pressing and immediately releasing
left key or DO key again the DO key of the built-in trackball, or the left mouse or
trackball key respectively.
When you click on a button, this will start a process or open a
dialogue. when you click on dropdown menus, this will open the
menu. In a menu, to select an item, click on the item with a
single click. A single click will also select and thus highlight an
entry in a list.
Double-click of In tables, a double-click will open a cell for editing. A cursor is
left key or DO key displayed, and you can change the respective value like a text
field. Editing resembles editing cells in Microsoft Excel. An
example for such a table is a waypoint list that contains the
waypoint number, name, position and some other properties,
which you can change in that table by double-clicking on the
cells.
When you click on a folder icon in folder structures, which you
will find, e.g., in the Automation application, a double-click opens
that folder and lists the subordinated contents.
Press the MORE key or Get information, in many cases via a context menu. This is used
right-click using mouse for providing you with object-specific menu items, such as menus
or desktop trackball for properties and maintenance. These functions also provide
access to adjustments, particularly in the Automation application.
Examples are: acknowledging alarms, displaying properties, etc.

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3. Operating with Trackball, Mouse or Touch Operating Instructions

3.3 Operating with Touch (55" Monitor only)

The standard Platinum system is designed for trackball or mouse control. Even if a monitor
is fitted with a touch function, it is not used by the standard Platinum application. One
exemption is the 55" monitor. If connected, the touch function is enabled by Platinum for
ECDIS and CONNING and provides the following touch gestures:
Table III-2 ECDIS Touch Gestures

Touch Gesture Corresponding Mouse Operation Figure

TAP - Briefly tap surface with finger

Left mouse click
tip

Press - Touch surface for extended

period of time Right mouse click

Double-Tap - Rapidly tap surface

Double left mouse click
twice with finger tip

Pinch (zoom-out) - Touch surface

with two or more fingers and bring Scroll-down mouse wheel
them closer together (

Spread (zoom-in) - Touch surface

with two or more fingers and move Scroll-up mouse wheel
them apart

Drag - Move fingertip over surface Left mouse button and hold while
without loosing contact moving over the screen

Tap and Drag - Tap object briefly to

Left mouse click to select an object,
select it and move object with
click again and hold to drag it to the
fingertip without loosing contact to
desired place
the desired place

 Touch function and trackball or mouse operation can be used in parallel. In the
following instructions for ECDIS and CONNING no reference is made again to the
touch function. If a certain operating step is described, it is just said that a left click,
a right click, a double click, a drag, or a scroll-up or -down has to be applied. Please
refer to the table above for a translation into touch gestures.

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Operating Instructions 4. Style Guide

4. Style Guide
The NACOS Platinum design is the result of the efforts of a multidisciplinary usability team
consisting of specialists from Wärtsilä Voyage GmbH, Chalmers University (Gothenburg,
Sweden) and TNO Human Factors (Soesterberg, The Netherlands).
In addition to high quality and reliability of the cost-effective solution, the main focus of the
NACOS Platinum system is on usability, modularity and scalability, ease of installation,
commissioning and servicing, as well as integration with third-party systems.
The general screen layout is divided into two main areas: the sidebar and the application
area.
The sidebar on the left provides access to details and functions of the applications. This
sidebar is described in the subsequent sections beginning on page 72.
The application area located on the right shows the main window of the active application.
It can show the RADAR video, the ECDIS chart or automation mimics etc. The general
behavior of the application area is described on page 89.

Title Bar

Navigation Sidebar

Application Area

Tools Sidebar

Menu Bar

Fig. III-10 General screen Layout of the Platinum System

The general screen layout, especially the size of the different areas, may vary between the
different available applications.

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4. Style Guide Operating Instructions

4.1 Title Bar

The title bar provides information and functions which are permanently available in the
system.

Fig. III-11 Title Bar

The figure above shows an example of the title bar. The name of the active Platinum appli-
cation, i.e. Radar, ECDIS, Chart, AUTOMATION or Conning is indicated in the title bar. If no
application is active, as shown above, e.g. in Super Home, NACOS is inserted instead.
Further functions of the title bar are:
Dimming
You can use the moon and sun buttons in the top left corner of the title bar to toggle
between the available color schemes for different ambient light conditions. Alternatively you
can use the keys on the console or the appropriate entry in the menu.
When the screen is hardly readable due to changing light conditions, you can increase bril-
liance by pressing stepwise all three mouse buttons at the same time.
On touch monitors just press with your finger to the most top left corner of the screen for
at least 3 sec. until you can read the screen again.
However, you can also individually adjust the dimming
of the screen. Press the MORE key (right-click) while
pointing to the moon or sun button to open the
Dimming menu. To adjust the settings, click on the
right or left of the slider or drag the slider. The new
value is shown on the right and the screen settings are
adjusted accordingly.

 There are no knobs or other controls on the

monitor(s) to adjust the brightness.

Date and Time

are displayed permanently in the
title bar:

Alive Indication by Time Display

The system provides feedback that it is still active and operating, i.e. alive. This is specifi-
cally indicated on each MFD in the title bar of the HMI by the seconds changing in the time
display. If picture freeze occurs, all data on the screen as well as the display of the seconds
will be frozen, so that the operator is able to notice this fault.
Alive Indication by Cursor and HMI
Picture freeze caused by the computer or the graphics adapter of the MFD can also be
recognized by the fact that moving the trackball or the mouse does no longer change the
cursor position on the screen.

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Operating Instructions 4. Style Guide

4.2 Sidebar
The width of the sidebar in each application is fixed, but it varies from application to appli-
cation. The sidebar consists of a permanent area, a non-permanent area, a title bar and a
menu bar, which are explained in the subsequent chapters.

Title bar
Title bar

Permanent
area

Top Alert

Permanent
area

Top alert

Non-
permanent

Non-
perma-

Menu bar Menu bar

Fig. III-12 Platinum Sidebar, Examples for Navigation and Automation

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4. Style Guide Operating Instructions

4.3 Sidebar - Permanent Area

The upper half of the sidebar is the permanent area. It shows status information and
controls that are mandatory according to regulations and thus must be permanently visible.
This area can never be overlapped or hidden by permanent pop-ups or dialogue windows.
The height of the permanent area is fixed except of an additional group for the optional
TRACKPILOT control.
The width is fixed as well, except for an additional group for transceiver control if the RADAR
application has been selected. The figure below shows the permanent area of the RADAR
application and the permanent area of the automation application:

Fig. III-13 Sidebar – Permanent areas for RADAR and Automation

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Operating Instructions 4. Style Guide

4.4 Sidebar - Non-Permanent Area

The lower half of the sidebar is the non-permanent area. It shows on user request selected
menus for Navigation Tools. Several tabs can be kept open at the same time. If there are
too much tabs, the oldest ones are closed.

Click to the Tools symbol in the sidebar to

open the tools bar and select one of the
tools (navigation as well as automation).
The selected menus are stacked by means
of so-called tabs. Click on a tab to view the
related menu.

The figure below shows an example of the non-permanent area of the RADAR application:
Tabs of the
menus

Non-
permanent
area

Fig. III-14 Sidebar – example of the non-permanent area

The next figure shows an example of the non-permanent area of the automation application:

Tabs of the
menus

Non-
permanent
area

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4. Style Guide Operating Instructions

4.5 Menu Bar and Full Screen Mode

Main Menu and Menu Bar
The main menu provides func- Short cuts to
tions for navigation between the primary
applications and screens in the applications
Platinum system.
To open the menu, click on the
Menu button in the bottom
left corner of the menu bar.

Fig. III-15 Main Menu

Full Screen Mode
The Full Screen Mode is a mechanism that switches the display to a full screen view
showing the application area only.
 Full screen mode is available only for ECDIS in browse mode. It is not available for
RADAR, for ECDIS in monitoring mode, for TRACKPILOT in master mode, and for
AUTOMATION.
To switch to the full screen mode, click on the button (Full Screen) in the menu bar
(visible depending on the application) or to the square in the top right corner:

Full screen button has

become the open side
bar button

Fig. III-16 ECDIS in full screen mode

Once in Full Screen mode, the full screen button becomes the open sidebar button .
No other controls will be visible. To open the sidebar again, simply click on the button in
the bottom left corner. The sidebar will then be restored.

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4.6 Split Window (Navigation)

The Split Window Mode is a mechanism that divides the application area into two or more
fixed windows showing further instances of the same application or additional tables, lists,
etc..
 Split window mode is not available for RADAR, for ECDIS in monitoring mode, and
operating the TRACKPILOT in master mode.
To switch over to the split window mode, click to one of the
symbols in the top right corner of the screen. Symbols marked in
gray can not be activated, this split mode is not available for the current application.
A typical example for a split window mode is the ECDIS screen layout as shown below. One
ECDIS has been set to ENC chart mode, the other one to raster chart mode. In addition a
waypoint list is shown. The corresponding split window mode is shown in the top right
corner.
One of the two split windows is always the active one. It is marked with a blue top line and
the cursor is active in this window. Relevant settings shown in the sidebar to the left, i.e.
orientation, range, are displayed for the active window. Just click into the other split window
to see the other values.

Fig. III-17 Split Window (Navigation)

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4. Style Guide Operating Instructions

4.7 Split Window (Automation)

The Split Window Mode is a mechanism that divides the application area into two or more
fixed windows showing further instances of the same application or additional tables, lists,
etc..
To switch over to the split window mode, click to one of the
symbols in the top right corner of the screen. Symbols marked in
gray can not be activated, this split mode is not available for the current application.
A typical example for a split window mode is the screen layout as shown below. The AUTO-
MATION application has been set to full size at the right window and to one detail of the
same application in the other window. In addition an alarm list is shown. The corresponding
split window mode is shown in the top right corner.
One of the two split windows is always the active one. It is marked with a blue top line and
the cursor is active in this window. Just click into the other split window to see the other
values.

Fig. III-18 Split Window (Automation)

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Operating Instructions 4. Style Guide

4.8 Lists & Tables

Wherever useful in Platinum NAVIGATION System, system data which have a record struc-
ture are displayed in lists, e.g. alarms, track details, etc.

Fig. III-19 Example 1: Target List

The target list shows the currently tracked RADAR targets, locating devices, and data
reports. Using the scrollbar on the right you can scroll up and down the list.
Lists have a header, a details pane, and a footer. You can change the sorting order by
clicking on a column heading. The sorting order is indicated by a small arrow. For example,
the arrow up in the Name column indicates that the list is sorted by the Name column in
alphanumerically ascending order. When you click on the Name column again, this will revert
the sorting order to descending.
In some lists the sorting order is predefined. For example, the Alarm list must be sorted
chronologically. Hence it is predefined that the Alarm list is sorted by the time column in
descending order starting with the oldest alarm. The width of a column can be adjusted by
dragging the separator line between two column headings. In some cases adjusting of width
may be disabled. Also showing, hiding and reordering of columns can be enabled or
restricted in the individual case.
The footer of a list in some cases contains the number of list entries.

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4. Style Guide Operating Instructions

4.9 Dialogs
Dialogs are opened when you click on buttons or they are opened by the system as a
response to actions or events, e.g. in case of error. Message dialogs and popup edit
windows need to be differentiated, and they are explained in the following.

Popup Edit Windows

When you wish to adjust a value, in many cases you will
click on an Adjust button to open a separate popup edit
window. Such a window contains:
 Edit fields with a label in front.The edit field will allow
input of text. Also, the small up-down arrows are
provided that increments/decrements the value. In
rare cases a slider might also be available.
 An indication of the range the value can have (for
example 0 - 360°).
 OK button and a Cancel button. The OK preferably
uses a more specific verb that is applicable to the
specific action, like 'Adjust' or 'Send'.

Fig. III-20 Style Guide

- Popup Edit
Window
Tooltips
Tooltips are an interface element that is used to provide you with instant information on
elements you see on screen. Tooltips are small text pop-ups which are displayed when you
simply point at elements on screen. After a short delay, a small popup is displayed with a
short description informing you about the function or meaning of the element you pointed
at. After a short while, the tooltip is faded out so that you can see all screen information
again.
The figure below shows an example of a tooltip, which is displayed when you point at the
dropdown menu to select the radar source which is located in the permanent area of the
radar application.

Tooltip of a dropdown menu

When you open the menu and move the trackball pointer down the list of menu items, tool-
tips are displayed for the individual menu items:
Please note that you will not find tooltips on all elements on screen but on important display
elements and controls such as buttons and dropdown menus. Also, many screen objects like
the tools, chart symbols and targets in the PPI of the radar can have tooltips to supply rele-
vant information such as distance, bearing and ETA, or the own ship’s position.

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Operating Instructions 4. Style Guide

4.10 Overview of Controls

Most of the controls used in the Platinum NAVIGATION System applications are very similar
to the known controls used by Microsoft Windows. The picture below shows some examples
of the controls:

Field group name Field group, controls for the same topic

Slider

Field with
dropdown
menus

Push button

Check boxes

Dropdown
menu

Scrollbar

Spin box
Keys for numeric values

Fig. III-21 Examples of Platinum NAVIGATION System Controls

The individual controls shown in the figure are described in the following sub-sections.

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4. Style Guide Operating Instructions

4.11 Details of Controls

Fields
In Platinum NAVIGATION System, values in form of text, numbers, slider settings, check
boxes, etc. are generally referred to as fields. A field consists of the value and a label, the
field name. Some of the fields are read-only, they only serve for information purposes. In
other fields, the values can be adjusted.

Field Groups
Field groups are represented on the Platinum NAVIGATION System user interface by a thin
frame line above and below a group of fields. The frame indicates that the fields inside
belong together, i.e. that they belong to the same subject or to a group of related items.
Field groups have a name which is a kind of heading for the fields inside the group.

Sliders
By using sliders you can set a value within a possible range.
The current value is indicated as you drag the slider to either
side (here 50). The minimum value here i.e. is 0%, the
maximum value is 100%. Simply clicking on the slider’s
handle displays the current value of the slider.
When you click on the slider next to the current value, this
will increase or decrease the value by 10 or another
predefined value.
Two slider designs are used in the Platinum user interface,
an earlier one for mouse/trackball operation and a later one
for additional touch operation. The latter provides more
touch area for the finger tip.

Push Buttons
Push buttons resemble buttons in the real world. When you press them, something will
happen. When you click on a push button on screen an action will be carried out or details
will be displayed. The purpose of a button is indicated by its label, in some cases tooltips
are provided.
 The Hide Video / Overlay buttons are spring-
loaded. They are only active as long as the appro-
priate button of the pointing device is pressed.

Dropdown Menus
Dropdown menus are indicated by a small downward arrow
next to a field. To open the menu, click on the arrow. To
select a different value for the field, click the desired item at
the dropdown menu. The field is then updated accordingly.
To close the menu without making any changes, just click on
any free area on screen or press the [ESC] button on the
keyboard.

Check Boxes
Check boxes indicate that there is an option that can be
set or not. In the example in the figure to the right, the
parallel index lines (PI) 1 to 4 are ticked off, i.e. not
selected and thus de-activated. If they are ticked on this
is indicated by the small check mark. To select a check box, just click on it so that it is ticked
on. To clear the check box again, click on it so that the check mark disappears.

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Operating Instructions 4. Style Guide

4.12 Further Details of Controls

Scroll Bars
Scroll bars are displayed when the contents
does not fit into a menu, box, or list, etc.
You can then use scroll bars to move the
display up and down or sideways to view hidden parts. To scroll the display in small steps
you can click on the scroll arrows at the end of the scrollbar. To page through the display
in larger steps click on the scrollbar or drag the scroll box.

Spin boxes
Spin boxes are used to display and adjust numeric values.
To adjust the value you can enter the new value directly in
the text box. Alternatively, you can use the small arrow
buttons. When you click on the small arrows and hold the
trackball button, then the velocity value in the example will
increase or decrease continuously until you release the button again. A single click on one
of the buttons will increase or decrease the value by one increment step.

Keys for Numeric Values

Whenever it is possible or needed to enter a numeric
value, the appropriate keys wil be displayed in the control
window. Select the value to be changed and enter the
desired value by clicking the appropriate keys.

Center and Range Control

The Center and Range Control in the Platinum NAVIGA-
TION System consists of plus and minus buttons to adjust
the range setting and a center button, to center the own
ship in the chart or PPI presentation.

Center control

Range Up

Range Down

Fig. III-22 Center and Range Control

To range up (zoom out) incrementally, click on , you will then see the next larger range.
To range down (zoom in) again, click on the . You will then see the next smaller range.

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4. Style Guide Operating Instructions

4.13 Alert Icons

Alarms, Warnings, and Cautions are generically summed up under the term Alerts and they
are characterized by their priorities. These priorities have been redefined in order to meet
the new Bridge Alert Management (BAM) standard MSC.302(87) and the related test stan-
dard IEC 62923.
1. An Emergency Alarm indicates immediate danger to human life or to the ship and
requires immediate action. The alarm source is not the Platinum NAVIGATION System
system but i.e. a separate fire alarm system. The emergency alarm is marked with a red
triangle.
2. An Alarm requires immediate attention and action of the bridge team, to avoid a
hazardous situation, i.e. heading invalid. The emergency alarm is marked with a red
triangle.
3. A Warning requires immediate attention to make the bridge team aware of conditions
which may become hazardous. The warning is marked with an orange circle.
4. A Caution indicates a condition which still requires attention. It is marked with a yellow
square.

Table III-3 Color and Symbol Code for the Alert Indications

Color & Priority and Criteria for the Classification

Symbol Classification
1 Alarms which indicate that immediate danger to human life or to the
ship and its automation exists and that immediate action must be
Emergency taken. Emergency alarms are specified in the Code on Alerts and
Alarm Indicators, 2009(resolution A.1021(26)).

2 Conditions requiring immediate attention and action by the bridge

team to avoid any kind of hazardous situation and to maintain the
Alarm safe operation of the ship; and escalation required as alarm from not
acknowledged warning.

3 Conditions or situations which require immediate attention for

precautionary reasons, to make the bridge team aware of conditions
Warning which are not immediately hazardous, but may become so.

4 Awareness of a condition which still requires attention out of the ordi-

nary consideration of the situation or of given information.
Caution

Operational Symbols for non-alert related indications (see IEC 62288)

Status
Invalid Invalid information is marked with a red circular icon without any
information symbol inside.

Low integrity Low integrity information is marked with a yellow square without any
information or symbol inside.
important indi- Important indication, e.g. a limit is exceeded, is marked with a yellow
cation square as well.
Manual Set Manual set is marked with a yellow circle without any symbol inside,
e.g. a sensor signal is missing and the value has been entered manu-
ally by the operator.

For more details please refer to the main chapter about ALERT MANAGEMENT.

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Operating Instructions 4. Style Guide

4.14 Mouse Pointers and Clicks

In the Platinum system you will experience that the shape of the mouse or trackball pointer
will change in different situations as you move it over the screen. The basic shape is always
the arrow used to open menus and options on screen. In text fields, the pointer becomes a
text edit caret; on dividers, the pointer turns into a double arrow indicating that you can
resize something, and so on. The full set of shapes is used for navigation. For automation
a subset with arrow, hand, and text caret is used.
Table III-4 Mouse pointers

Gun site Text edit caret (cursor)

Cross hair Move

Arrow Resize, double arrow

Pointing hand Waiting

Table III-5 RADAR and ECDIS pointers

Pointer Explanation
Standard pointer when you are not pointing at any specific object on screen
Arrow in the application area but when you point at menus, fields and other controls
in the sidebar, in dialogs, or in frames showing lists etc.
Standard pointer when you are not pointing at any specific object on screen
Cross hair in the application area.
One target:
Gun site When the mouse pointer is over one target, the cross hair pointer indicates
that the target can be acquired. A single left click acquires the target.

Multiple targets:
When the mouse pointer is over multiple targets, the cross hair pointer indi-
cates that the targets can be acquired. A single left click opens a menu that
displays the relevant acquisition options (for instance Acquire RADAR, Acquire
AIS, Acquire Both, Escape).
When the mouse pointer is over an acquired target a box around the target
indicates that it is already acquired and properties / data of the target can be
accessed. A single right click displays the properties in a tooltip or popup. This
popup should automatically hide after a few seconds.
When you move the pointer over the
Position indication RADAR PPI or the ECDIS display, then
the respective position is indicated in
a text box together with range and
bearing.

When the mouse pointer is over a clickable object, the pointing hand indicates
Pointing hand that the object is clickable. Both left and right clicks can have an effect.
When the mouse pointer is over a movable object, for example a “handle” of
, , a variable range marker, the arrows indicate the direction in which the handle
of the object can be moved.

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4. Style Guide Operating Instructions

4.15 Consistent Manual Inputs & Erroneous Data

Handling
Consistent Manual Inputs
Consistent manual input menus are used throughout the Platinum
system. Numerical values are entered either by a keypad, spin
boxes, or roll boxes depending on the editing task. An example
with keypad, and spin box is shown to the right. This keypad and
this spin box are used for most of the manual inputs.

Erroneous Input and Output Handling

Manual inputs are
checked automati-
cally and they are
either limited or
even blocked
accompanied by a
warning.
In the example to
the right an input
Keypad with
value of 100 blocked input and
exceeds the internal warning
limit for this data
field. A yellow
Spin box with
warning sign is limited input
given and the OK range
button is blocked.
In the next example the spin box has Roll box with
reached its maximum value which has pre-defined set
been internally specified for this input. of values
The data field is blocked to this
maximum value.
A rapid change is achieved by just
scrolling into the other direction.
In the third example to the right a roll
box has been limited to a pre-defined
set of values from 00:30 min up to
5:00 min.
There is no other choice for the oper-
ator available.
If an input or output field has no data Input & Output
or invalid data, the field is filled with fields with
dashes (---) as shown to the right. missing data

If an input or output field has data

overflow, the field is filled with slashes
(///).

Fig. III-23 Consistent Manual Input and Erroneous Data Handling

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Operating Instructions 4. Style Guide

4.16 Handling of Automatic Control Functions (Naviga-

tion only)
Compared to an automation system, where most of the functions are automated in order to
achieve a 24 h watch-free operation, an integrated navigation system is mainly supporting
the manual operating of the vessel.
Nevertheless a few functions are automated as well, these are:
1. Automatic Track Control along a pre-planned route (optional, see TRACKPILOT section)
2. Automatic Speed Control along a pre-planned route (optional, see SPEEDPILOT section)
3. The Automatic Sensor Selection (default setting)
In general automatic control functions are, depending on their safety level, either optionally
activated by the user (track control, speed control) or set per default (sensor selection).
They are indicated during the active phase and monitored.
If an automatic control function fails or remains with invalid input data, the function is deac-
tivated or set to a safe intermediate level and a warning is given.
Automatic control functions can be override at any time by the user.

Track Control
An example is given by the TRACKPILOT.
A separate steering selector switch is used
to change from manual to automatic oper-
ation. In case of a failure the system
switches first back to heading mode and
finally switches off accompanied by an
alarm. The user can switch back at any
time to the manual mode.

Example of steering selector switch, different

implementations may be used as well, not part
of Platinum system

Fig. III-24 Example of Steering

Selector Switch

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4. Style Guide Operating Instructions

4.17 Indication of Operating Mode

As far as the INS is concerned the operating mode is defined here as a pre-defined setting
of user controls like gain, filter, range, orientation, selected sensors, chart, dimming, etc.
Several sets of controls can be edited, and administrated in the Platinum system. They are
called favorite settings. One favorite setting can be activated at the time.
Favorite settings can be named according to the passage, i.e. open sea, coastal, piloting,
anchoring, harbor. Or they can be assigned to user names like 1st officer on watch.
The operating mode, which has been set
as the last one is indicated if the cursor is
moved over the favorite settings icon in
the bottom menu line.
This last operating mode could have been
changed by an operator in the meantime.
He could have changed one of the individual parameters. If in doubt just select this mode
again to ensure proper settings.
The set of parameters comprises local ones concerning the own workstation as well as
global ones concerning the whole Platinum system.
For more details please refer to page 43.
There are other operator modes available like service, simulation, and training. They are
indicated by individual solutions depending on the application.

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Operating Instructions 5. Applications

5. Applications
The following main applications are available for the NACOS Platinum system:
ECDISPILOT (includes route planning and monitoring)
RADARPILOT (includes route planning)
CONNINGPILOT
TRACKPILOT
AUTOMATION

An MFD, where the ECDISPILOT application is installed, is

called ECDISPILOT. This product name is written at the top left
frame corner of the monitor (not on the screen!).

An MFD, where the RADARPILOT application is installed, is

called RADARPILOT. This product name is written at the top left
frame corner of the monitor.

An MFD, where both applications, ECDISPILOT and

RADARPILOT, are installed, is called MULTIPILOT. This product
name is written at the top left frame corner of the monitor.

RADAR- and MULTIPILOT can be combined with the TRACKPILOT application. In that case
the keyboard of the corresponding MFD is fitted with the joystick and labeled with TRACK-
PILOT. Further on the hardware is extended by an extra TRACKPILOT electronics unit as
well as a special TRACKPILOT interface. The TRACKPILOT application does not have its own
user interface but is integrated in the sidebar of the RADARPILOT and ECDISPILOT applica-
tions.
The TRACKPILOT can be extended with the optional SPEEDPILOT, a speed-control
subsystem running on the same electronics unit and using the same interface unit as the
TRACKPILOT.
If the TRACKPILOT application is included, the CONNINGPILOT application may be added as
well. It can be used if a TRACKPILOT interface is included in a system configuration.
The CONNINGPILOT application may be added to each of these three products as an option.
In this case the user can switch between the ECDIS-/RADARPILOT application or the
CONNINGPILOT application during operation. This option is not written on the frame of the
monitor.
The CONNINGPILOT application can be displayed as well on a second monitor connected to
the MFD. Further on the CONNINGPILOT application can be installed on a separate MFD and
displayed separately. In these cases the product name CONNINGPILOT is written at the top
left frame corner of the separate monitor.
Each product can be combined with the optional AUTOMATION application. In that case the
Platinum home page shows the AUTOMATION application in addition and the MFD is
connected via network to the automation subsystems with data processing unit, various
sensor interfaces and operating panels for bridge, engine room and cabin.

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5. Applications Operating Instructions

5.1 RADAR Application

The RADAR application shows the raw video as well as the radar targets processed by the
antenna unit which has been selected by the operator. The new IP RADAR technology allows
the operator to switch via network to any assigned antenna unit on-board (one or more X-
band as well as one or more S-band units).
Advanced filter techniques are used for clutter suppression and enhanced small target detec-
tion. Various navigation tools are available for collision detection and calculation based on
the pre-processed targets.
AIS targets from a separate AIS transponder unit are processed exactly in the same way as
radar targets. RADAR and AIS targets can be merged together.
The user may edit his own user symbols and route data on a separate layer under the radar
presentation.

Fig. III-25 Overview of the RADAR Screen

If an ECDIS application is installed in addition (MULTIPILOT), the RADAR can be used in

“Chart Radar” mode. It provides an ECDIS background within the bearing scale on the PPI.
Chart data bases for ENC are used. The Chart Radar is approved as ECDIS back-up.

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Operating Instructions 5. Applications

5.2 ECDIS Application

The ECDIS application presents the own ship embedded in an ENC chart. Various tools are
available for route planning and voyage execution, for navigation, for route checking, for
shallow water warning and for collision avoidance.
AIS targets from a separate AIS transponder unit and radar targets are processed together
and merged in the same way as for the RADAR application. 1)

Fig. III-26 Overview of the ECDIS Screen

1)
A standalone ECDISPILOT does not process RADAR targets.

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5. Applications Operating Instructions

5.3 CONNING Application

The CONNING application provides an overview of the navigational situation of the vessel.
It displays all navigation data and if fitted with the optional engine interface also rudder and
propulsion related data.
The presentation varies with the individual propulsion and generator layout of the vessel. An
individual layout is shown below.

Fig. III-27 Overview of the Conning Screen

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Operating Instructions 5. Applications

5.4 TRACKPILOT Application (optional)

The TRACKPILOT application controls the vessel for constant heading, course or along a pre-
planned track as prepared with the ECDIS planning function. A common control principle in
all its operating modes is the radius steering, used during course change maneuver, oper-
ated manually or in automated control modes.

Fig. III-28 Overview of TRACKPILOT Expander

With the option SPEEDPILOT the speed of the vessel along the different legs of the route
can be controlled to reach the final destination at a pre-planned time.
Additional manual operating modes are Set Lever and Set Speed and the optional Set
RPM mode.

Fig. III-29 Overview of TRACKPILOT Expander

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5. Applications Operating Instructions

5.5 AUTOMATION Application (option)

The AUTOMATION application provides remote indicators and controls for the complete
automation system on-board. Subsystems may include main engine control, fuel supply,
cooling, generators, fire detection, electric power distribution, ballast, etc.

Fig. III-30 Overview of the Automation Screen

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Operating Instructions 6. Applicable Standards

6. Applicable Standards
Table III-6 Applicable RADAR Requirements & Standards

IMO Type Approval & IEC Test Standards

Performance Requirements
SOLAS 74 Reg. V/18, V19 & X/3 IEC 61162-1 (2016)
IMO Res. A.278(VIII) IEC 61162-2 (1998)
IMO Res. A.694(17) IEC 62288 (2021)
IMO Res. MSC.36(63) & 97(73) IEC 62388 (2013)
IMO Res. MSC.191 & 192(79) IEC 62923-1&2 (2018)
IMO Res. MSC.302(87) IEC 61162-450 (2019)**
IMO MSC.1/Circ.1349
ITU-R M-1177-4

Table III-7 Applicable ECDIS Requirements & Standards

IMO Type Approval & IEC Test Standards IHO Standards

Performance Requirements
SOLAS 74 V/18, V/19, V/27 & X/3 IEC 61162-1 (2016) IHO S-57 Edition 3.1.1
IMO Res. A.694(17) IEC 61162-2 (1998) IHO S-61 Edition 1.0
IMO Res. MSC.36(63) & 97(73) IEC 61174 (2015) IHO S-52 Edition 6.1
IMO Res. MSC.191(79) & 232(82) IEC 62288 (2021) PresLib Edition 4.0.2
IMO Res. MSC.302(87) IEC 62923-1&2 (2018) IHOS-63 Edition 1.2
IMO MSC.1/Circ.1503 IEC 61162-450 (2019)**

** IEC 61162-450 only required if connected to host system

Table III-8 Applicable INS Requirements and Standards

IMO Type Approval & IEC Test Standards

Performance Requirements
SOLAS 74 Reg. V/15 IEC 61924-2 (2012)
IMO MSC 252 (83)

Table III-9 Applicable TRACK Control Requirements and Standards

IMO Type Approval & IEC Test Standards

Performance Requirements
IMO Res. A.342 (IX), ISO 11674 (2019) (Heading Control)
as amended by MSC.64 (67) annex 3 IEC 62065 (2014) (Track Control)
IMO Res. MSC.74 (69)

Updated 2024-10-23

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6. Applicable Standards Operating Instructions

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NAVIGATION SYSTEM Platinum SYSTEM DESCRIPTION
Operating Instructions 7. Platinum System Approved for INS

7. Platinum System Approved for INS

An approved INS configuration can be achieved if at least three Platinum MFDs (worksta-
tions) for navigation are combined with redundant sensor interfaces to a minimum INS
configuration as shown in the following diagram.

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-31 INS-Configuration

This minimum INS configuration is providing the main nautical tasks for ROUTE PLANNING,
ROUTE MONITORING (ECDIS), and COLLISION AVOIDANCE (RADAR) even if one MFD or
any system component fails. All MFD are capable to provide all nautical tasks. If one MFD
fails the operator can continue his tasks on any other MFD. For details please refer to the
FMEA (Failure Mode and Effect Analysis) in the subsequent chapters.
Further MFDs for navigation may be added up to a number of 12 as required for a dedicated
bridge installation. In addition workstations for automation and machinery may be added.

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8. Show Actual INS Configuration Operating Instructions

8. Show Actual INS Configuration

The actual INS configuration can be visualized during operation. It shows the components
like MFDs, sensor interfaces, radar transceivers, network switches and the connection lines
between them.
The components are marked according to their actual status.
1. If an alert is related to a component, the corresponding alert symbol is included, i.e. a
red triangle with a loudspeaker symbol for a non-acknowledged alarm.
2. If a connection is not available, the line is marked in red instead of green or gray.

Example for sensor interface

(see remark in text below)

Fig. IV-32 Show actual INS Configuration

Certain functions of the INS have been implemented by different HW solutions. The actual
INS configuration shows a representation of the reality as far as possible. One example is
the sensor interface.
There are different versions of this interface available, DCU2010 (earlier model) or DCU 2020
(later model) are combined units were the processor and the serial interface board are
installed in one metal housing to form a Digital Control Unit.
The DPU 2010 is a separate Digital Processor Unit, which can be combined with SIO
2010, a separate Serial Input Output board, to form the same functional package as
above. In the representation of the complete navigation system the sensor interface may be
composed either by a single combined unit, the DCU or by separate units DPU and SIO
depending on the installed versions.

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Operating Instructions 9. FMEA for Minimum INS Configuration

9. FMEA for Minimum INS Configuration

FMEA is a systematic procedure for the analysis of a system to identify the potential failure
modes, their causes and effects on the system performance.
The standard procedure comprises a hazard identification, an assessment of hazards in
terms of severity and probability, an analysis of possible mitigations and a final risk assess-
ment. For complex systems a top level analysis based on the knowledge about the behavior
of subsystems can be applied.
For the INS the procedure is determined by the key requirement of the INS Performance
Standard that a single failure should not affect the proper function of three specific nautical
tasks in parallel.
The subsequent analysis is focusing on this requirement. It will show which measures have
been taken in the design phase to assure that at least these three nautical tasks are avail-
able in case of a single failure in any equipment.

System Boundaries
The minimum configuration INS as considered here comprises three task stations (MFD
Multi-Function Display) and one additional display for status information.
Sensor data are received by two or more independent IEC 61162 sensor interfaces, these
interfaces are belonging to the INS.
Radar data are received from two or more independent antenna units (X-Band, and/or S-
Band), these units are belonging to the INS as well. Further on a track control unit is asso-
ciated with the INS. All components are connected via Ethernet network with four managed
switches. For other subsystems like VDR, AIS, and NAVTEX the INS is providing interfaces.

System Requirements
According to the IMO performance standard (MSC 252/11.1.4), the failure or loss of one
hardware component of the INS shall not result in the loss of any one of the following the
INS tasks:
Route planning, Route monitoring, Collision avoidance, Navigation control data, Status
and data display, Alert management
Where track control is an INS function, this would not require the duplication of track
control, heading control or autopilot.
If one hardware component fails, the number of remaining MFDs should ensure proper oper-
ation of the following three tasks in parallel:
ROUTE MONITORING (ECDIS)
COLLISION AVOIDANCE (RADAR)
NAVIGATION STATUS DATA (mainly CONNING)
they should not be affected. In the following chapters failure cases are discussed and it is
shown that under each failure condition the minimum INS configuration can support at least
the above three tasks in parallel.

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9. FMEA for Minimum INS Configuration Operating Instructions

9.1 Case 1 - MFD (workstation) Failed

MFD 1 or MFD 2 or MFD 3 or MFD 4 failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-33 Failure-Case: One MFD fails

Table IV-10 Failure-Case: One MFD fails

One of the MFDs (workstations) failed

Symptom No screen picture or picture freeze or not operating, observe i.e. clock in header
line
MFD 1 failed COLLISION AVOIDANCE from MFD 2 (back-up for 1)
CONNING provided by MFD 2 (manual switch-over from 1 to 2)
ROUTE MONITORING from MFD 3 (not changed)

MFD 2 failed COLLISION AVOIDANCE from MFD 1 (not changed, back-up lost)
CONNING provided by MFD 1 (not changed)
ROUTE MONITORING from MFD 3 (not changed)

MFD 3 failed COLLISION AVOIDANCE from MFD1 (not changed)

CONNING provided by MFD 2 (manual switch-over at 2)
ROUTE MONITORING from MFD 4 (not changed)

MFD 4 failed COLLISION AVOIDANCE from MFD1 (not changed)

CONNING provided by MFD 3 (not changed)
ROUTE MONITORING from MFD 2 (manual switch-over)

All required navigational tasks can be operated at all times

as long as one MFD (workstation) only is in failure condition

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NAVIGATION SYSTEM Platinum SYSTEM DESCRIPTION
Operating Instructions 9. FMEA for Minimum INS Configuration

9.2 Case 2 - Sensor Interface Failed

Sensor Interface 1 or Sensor Interface 2 failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-34 Failure-Case: One Sensor Interface fails

Table IV-11 Failure-Case: One Sensor Interface fails

One of the Sensor Interfaces failed

Symptom Alarm message

Sensor Interface 1 failed HEADING from interface 2 (auto switch-over)

STW from interface 2 (auto switch-over)
POS and SOG from interface 2 (auto switch-over)
Depth from ECDIS monitoring (activate manually)
AIS not available

Sensor Interface 2 failed HEADING from interface 1 (default)

STW from interface 1 (default)
POS and SOG from interface 1 (default)
Wind not available
NAVTEX not available

All required navigational tasks can be operated at all times

as long as one sensor interface only is in failure condition

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9.3 Case 3 - Radar Antenna Unit Failed

Antenna Unit TX1 or Antenna Unit TX2 failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-35 Failure-Case: One Radar Antenna fails

Table IV-12 Failure-Case: One Radar Antenna fails

One of the Antenna Units (TX 1, TX 2) failed

Symptom No radar video, alert message

TX 1 failed Manual switch over to TX 2 at all MFDs for collision avoidance

TX 2 failed Manual switch over to TX 1 at all MFDs for collision avoidance

All required navigational tasks can be operated at all times

as long as one Antenna Unit only is in failure condition

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NAVIGATION SYSTEM Platinum SYSTEM DESCRIPTION
Operating Instructions 9. FMEA for Minimum INS Configuration

9.4 Case 4 – Network Switch Failed

Network Switch 1, 2, 3, or 4 failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-36 Failure-Case: One Network-Switch fails

Table IV-13 Failure-Case: One Network-Switch fails

Network Switch Failure

Symptom No function at connected MFD, no radar video from connected antenna
unit, no sensor data from connected sensor interface, alarm messages sent
to other MFDs
Switch 1 at MFD 1 failed COLLISION AVOIDANCE at MFD 2
CONNING provided by MFD 2 (manual switch-over)
ROUTE MONITORING at MFD 4
Radar data provided by TX 2 only (manual switch-over)
Sensor data provided by sensor interface 2 (auto switch-over)

Switch 2 at TP failed No track control available, manual switch-over to steering by wheel

Switch 3 at MFD 2 failed COLLISION AVOIDANCE at MFD 1

CONNING provided by MFD 1 (default)
ROUTE MONITORING at MFD 4
Radar data provided by TX 1 only (manual switch-over)
Sensor data provided by sensor interface 1 (default)

Switch 4 at MFD 4 failed COLLISION AVOIDANCE at MFD 1

CONNING provided by MFD 1 (default)
ROUTE MONITORING at MFD 2
VDR without radar screen shots
All required navigational tasks can be operated at all times
as long as one network switch only is in failure condition

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9. FMEA for Minimum INS Configuration Operating Instructions

9.5 Case 5 – Network Cable Failed

Network Cable 1, 2, 3, or 4 failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

1 2 3 4

Fig. IV-37 Failure-Case: One Network-Cable fails

Table IV-14 Failure-Case: One Network-Cable fails

Network Failure
Symptom Alarm messages sent to all MFDs

Cable 1 failed No effect, automatic re-routing of traffic through cable 2 to 4

Cable 2 failed No effect, automatic re-routing of traffic through cable 1, 3, 4

Cable 3 failed No effect, automatic re-routing of traffic through cable 1, 2, 4

Cable 4 failed No effect, automatic re-routing of traffic through cable 1, 2, 3

All required navigational tasks can be operated at all times

as long as one cable only is in failure condition

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Operating Instructions 9. FMEA for Minimum INS Configuration

9.6 Case 6 – Trackpilot Electronics Failed

Trackpilot Electronics or Interface failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-38 Failure-Case: Track Pilot fails

Table IV-15 Failure-Case: Track Pilot fails

Trackpilot Failure
Symptom Alarm messages sent to all MFDs

Trackpilot Electronics No track control available, TP changes from status Track to status Failure,
failed last rudder setting is kept by buffer battery, immediate manual switch-over
to steering by wheel required
All required navigational tasks can be operated at all times
if the Trackpilot Electronics is in failure condition

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9. FMEA for Minimum INS Configuration Operating Instructions

9.7 Case 7 - Sensor Data Failed

Sensor Interface 1 Sensor Interface 2

1) Heading 1 1) Heading 2
2) STW 1 2) STW 2
3) POS 1 3) POS 2
4) Depth 4) Wind
5) AIS 5) NAVTEX
1) 2) 3) 4) 5) 1) 2) 3) 4) 5)

Two or more serial link sensor interfaces are used to receive sensor data from various
sensors. The protocol and the interface HW are designed according to IEC 61162-1 and -2
(equiv. NMEA 0183). The assignment of sensors to the interfaces is optimized for a
maximum of redundancy. The received sensor data are checked and assessed for validity
and quality based on range of values, checksum of telegrams, error flags, and quality indi-
cators (i.e. HDOP) as received from sensors.
In AUTO mode the most suitable sensor of two or more sensors is selected automatically.
In addition a MONITORING mode between the selected (primary) and any other suitable
sensor (secondary) can be activated by the user. The two sensors are compared depending
on limits set by the user.
In general if a selected sensor fails, a warning is given. In case of low quality a caution is
given. In AUTO mode the next suitable sensor is selected. If a redundant or back-up sensor
fails a caution is given as well. Invalid data are not used (IEC 61924 6.3.1.2 b). In that case
a fall back mode with DR (dead reckoning) is activated.

Fig. IV-39 Failure-Case: Sensor Data fails

Table IV-16 Failure-Case: Sensor Data fails

Sensor Data Failed

An alert is displayed within 3 sec for gyro and within 10 sec for other

Selected sensor data (actual used Warning is displayed for heading, position, ground & water
sensor) become invalid, or unavail- speed, depth, and wind, automatic switch-over to redundant
able, immediate attention required sensor in auto-mode
(IEC 61924 6.3.1.2 d)
Selected sensor data (actual used Caution is displayed for low position quality, and position
sensor) become invalid, or unavail- status changed
able, no hazardous situation
(IEC 61924 6.3.1.2 e)
Redundant sensor data (actual Caution is displayed for heading, position, speed log, and
not used) become invalid, or unavail- depth
able, (IEC 61924 6.3.1.2 c) & f)

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Operating Instructions 9. FMEA for Minimum INS Configuration

9.8 Case 8 - Power Failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

230V AC
from mains,
Trackpilot buffered by
UPS and
emergency
supply

Sensor Interface 1 Sensor Interface 2

TP Interface 2x 24V DC from two
independent 24 V
power supplies, one
connected to mains,
Vessel and buffered by UPS,
and one connected to
1) Heading 1) Heading emergency supply of
2) STW 2) STW the vessel
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-40 Failure-Case: Power Supply fails

If mains supply fails, the MFDs required for minimum INS configuration, all network
switches, and all sensor interfaces are buffered at least for 45 sec by an UPS until the emer-
gency power supply of the vessel is up and running. The same applies to one X-band radar
antenna unit. Further MFDs may be connected to mains only and will stop operation in this
case.

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9. FMEA for Minimum INS Configuration Operating Instructions

For each MFD an UPS with 420 W 1) is required. Note, the capacity of the UPS could be much
smaller (i.e. 150 W), because the power of 420 W has to be delivered for a few minutes
only until the emergency power is up and running. For each X-band antenna unit further
210 W are necessary.
Table IV-17 Failure-Case: Power Supply fails

Power Failed
Mains supply Buffered MFDs and antenna units continue to operate
Other MFDs stop to operate showing black screen, other antenna units stop turning
fails , no video, alarm messages are sent to active MFDs, operator changes to remaining
active MFDs, and switches TX to remaining active antenna units as indicated in
transceiver list (see screen shot to the right). Not Connected message appears
pointing to failed antenna unit
Emergency No effect, INS continues to operate
supply fails
Both INS stops working when UPS is empty, typically after 15 min, INS is fully operational again within 4 min after
mains or emergency supply are back. MFDs are starting with Super Home page. From here the application
supplies (RADAR, ECDIS, CONNING) has to be selected. User settings from previous session are restored as far as prac-
failing tical. Sensor selection is in AUTO mode. Heading/Course/Track mode is in OFF position, and has to be activated
again by the user.

1)
This value applies to an MFD with 26" monitor, the 22" version requires 370 W.

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Operating Instructions 9. FMEA for Minimum INS Configuration

9.9 Case 9- MFD with CAM Function Failed

MFD 1 or MFD 2 or MFD 3 or MFD 4 failed

Antenna Unit TX1 Antenna Unit TX2 2

MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface

Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR

Fig. IV-41 Failure-Case: One MFD with CAM Function fails

Table IV-18 Failure-Case: One MFD with CAM Function fails

One of the MFDs (workstations) with CAM Function failed

Symptom No screen picture or picture freeze or not operating, observe i.e. clock in header
line
MFD 1 failed CAM Function from MFD 2, 3, and 4

MFD 2 failed CAM Function from MFD 1, 3, and 4

MFD 3 failed CAM Function from MFD 1, 2, and 4

MFD 4 failed CAM Function from MFD 1, 2, and 3

The CAM function can be operated at all times as long as MFDs (workstations) are left
with connection to external navigation sensors via sensor interface. Please refer to
previous cases for sensor and network failures.

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10. Data Exchange within INS Operating Instructions

10. Data Exchange within INS

Reference is made to the system diagram in the previous chapter. The following data are
exchanged within the INS:
 Sensor raw data like heading, speed, position, depth
 System navigation data from CCRS and configuration data
 Radar video and target data
 Chart data
 User commands and user symbols
 AIS data, NAVTEX data, engine and automation data and commands
 Alert communication between integrated CAM and sensors or subsystems

10.1 Type of Data

10.1.1 Navigation Sensor Data
Sensor data are received by a five channel serial sensor interface. The
message protocol applied is the IEC 61162-1 equiv. NMEA 0183. The
sensor interface is checking messages for correct header and check-
sum. Incomplete and wrong messages are discarded. Correct
messages are marked with the channel number and distributed
throughout the network to all MFDs. A second sensor interface is used
for redundant sensors or redundant sensor input and further-on for
additional sensors. These data are checked and marked as well and
distributed to all MFDs.

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Operating Instructions 10. Data Exchange within INS

10.1.2 Navigation System Data (CCRS Data)

The Platinum system is based on a Consistent Common Reference System (CCRS) for navi-
gation data.
It references the data of each navigation sensor to a common refer-
ence point on-board. This point is called the Consistent Common
Reference Point (CCRP) and is located at the conning position (where
the helmsman is standing). The user can select another reference
point, i.e. the location of one of the radar antennas for taking precise
range and bearing in relation to the radar (for special nautical tasks,
quite seldom used).
Each MFD (workstation) is receiving messages from all navigation sensors. First it adds a
time stamp to each message, then the message is passed to one of the navigation instru-
ments.
Each MFD has a number of these instruments, each one for position,
speed over ground, speed through water, heading, rate of turn, depth,
draught, wind, and for heel. Each instrument first decodes the
incoming messages, corrects the position in relation to the CCRP, and
evaluates the received data. If data from redundant sensors are avail-
able, the most appropriate are chosen for further distribution. For this
purpose each instrument has a sensor selector switch at the input in
order to select between main and redundant or alternative sensors.
The selection can be done automatically (AUTO mode) depending on
data quality or manually (i.e. GPS 3) by the user. The sensor selection
is synchronized between the MFDs. One MFD is acting as the sensor master, assessing data
quality and selecting a redundant sensor if necessary. The other stations will follow. If the
master station fails, another one is taking over the master function.
Finally each MFD is displaying its own calculated navigation system data. The master MFD
is distributing its navigation system data throughout the network for central services like
track control and for host applications.

10.1.3 Installation Data about Sensors etc.

Installation data about sensors,
especially the distance of a sensor
in longitudinal and transversal
direction to the CCRP are entered
during commissioning by a service
technician and distributed via
network once to each MFD.
Each MFD is using its own copy of
the installation data base and is
independent from any network fail-
ures.

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10. Data Exchange within INS Operating Instructions

10.1.4 Radar Video and Target Data

Radar video data based on user set pulse
length, interference rejection, and timing,
are generated by the antenna unit and
distributed throughout the network to all
MFDs.
Each antenna unit is maintaining a target
list individually for each MFD. These target
data are distributed to all MFDs as well.
Each antenna unit is generating a video stream of about 10 MBit/s. A system with five
antenna units has a maximum network load of about 50 MBit/s. This is half of the network
capacity. All other traffic comprises less than 10 MBit/s in total. So the 100 MBit/s network
is available at all times.
Each MFD is receiving the raw video data stream and is processing it with local end user
settings for gain, STC, and filters.

10.1.5 Chart Data

Each MFD is maintaining a local copy of the complete chart data base. If a chart update is
required, this can be performed at the planning station from USB stick or from DVD, and
from there distributed to all other MFDs in one step via network. One and the same chart
license is used for each MFD at the bridge.
Each MFD is using its local chart data base only. Most of the ECDIS alerts, i.e. a crossing
safety contour alarm, are based on local chart data. They are generated on one MFD and
they are not distributed system-wide. They have to be handled from the MFD where they
appear.

10.1.6 User Settings and Controls, User Symbols

User settings, controls, and symbols are generated at one MFD and depending on their type
kept locally or distributed system-wide via network. Examples are as follows:
 Dimming can be set locally or system wide depending on the user parameter “take part
in system wide dimming”.
 Sensor selections are done at one MFD and distributed system wide. All MFDs will switch
over to the same sensor.
 Transceiver selections are done for one MFD and kept local. Another MFD may select
another transceiver. If master mode is activated at one MFD for a specific transceiver,
other MFDs are set to slave mode.
 ECDIS alerts are set locally for the actually used MFD.
 User symbols like beacons, position fixes, danger areas, man-over-board, etc. are set
locally and updated periodically on each MFD in a time frame of some 10 seconds.

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Operating Instructions 10. Data Exchange within INS

10.1.7 AIS Data

AIS data are received by the five channel serial sensor interface. The message protocol
applied is according to IEC 61162-1 equiv. NMEA 0183. The sensor interface is checking
messages for correct header and check-sum. Incomplete and wrong messages are
discarded. Correct messages are marked with the channel number and distributed
throughout the network to all MFDs.
All MFDs are displaying the received target data in ECDIS and RADAR as ship symbols and
in the target list. If the AIS system is failing, an alarm message is distributed by one MFD
(master station) to all others in the network. If this master station fails, another one is
taking over the master function.
If the AIS unit fails, the user can activate an optional back-up AIS unit which is typically part
of the Safe-Return-to-Port bridge (SRtP).

10.1.8 NAVTEX Data

NAVTEX data are received by the five channel serial sensor interface. The message protocol
applied is according to IEC61162-1 equiv. NMEA 0183. The sensor interface is checking
messages for correct header and check-sum. Incomplete and wrong messages are
discarded. Correct messages are marked with the channel number and distributed
throughout the network to all MFDs.
All MFDs are displaying the received NAVTEX messages. If the NAVTEX system is failing, an
alarm message is distributed by one MFD (master station). If this master station fails,
another one is taking over the master function.

10.1.9 Engine and Automation Data and Commands

Engine and automation data are received by the field
modules of the automation system and distributed
throughout the automation network. The automation
network is linked by switches to the navigation network.
The traffic between the two networks is limited to the
required data for visualizing the status of automation
components like pumps, motors, valves, etc. and for
sending commands to these components. The occupied
data rate is, compared to the radar video, very low.
Engine and automation data which have passed the link
between the two networks, are received by all MFDs and
used for i.e. the CONNING application to indicate engine
rev, propeller rev, status of clutches, generators, rudder
etc.

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10. Data Exchange within INS Operating Instructions

10.2 The Timing of Sensor Data

10.2.1 Data Latency
As far as latency is concerned, the Platinum INS is an integrated system with a straight
signal flow.
Sensor data are received by the sensor interface, and distributed directly through the
network to all MFDs. Each MFD is receiving the sensor data without any additional latency.
When entering the MFD, sensor data are time stamped, and directly processed by the instru-
ment system (CCRS) without any further latency.

10.2.2 Data Time-out

The handling of navigation sensor data in a navigation system is a real time related task.
Update rates of up to 1 Hz (10 Hz for new devices, 50 Hz for the gyro) have to be
supported. Interpolation, dead reckoning, CCRP correction, and datum conversion have to
be processed in real time (see 390008504 TM Platinum IEC Interface for content of
messages like $--GNS).
Position
Different IEC 61162 sentences have to be considered, for the position the following
sentences are processed: $--GNS; $--GGA; $--GLL; $--RMC. The order of the above list is
the priority of processing. This means, if a GNS message is available, the GGA, GLL, and
RMC messages are ignored. The priority handling is time-out controlled. If i.e. the GNS
messages are not received for 5 sec, the instrument system is searching for lower prioritized
messages, first for GGA, and than for the others.
Finally, if no valid positions are received, a position time out alarm is generated after 15 sec.
If no DTM (reference datum for position, satellite systems use WGS84) sentences are
received, a warning is given after 120 sec and the standard WGS84 datum is applied.
Speed Over Ground
VBW and VTG sentences are processed. If no valid VBW messages are received, the instru-
ment system is searching for VTG messages. If no valid positions are received, a SOG/COG
time out alarm is generated after 15 sec.
Speed Through Water
BW and VHW sentences are processed. If VBW messages are received, the instrument
system is discarding VHW messages. If no valid speeds are received, a STW time out alarm
is generated after 15 sec.
Heading
THS and HDT sentences are processed with priority on THS. If no valid headings are
received, a time out alarm is generated after 3 sec.
Depth, Wind, Draught, and Heel
The same applies to depth (DPT, DBT), wind (MWV, MWD), draught, and heel. If sentences
in bold are received, the second ones are discarded. If no valid sentences are received, a
time out alarm is generated after 15 sec.
ROT
The rate of turn information can be derived from three different sources, first from gyro as
a ROT message (not always available), second calculated from heading message by using
advanced filtering methods (250 ms update rate), and third calculated for track control
(different filter applied). If ROT from gyro is available, it is applied with highest priority. The
time-out is the same as for heading.

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Operating Instructions 10. Data Exchange within INS

10.3 The Integrity Monitoring of Sensor Data

If a second and independent sensor is available for one type of navigation data (i.e. position,
or speed,...), an additional sensor monitoring can be activated.
The main sensor is monitored by comparing its data with the selected secondary sensor.
Limit values can be set by the user.
If the secondary sensor is not available or is showing a large deviation from the primary
sensor, a warning is given. In addition this new status is indicated next to the sensor data
field with a yellow symbol similar to the caution symbol as used for alerts. The same yellow
symbol appears, if the monitoring for this sensor is switched off by the user.
Please refer to the main chapter GENERAL FUNCTIONS on page 148 for more details.

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10. Data Exchange within INS Operating Instructions

10.4 Dataflow Diagram

Sensor Data

Checks based on validity,

Open the Validity Check status, and mode flags from
tooltip for Plausibility Check sensors and integrity status and
sensor raw data expected errors of sensors
by moving the
cursor over the Corrections to each sensor
list of sensors time correction
signal added
spatial correction
error correction

Consistent Consistent Common Refer-

Common ence for all sensors estab-
lished

Most suitable sensors selected

Sensor for system wide data distribu-
Selector tion (manually or automatically)
Ship Data Base
vessel parameter
reference parameter System data distributed to all
sensor data System functions within MFD (Radar,
chart data Data ECDIS) and within INS and to
route data external equipment

User set limits

Secondary sensor for deviation
for comparison with between
Primary (selected) primary sensor sensors
sensor for compar-
ison with secondary
sensor
Integrity
Monitoring
Status flag as a result of
integrity monitoring
controls the error indication

Fig. IV-42 Data Flow Diagram

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Operating Instructions 10. Data Exchange within INS

10.5 Common Functions for Applications

The table below gives an overview about the common NACOS Platinum functions which are
used in the RADAR and ECDIS applications and which can form a RADARPILOT, an
ECDISPILOT, or a MULTIPILOT. Machinery is listed as well with alarm handling only. The
main differences are as follows:
 RADARPILOT: Basic radar functions incl. ARPA and AIS targets, no chart functions
 ECDISPILOT: Chart functions in full color, ARPA and AIS targets on top
 MULTIPILOT: Radar and Chart functions with ARPA and AIS targets

Table IV-19 Common Functions for Applications

Function tested against Task RADAR ECDIS MULTI Machi-

PILOT PILOT PILOT nery
Navigation sensor IEC 61162 plot own ship with x* x x
management IEC 62388/ Ch13 vectors/ trails
Stabilizx display IEC 62388/ Ch9 display traffic scenario, x x x
HU, north
Navigation tools IEC 62388/ Ch8 provide EBL, VRM, (and x x x
LOP)*
Process radar video IEC 62388 / display raw radar video x x x
Ch5,6
Target handling IEC 62388/ Ch10 display ARPA and AIS x x x
targets
Display chart IEC 62388/ Ch11 display buoys, beacons, x x
objects etc.
Display basic IEC 61174 display land and water x x
chart areas areas
Display user IEC 62388/ Ch8 display user set x x x
symbols (maps) beacons, lines, etc.
CCRS IEC 62388/ Ch7 relate all nav. data to x x x
single ref. point
Alarm management IEC 62388/ Ch15 process alarms on 3 x x x x
levels
Route planning IEC 61174 provide waypoint editor x x x
with control
Chart monitoring IEC 61174 check passage against x x
chart depth
Chart maintenance IEC 61174 update chart informa- x x
tion
Conning IEC 62288 show navigation instru- x x x
ments
Track control IEC 62065 controls ship on pre- x x x
planned route
MFD hardware IEC 60945 monitor; operating x x x x
device; processor

* x = common function in use

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10. Data Exchange within INS Operating Instructions

10.6 Alert Related Communication

10.6.1 Introduction
The Platinum NAVIGATION System is supplied with integrated Central Alert Manage-
ment, in short CAM.
 The full function set according to the BAM standard is available from SW version
2.1.16 onwards.
Each workstation configured as CONNINGPILOT, ECDISPILOT, RADARPILOT or MULTIPILOT
has its own instance of the CAM system. All workstations together are forming one CAM,
integrated into Platinum.
If one workstation fails, the other ones will take over. Each workstation provides a small
CAM user interface with 3 to 6 entries at one time in the alert list. In addition a CAM user
interface with full view of the alert list (>20 entries) is available from Super Home or from
CONNING on all workstations with CONNING application. Each CAM user interface provides
scroll buttons for scanning through the full alert list. Operating of alerts is the same for both
views. More information about types of alerts and handling can be found on page 758.
This chapter deals with the alert related communication between external sensors or subsys-
tems and the integrated CAM system. It is implemented according to the Bridge Alert
Management standard IEC 62923 (BAM).
The internal communication, e.g. between ECDIS, Radar or CONNING and the CAM is based
on proprietary messages and does not follow the BAM standard.

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Operating Instructions 10. Data Exchange within INS

10.6.2 Example: Alert Communication with Gyro System

Fig. IV-43 Alert Communication with Gyro System

Gyro Subsystem to CAM:

Transmits every 30 sec the cyclic alert list (ALC) with an overview of all alerts to the CAM.
Transmits in case of an alert state change an individual alert using ALF message.
Transmits on request the latest alert state change if it receives an ACN command.
CAM to Gyro Subsystem:
Transmits an alert request (ACN) if the latest alert (ALF) does not match the list (ALC).
Note: The gyro Subsystem uses a revision counter to control alert state changes. If the alert
list comes along with a later revision for an individual alert compared to the alert message,
something is lost and the latest state is requested again by the ACN command.

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SYSTEM DESCRIPTION NAVIGATION SYSTEM Platinum
10. Data Exchange within INS Operating Instructions

10.6.3 Alert Messages in Detail (ALC, ALF)

Each external device provides cyclically an overview about the actual state of its alerts (alert
list). This list is reported with an ALC message (see also 390008504 TM Platinum IEC Inter-
face for all messages used by the Platinum system).
In addition it transmits individual alert information using an ALF message. If the state of
the alert changes, the ALF message is updated.
Alert List - ALC Message
The alert list provides condensed alert information. It contains the identifying data for each
present alert of one certain source/device so that the receiver (here the CAM) can under-
stand which alerts have been missed and can request a retransmission of the individual alert
information.
The alert list is transmitted cyclically at least every 30 s by each alert generating device. The
cyclic alert list transmission does never stop. When all alerts are in normal state the cyclic
alert list is empty, i.e. the number of alert entries is 0. The length of the alert list message
is varying with the number of alerts (number of list entries). In cases where the needed
number of entries exceeds the permitted sentence length the number of sentences is
increased.
The external device maintains a Revision counter for each individual alert. Each change
of alert data leads to an increment of the revision counter. So the CAM only needs to check
the alert entries in the ALC messages to ensure that no ALF message has been lost. In the
case where an ALF message has been lost, the missing message can be requested by
sending a request alert command (ACN – Alert command).
Alert State - ALF Message
This message is used to report an alert condition and the alert state of a device. An ALF
message is published for an alert each time the alert information in this sentence changes
and on alert request.
To transmit additional alert description text optionally a second ALF sentence may be trans-
mitted.
The ALF message contains alert text, alert identifier, alert instance from 1 to 999999, manu-
facturer code, alert state, alert priority, alert category A, B or C (see also page 766), time
of last change, sequential message identifier 0 to 9, sentence number 1 to 2, escalation
counter 0 to 9 (see also page 774), revision counter 1 to 99 (see above), and total number
of ALF sentences for this message 1 to 2.

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Operating Instructions 10. Data Exchange within INS

10.6.4 Further Alert Messages in Detail (ACN, ARC, HBT)

Alert Command - ACN Message
This message is used for acknowledge and silence of received alert messages (ALF). Further
on it is used to request repeat of alert details in case the reception process has detected,
based on ALC, that ALF might be missing. This message cannot be queried, it contains:
 Release time of the alert command (optional for VDR purposes)
 Manufacturer mnemonic code (for proprietary alerts only, otherwise zero)
 Alert Identifier (unique number within alert source, identifies type of alert e.g. lost target)
 Alert Instance, 1 to 999999 (identifies single alert system wide even if its status changes)
 Alert command (acknowledge (A), request/repeat (Q), transfer (O), silence (S))
 Sentence status flag (always C for command)

ARC – Alert Command Refused

This sentence is used for Category A or C alerts, for which it is illegal to accept acknowledge
or responsibility transfer, e.g. because not enough information for decision support is avail-
able or the source of acknowledgment is not acceptable. Note that in a properly working
system such attempts should not happen.
Further-on it is used for Category B alerts, if the source of acknowledge is not acceptable.
This message contains:
 Release time of the alert command refused (optional for VDR purposes)
 Manufacturer mnemonic code (for proprietary alerts only, otherwise zero)
 Alert Identifier (unique number within alert source, identifies type of alert e.g. lost target)
 Alert Instance, 1 to 999999 (identifies single alert system wide even if its status changes)
 Refused alert command (acknowledge (A), request/repeat info (Q), responsibility transfer
(O), silence: (S)).

HBT - Heartbeat Supervision

This message indicates that equipment is operating normally, or can be used for supervision
of a connection between two units. The sentence is transmitted at regular intervals as spec-
ified in the sentence. The repeat interval may be used by the receiving unit to set the time-
out value for the connection supervision.

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 NAVIGATION SYSTEM Platinum
10. Data Exchange within INS Operating Instructions

10.6.5 Alert Communication with Legacy Alert Sources

Legacy alert sources are sensors or subsystems which do not provide the new alert commu-
nication according to the BAM standard. They can be found on existing installations on-
board where the bridge is upgraded with a CAM but existing sensors and subsystems
remain.
Two types of legacy alert sources can be distinguished:
1. Device reporting an alert by a relay contact - this device can not receive any
acknowledgment from the CAM, the interface has to be configured during system
commissioning by selecting the relay function, no further input is required;
2. Device reporting an alert with legacy ALR message - the CAM acknowledges with
ACK message, the interface has to be configured during system commissioning by
selecting the “BAM - Bridge Alert Management” entry, no further input is required, the
CAM system switches automatically from BAM compliant communication with ALC/ALF
messages to legacy communication if no ALC message with the alert list is received.
The Platinum NAVIGATION System generates automatically a converted alert for each
configured legacy alert. The following parameters are set automatically for each converted
alert:
 alert identifier
 alert instance
 alert title
 alert description text
 priority of alert - emergency alarm, alarm, warning or caution
 category of alert - A, B or C
 warning escalation time and method
 responsibility transfer is not supported by the Platinum NAVIGATION System

The operational consequences on the presentation of alerts at the legacy alert source due
to the conversion are as follows:
Legacy Device reporting an alert by a relay contact:
Due to the missing feedback link from CAM to alerting device this device has no information
that an alert has been acknowledged by the operator. A possible local audible alert signal
has to be acknowledged manually at the alert source unless it is inhibited by configuration.
Please make yourself aware in advance about the individual installation on your vessel.
Legacy Device reporting an alert with former ALR message:
The feedback link is established by the ACK message, the operator can acknowledge the
alert and the alerting device can switch off a possible local audible alert automatically. There
is no action from the operator required.

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Operating Instructions 10. Data Exchange within INS

10.6.6 Legacy Alert Messages in Detail

ACK - Acknowledge Alarm
This message is used by the CAM to acknowledge an alarm condition reported by a legacy
alert source.
The message contains the local alarm number (identifier xxx) as received from the legacy
alert source via the ALR message.
The ACK message is regularly connected to those alarms reported on the same communi-
cation port of a device.
ALR - Set Alarm state
This message reports the local alarm condition and status. It is used to report an alarm
condition of the legacy device to the CAM and the current state of acknowledgment. The
message comprises:
 Alarms description text
 Alarms acknowledge state (acknowledged, unacknowledged)
 Alarm condition (threshold exceeded, not exceeded)
 Unique alarm number (identifier) at alarm source (xxx)
 Time of alarm condition change, UTC
Alarms reported by the ALR message can be acknowledged using the ACK message on the
same serial input port.

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 NAVIGATION SYSTEM Platinum
11. Proven System Layouts Operating Instructions

11. Proven System Layouts

As shown in the previous chapters the minimum system layout for INS approval according
to MED is based on three workstations with four monitors (MFDs). For some applications.
i.e. the additional class notations DNV NAUT(OC) and NAUT(AW), further workstations are
required.

11.1 Layout for Add. Class Notations NAUT(OC) and

NAUT(OSV)
Below a layout with five/six MFDs is shown, it complies with the additional class notations
DNV NAUT(OC) and NAUT(OSV).

Integrated Navigation System

Antenna Unit TX1 Antenna Unit TX2
NAUT OCICS)
& optional Planning WS

MFD 5 Route Mon. MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface
MFD 6 Voyage Plan.*

VDR
Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX

* MFD 6 for Voyage Planning is required for ships engaged in worldwide trade

Fig. IV-44 Layout for Add. Class Notations NAUT(OC) and NAUT(OSV)

The above layout complies with DNV-RU-SHIP Pt.6, Ch.3, Sec.3

The integrated navigation system shall comprise minimum five multi-function-displays
(MFDs) with sufficiently redundant processing units capable of supporting the
following applications:
- RADAR, ECDIS, CONNING, BAMS
MFD 3 is using the processing unit of MFD 1 and in case of failure that one of MFD 2.
MFD 6 is required for voyage planning on ships engaged in worldwide trade.

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Operating Instructions 11. Proven System Layouts

11.2 Layout for Additional Class Notation NAUT(AW)

Below in the upper part the same layout as shown on the previous page is used. It is
extended by two further MFDs at each docking station. So if a docking station is designed
on each side of the vessel, port and starboard, four MFDs are added to the layout on the
previous page.

Integrated Navigation System

Antenna Unit TX1 Antenna Unit TX2
NAUT AWICS)
& optional Planning WS

MFD 5 Route Mon. MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 TP Interface Sensor Interface 2

MFD 6 Voyage Plan.*

VDR
Vessel

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX

* MFD 6 for Voyage Planning is required

for ships engaged in worldwide trade

Docking Station - Port Docking Station - Starboard

MFD 7 Conning MFD 8 ECDIS/Radar MFD 9 Conning MFD 10 ECDIS/Radar

Fig. IV-45 Layout for Additional Class Notation NAUT(AW)

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 NAVIGATION SYSTEM Platinum
12. KVM Matrix (optional) Operating Instructions

12. KVM Matrix (optional)

12.1 Overview of KVM Matrix

The optional Keyboard-Video-Mouse Matrix connects the video input of the Platinum Display
Units to different Platinum Display Electronics and/or any other 3rd party computers
depending on the actual bridge task. Here a digital KVM Matrix System from G&D is used.
The default setting is any monitor can be connected to any computer. A programmable
controller provides pre-defined settings of the matrix for different nautical and bridge tasks.
A typical use case is a dredger vessel with
two different operating modes:
 SAILING - the monitors at the navigation
desk are connected to Platinum
RADARPILOT and/or MULTIPILOT
computer
 DREDGING - the monitors at the naviga-
tion desk are connected to other
computers with dredging applications
Another use case is a large yacht with
various bridge tasks:
 SAILING - the monitors at the navigation
desk are connected to Platinum
RADARPILOT and/or MULTIPILOT
computer
 MOORING- the monitors at the navigation
desk are connected to other computers
with camera or office applications
If required by the approval authority some of the monitors at the navigation desk have to
be blocked against use of non-nautical tasks (office). This depends on the operating profile
of a vessel. A cutter dredger for example moves by means of the anchor chain during
dredging and is not sailing. Here all the navigation desk monitors can be used otherwise. A
sucker dredger moves by means of its propeller and is sailing. Some of the navigation moni-
tors may be blocked. The use and the minimum required number of monitors has to be
documented in the bridge procedures.
Blocking is achieved by configuration of the matrix controller. But in any case the user has
to check and ensure that the minimum number of Platinum applications are activated during
sailing.

WARNING
In sailing mode check and ensure that the necessary Platinum applications
for MULTIPILOT or RADARPILOT, ECDISPILOT and CONNING have been
switched to the monitors at the navigation desk. Please follow the bridge
procedures for the required settings. These are individual for each vessel.

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Operating Instructions 12. KVM Matrix (optional)

12.2 Application Example for KVM Matrix

The system diagram below shows a Platinum navigation bridge, where the Platinum moni-
tors have been connected to the corresponding Platinum computers by a KVM Matrix System
from Guntermann & Drunck.
The keyboard (USB), video (DVI), and mouse (USB) signals of each Platinum computer are
converted by a G&D computer module DVI-CPU(-UC) into Ethernet packages. They are fed
into a matrix with 64 channels (CCC64) or with 16 channels (CCC16) The cable length can
be up to 100 m. The matrix switches the connection to the desired monitor and provides an
Ethernet signal at its output. Again a cable of up to 100 m is applicable. At the monitor a
G&D console module DVI-CON(-2) converts back into USB and DVI for the monitor and input
devices. The matrix connections are selected by the user via pushbuttons which are moni-
tored by a HK-20 controller.

Fig. IV-46 Application Example for KVM Matrix

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 NAVIGATION SYSTEM Platinum
12. KVM Matrix (optional) Operating Instructions

12.3 Back-up Operation of KVM Matrix

Special consideration has been given to the back-up configuration. If the main matrix fails,
the user switches by a selector switch to the back-up matrix with 16 channels for the most
important navigation monitors. If both matrix system fail, the user can re-connect manually
the KVM signals via manually plugged cables into a separate KVM Extender line with Vein-
land or other KVM extender modules.
If the main matrix KVM 1 fails, all monitors are dark. In this case
use the KVM selector switch to continue operation with the back-
up matrix KVM 2. This matrix has 16 channels only and some of
the dredging application max not be available. But all navigation
monitors are in operation.
If the back-up matrix fails during operation with the main matrix
nothing will happen but the user will receive a caution message
in the Platinum alarm list.

If both matrix systems fail all monitors are black and the user has to re-direct the KVM
signals manually by re-plugging the DVI and USB cables on the computer side as well as on
the monitor side to a second back-up system with direct link via KVM Extender.
The user will receive a warning message in
the Platinum alarm list and if not visible at
this moment, in the bridge panels (see
photo to the right).
Please have a look to the special instruc-
tions provided on a small card close to the
Platinum monitors and the Platinum
computers.

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GENERAL FUNCTIONS
GENERAL FUNCTIONS NAVIGATION SYSTEM Platinum
1. The Consistent Common Reference System (CCRS) Operating Instructions

1. The Consistent Common Reference System

(CCRS)
This navigation system is designed as a Consistent Common Reference System (CCRS). It
references all horizontal measurements such as target range, bearing, relative course, rela-
tive speed, closest point of approach (CPA) or time to closest point of approach (TCPA) to
one single point on-board, the Consistent Common Reference Point (CCRP), typically the
conning position of the bridge.
The offset between the installation location of a navigation sensor i.e. for position, speed,
or heading and the CCRP is compensated by the Platinum NAVIGATION System system 1) .
The CCRP can be selected by the user, the default setting is the conning position 2) . The rela-
tions are shown in the following two diagrams.

Measurements relative to
the Conning Position
(CCRP = Conning)

The chart monitoring func-

tion of the ECDIS sub-
system is done for the
Track Control or for the
Conning Position depending
on the user set reference
REF, i.e. the guard sector
(also called look-ahead
sector) starts at the bow of
the ship or at the bridge.
Length and width of the
sector can be adjusted in
the ECDIS application.

Fig. V-1 CCRP on ECDIS

For measurements relative to the own ship (EBL, VRM, Cursor, target data) on the Platinum
NAVIGATION System the Conning Position is used normally. In contrast to a RADAR system,
where the reference may also be the position of the radar antenna, in a stand-alone ECDIS
no alternative reference position than the Track Control position can be selected by the
operator.

1) If a RADAR application is installed, the offset between a radar antenna position and the CCRP is
compensated as well. If multiple antennas are installed, there is a provision for applying different
position offsets for each antenna in the radar system. The offsets are applied automatically when
any radar sensor is selected

2)
For comparison with radar it can be set to the just selected radar antenna.

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Operating Instructions 2. Graphical User Interface and Super Home

2. Graphical User Interface and Super Home

Super Home is the first screen that is displayed on screen after start-up of the MFD. Super
Home will help you in quickly starting the main applications, and provide help in finding
specific functions through the home pages of the individual applications. When you are
working with the system, you can return to Super Home by using the Super Home shortcut
in the main menu or the button in the bottom menu bar:
Super Home provides links to:
 All main applications´ start pages: RADAR, ECDIS monitoring, ECDIS planning, Conning
and Machinery / Automation
 Secondary applications like AIS, Autopilot, Maintenance and possibly third party applica-
tions
 Documents that help you getting started.
Super Home has a title bar and menu bar, for details see page 133.
Clicking on the Super Home button in the bottom menu bar will open the Super Home page
regardless of the current active application.

Fig. V-2 Super Home Page

The top row of applications of the Super Home page displays the main or primary applica-
tions that are installed in the system, in the example: RADAR, ECDIS, Machinery, and
Conning. The thumbnail pictures of the applications are click-able and will link to the respec-
tive application. For example, if you click on the RADAR thumbnail, this will open the RADAR
application.
The first link below the thumbnail of a main application is the link to the start page of the
application. Additional links will lead you to important functions in the applications. The
second line of thumbnails contains shortcuts to groups of functionality that are considered
a logical group or additional application.
For familiarization with the product, it is possible to select from the quick-links:
Take the Tour opens a presentation with a short introduction into the operating.
Read Documentation opens a PDF viewer with this manual.

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GENERAL FUNCTIONS NAVIGATION SYSTEM Platinum
2. Graphical User Interface and Super Home Operating Instructions

2.1 Application Screen Layout

Each application comprises two main areas: the sidebar and the application area.
The sidebar on the left provides access to details and functions of the applications.
The application area located on the right shows the main window of the active application,
i.e. the ECDIS chart or a RADAR indicator.

Title Bar

Navigation Sidebar

Application Area

Tools Sidebar

Menu Bar

Fig. V-3 General Screen Layout of the Platinum NAVIGATION System

The general screen layout, especially the size of the different areas, may vary between the
different available applications.

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NAVIGATION SYSTEM Platinum GENERAL FUNCTIONS
Operating Instructions 3. Title Bar

3. Title Bar
The title bar provides information and functions which are permanently available in the
system.

Fig. V-4 NACOS Title Bar

The figure above shows an example of the title bar from Super Home page. If one applica-
tion is already active, either Radar, ECDIS, Conning or AUTOMATION is inserted instead of
NACOS. The information and functions provided are explained in the following.

3.1 Dimming
You can use the moon and sun buttons in the top left corner of the title bar to change the
dimming of the screen. Alternatively you can use the keys on the console or the appropriate
entry in the menu.
When the screen is hardly readable due to changing light conditions, you can increase
dimming by pressing stepwise all three mouse buttons at the same time. On touch monitors
just press with your finger to the most top left corner of the screen for at least 3 sec until
you can read the screen again.
Five different color & brightness schemes are available for different ambient light condi-
tions. The back-light brightness is toggled between 20%, 35%, 60%, 80% and 100%, the
color set is toggled between day, dusk and night. The brightness of the monitor does not
change stepwise, in fact it changes smoothly from the previous setting to the actual desired
value.

Fig. V-5 Color & Brightness Settings

You can also individually adjust the back-light brightness of the screen. In this case the color
set is not affected. If you press the MORE key (right-click) on the sun or moon button the
Dimming menu is opened. To adjust the settings, click on the right or left of the slider or
drag the slider. The new value is shown on the right and the screen’s settings are adjusted
accordingly.
 The use of the dimming controls may inhibit visibility of information, particularly when
using the night color tables!
 There are no knobs or other controls on the monitor(s) to adjust the dimming.

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3. Title Bar Operating Instructions

3.1.1 Central dimming function

Click with MORE (right-mouse click) on the sun or moon
symbol to open the Dimming menu and check the box
for Take part in central dimming.
Now the function is as follows:
If the dimming is changed by a click to the sun or moon
symbol at one MFD (workstation), all MFD in the same
dimming group will take part. The dimming group is
configured during commissioning, typically groups are
main bridge, starboard wing, or port-side wing.
Changing the brightness only with the slider has no
effect on other MFD (workstations) independent from
the central dimming setting.
If the central dimming box is not checked, dimming is adjusted only individually for this MFD
on all monitors connected to this MFD (MAIN plus CONNING).

DATAPILOT monitors are typically

installed under the bridge ceiling and
take part in central dimming as well but
have no own controls for dimming. They
just follow the MFD in the same
dimming group.
DATAPILOTS can be set only to the five
pre-defined color & brightness settings
with 20% back-light in minimum. They
can be further dimmed down to 5%
with an optional external HW button
connected to the monitor.

BRIDGEPILOT monitors are typically

installed at the armrest and take part in
central dimming too and in addition can
be controlled by buttons for DAY, DUSK
and NIGHT and by a slider, all from the
Home page.
Further-on they have HW buttons at the
back where dimming can be controlled
independently in about 45 steps from
full back-light to off. Control is either by
Platinum or by HW buttons. Press the
minus button at the back for five
seconds to switch to HW control. Press
again to switch back to SW control.

 For software version 2.1.26 and above, it is possible to set an individual brightness for
BRIDGEPILOT and DATAPILOT displays. See page 756.

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NAVIGATION SYSTEM Platinum GENERAL FUNCTIONS
Operating Instructions 3. Title Bar

Remote Dimming: An MFD may be configured during commissioning to broadcast its

dimming level to dedicated remote devices like universal data displays.
The dimming level is coded in four steps (day, dusk, night, off) and is transferred via NMEA
message DDC on a serial line (see 390008502 TM Platinum IEC Interface). Once configured
this function has to be switched on and off at the remote device.

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GENERAL FUNCTIONS NAVIGATION SYSTEM Platinum
3. Title Bar Operating Instructions

3.2 Date and Time

Both date and tme are displayed permanently in the title bar:
Click here to change
date and time

Fig. V-6 Date and Time Display

A yellow caution symbol (see 3.2.1 on next page) indicates that external synchronization of
system time is not available – so that system time is running on the internal clock in the
time-master DPU.
Once the external time source becomes available again, i.e. from received ZDA sentence of
GPS receiver, the time is adjusted accordingly, and the yellow symbol disappears. In that
case no user setting of time and date are possible. The same applies for system layouts
where the time is received from a central time server system (see next chapter).
 If your system has been configured during installation for internal time only, the
yellow symbol will not appear. To set Date/Time if the GPS time is missing, click to
the right of the time indication (see red arrow in above screen shot), a dialog window
opens.
Click to the time indication in the title bar to
open the Date and Time menu. The operation
of the controls is explained further down.
Click on Close to leave the dialog.
Note:
The Date/Time setting is synchronized
system-wide; settings made on one Platinum
NAVIGATION System workstation are also
available on all other connected stations.
Select Time Source
Click to the corresponding entry in both
versions and select the desired source which
is either the Internal Clock of the master
sensor interface (DPU) or external Time
Sensor 1 or 2, typically a satellite navigation
receiver but also a ships central master clock.
Change Date or Time
Click to the corresponding entry in both
versions and set the desired date and time. Editing is possible only if Internal Clock is
selected as a time source.
Change Time Zone
Click to the corresponding entry in both versions and set the desired local time zone. Setting
is possible at any time. The setting is for the display of the local workstation only.

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NAVIGATION SYSTEM Platinum GENERAL FUNCTIONS
Operating Instructions 3. Title Bar

3.2.1 Set Time Zone

System-wide the time is
referenced to UTC.
The display of the time at an
individual MFD can be set by
the user either to UTC or to
local time (LT) which may be
the time of any time zone or
the ships time.
Click to the local time button in
the Display line.
Click to the small arrow in the
Time Zone line.
Enter a positive or negative
difference to UTC, here minus 1
hour, and close the menu. The
time display in the top line is
adjusted accordingly. It shows
06:41 whereas UTC is 05:41.

3.2.2 Time Integrity Monitoring

If external time sensors have been configured
a time monitoring function is available.
It compares Time Sensor 1 & 2 against the
actually used time source, here the Internal
Clock (as displayed in title line) and displays
the result in seconds.
If now Time Sensor 1 is selected as the new
Time Source, the Accept button for Time
Sensor 1 is enabled and a warning is given
(difference of 21 sec > limit of 10 sec).
If the user decides to accept this difference
despite the warning, he has to click on the
Accept button and the time system will
switch to the selected sensor, otherwise it will
continue with Internal Clock.
The warning is displayed in addition in the
Platinum alarm system (new design only):

3.2.3 External Time Source with NTP Protocol (optional)

If a ship’s master clock is used as a time source, the Network Time Protocol (NTP) can be
applied instead of the ZDA message from satellite receiver and a firewall is inserted between
time server and Platinum network.
Operation is as described above.

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4. Alive Indication Operating Instructions

4. Alive Indication
There are different possibilities available to verify the alive status of the PC which are listed
and explained below. In general, if the Platinum application is blocked, the MFD or the PC
are automatically started again (see also page 32). This could happen in case of any iden-
tified abnormality, i.e. input of undefined data from a third party system.

The Time Display

The system provides feedback that it is still active and operating, i.e. alive. This is specifi-
cally indicated in the title bar by the seconds changing in the time display.
If picture freeze occurs, all data on the screen as well as the display of the seconds will be
frozen, so that the operator is able to notice this fault.

The Cursor and the Application

Picture freeze caused by the computer or the graphics adapter of the PC can also be recog-
nized by the fact that moving the trackball or the mouse does no longer change the cursor
position on the screen.
If the computer or its application software has a severe fault it can also happen that the
cursor is still moving but a click on any menu button is no longer working correctly.

The Monitor
A green LED at the back of the monitor indicates the running connection to the PC
computer. If the connection is lost or disturbed, or the display has been switched off, the
LED will stay green but start flashing once per second and the screen will normally become
dark. If the LED changes to orange the monitor is in stand-by mode waiting for sync signal,
red indicates the switched off status. The LED will flash red in case of excessive tempera-
tures.

The Panel PC
The Panel PC combines monitor and PC in one system. Therefore the status of the LED is
slightly different. A green LED at the back of the monitor indicates the running PC. If the
LED changes to orange the monitor is in standby mode waiting for the correct full resolution
sync signal from the internal PC, red indicates the starting sequence where the PC is just
loading the BIOS. The LED will flash red in case of excessive temperatures. If the display
has been temporarily switched off by the user or the Panel PC has been switched off, the
LED is off as well.

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Operating Instructions 5. The Navigation Sidebar

5. The Navigation Sidebar

As mentioned before, the screen is divided into the application area and the sidebar.

Navigation
sidebar

Fig. V-7 The Navigation Sidebar 1)

The sidebar itself is divided into the Navigation Sidebar and the Tools Sidebar.
The Navigation Sidebar contains the navigation data controls and indicators.
The Tools Sidebar provides menus for tools.
The elements are grouped. In the following chapters, each group of the Navigation Sidebar
will be described separately.

1)
Later SW versions coming along with slightly different graphical design

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6. Display Group with Orientation, Range and Stabilization Operating Instructions

6. Display Group with Orientation, Range and

Stabilization
This group affects the general settings of Screen stabilization
the application area:

- the screen orientation (North-up,

Head-up,...)
- the movement of the own ship on
the screen
In ECDIS only
- the display range and the range
rings
- the CCRP, i.e. the reference point on your ship used for calculation of the system data
like COG, SOG, CTW, STW and position and for calculation of the ship-relative data like
bearing and distance of EBL and VRM and the cursor in the application area.
Details can be found in the subsequent chapters.

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Operating Instructions 6. Display Group with Orientation, Range and Stabilization

6.1 Orientation
Displays a radar video or chart picture in four different ways:
- Head-Up: The heading of own ship points upwards, the radar
video or chart picture is moving with the yawing of the ship.
The bearing scale is fixed showing the relative bearing to bow
(the standard mode for radar operation as known from the
very first days of radar usage on-board).
- North-Up: Geographic north points upwards, the radar video
or chart picture is stabilized with the gyro heading
- Course-Up: The course which exists at the instant of switch-
on or re-orientation of this mode points upwards, the radar
video or chart picture is thereafter stabilized with the gyro heading. In Course-Up Mode
a click with MORE on the Course-Up indicator takes over the current heading as the
new reference heading.
- Head Stab (was Head Up with gyro before): The heading of own ship points
upwards, the radar video or chart picture is moving with the yawing of the ship. The
bearing scale is stabilized with the gyro signal showing the true bearing 1) .

 After switch-over and re-orientation, the target trails are not influenced; they remain
visible in the new mode.
 Selection of Head-Up automatically switches back the ECDIS to Monitoring mode
because the Planning or Browse mode is only supported in North-Up and Course-Up
orientation.

Head Stab Head Up North Up

(Head Up, stabilized) (Head Up, not stabilized) (North Up, stabilized)

Fig. V-8 Head Stab, Head Up and North Up Orientation

1) The definitions for Head Stab and Head Up are following the Edition 2 of the IEC radar standard
62388.

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6. Display Group with Orientation, Range and Stabilization Operating Instructions

6.2 Range
The display range can be chosen from a selection of ten nautical
ranges (PPI radius between 0.25 NM and 96 NM) and two docking
ranges (PPI radius 250 m and 500 m).
 In the nautical range and also in the docking ranges, all
distances are stated in NM and all speeds in kn.
 If the range selection is done by means of the radar keyboard,
the ranges are selected stepwise (up or down).
 If instead of ENC an ARCS chart has been selected by the user,
the range indication is given by the available scales of the
installed ARCS charts and displayed i.e. like 1 : 75.000

The display range can be controlled also by the range control buttons
in the bottom left corner of the radar or chart application. Click to the
plus or minus button to range up or range down. Click to the buttons
with left mouse or trackball button or in touch mode use your finger tip.

In addition the Range can be set by means of the up- and down-buttons
of an optional radar keyboard.

RANGE

6.3 Rings
Fixed range rings can be displayed. Range rings are concentric circles with the reference
position as their center 1) , and are situated at equal distances from one another.
Depending on the selected range, the radii of the rings and the distances between them are
different:

Table V-1 Range Rings

Range 250m 500m 0,25NM 0,5NM 0,75NM 1,5NM 3NM 6NM 12NM 24NM 48NM 96NM
Distance 50m 100m 0,05NM 0,1NM 0,25NM 0,25NM 0,5NM 1,0NM 2NM 4NM 8NM 16NM
Ring

1)
For reference position see page 130

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Operating Instructions 6. Display Group with Orientation, Range and Stabilization

6.4 REF - Reference for CCRS

The Reference Position for all nautical tasks carried out by the user
on his Platinum NAVIGATION System workstation is fixed to the
CCRP (conning) and the Track position at the bow. For radar appli-
cations the Radar position is added in the selection list.

6.5 Screen Stabilization

Examples for True/Relative Motion and Head-
/North-/Course-Up
The figures on the next two pages are showing
screen excerpts from two possible instants of the
same scenario.
They are shown schematically for the five possible
Monitoring display modes as there are True Motion,
Centered Display, North-up Relative Motion, Course-
up relative Motion, and Head-up Relative Motion:

Instant 1
- Own ship's course 60°, speed 20 kn
- Two moving targets, courses 60° and 150°, speed 10 kn for both
- Two fixed targets
- Two grid lines showing the alignment of the electronic chart

Instant 2
The same scenario, but after an own ship's course change to 10° (all other data
unchanged).
Displays of the following are set: Own ship symbol, course and speed vectors, past plots of
the targets.
Except in the case of True Motion, the center of the screen excerpt shown is the own
ship's position that was set with Set center function of the context menu in the PPI/Chart
Area.
 The display of the own ship symbol is depending on user selection and on the
selected display range if “true scaled” is switched on in the Presentation tab.

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6. Display Group with Orientation, Range and Stabilization Operating Instructions

Instant 1 Instant 2

True Motion (with true vectors and past plots)

Instant 1 Instant 2

centered Display (with true vectors and past plots)

Fig. V-9 Display in the Modes True Motion and centered Display

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Operating Instructions 6. Display Group with Orientation, Range and Stabilization

In this mode, the headline is shown as a short, thick line.

Instant 1 Instant 2

North-Up RM (with relative vectors and past plots)

Instant 1 Instant 2

Course-Up RM (with relative vectors and past plots)

Instant 1 Instant 2

Head-Up RM (with relative vectors and past plots)

Fig. V-10 Display in the Modes North-Up RM, Course-Up RM and Head-Up RM

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7. General about Navigation Sensors Operating Instructions

7. General about Navigation Sensors

The main navigation sensors used for the heading, speed and position instruments are moni-
tored depending on the “sensor selection mode”. Those sensors which are available twice
or more in the installation can be supported by an automatic selection mode indicated by
AUTO in the different displays.

CAUTION

The automatic selection mode is the default setting after start or restart of the
system.

- If the selection mode is AUTO the switching over to another sensor of the same type
is done with a warning indicating the new sensor selection.
- In AUTO mode the switch over to a manual sensor (Manual Speed or Manual Position)
is accompanied by an alarm if the manual data have not been set before.
- If the manual sensor selection is chosen the switching over to the backup sensor must
be done manually after the respective alarm or warning has been given.
- In the meantime (until a new sensor has been selected) the system is using the last
valid values of the disturbed or faulty sensor which produced the alarm.
- It is required to perform the switch over to the new sensor as soon as possible, but
not before its data have been checked for plausibility and correctness.

CAUTION

In any case (in manual or automatic sensor selection mode) the set data for the
sensors running in manual mode must be checked regularly and a real sensor must
be selected as soon as possible.

Details are given in chapter ALARMS as required in the explanations to the different sensor
alarms.

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Operating Instructions 7. General about Navigation Sensors

7.1 Integrity Marking of Sensors

In NAVIGATION Platinum a qualitative marking of sensors by colored icons is used.
For this purpose the main navigation sensors used for the instruments in the permanent
area are continuously monitored by the system. If the signal of a sensor is no longer
received or is corrupted, or if it is marked invalid by the sensor itself or by the navigation
system internal sensor monitoring, a respective “sensor timeout” or a “sensor invalid” alarm
message is given for the faulty sensor.
In case of activated AUTO selection mode another connected sensor (if available) is auto-
matically connected to the NAVIGATION Platinum application and the data remain available
and valid.
If this is not possible, or if the manual selection mode is used, the sensor will be marked
invalid by a red circle shown before the sensor label in the instruments displayed on the
permanent area.
If data are marked with low integrity, they are marked with a yellow square.
This can happen for the heading (HDG), speed through water or over ground (STW or SOG),
and for course over ground (COG) labels in the Heading & Speed group and for the position
data.
If the manual input mode is selected (caused by sensor failure or decision of the operator)
and the manually set data are used for any navigation sensor, this will be shown by a yellow
circle, which is indicating manual input mode.
On a vessel at sea manually set sensor data are generally to be treated as doubtful and with
low integrity as they must permanently be monitored and adapted to the real situation by
the operator.

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7. General about Navigation Sensors Operating Instructions

7.2 Sensor Integrity Monitoring

In addition to the selectable position plot of the 2nd position sensor (see 2nd Past Track)
for display in ECDIS mode, the Platinum NAVIGATION System system provides a sensor
integrity monitoring. If a second and independent sensor is available for one type of navi-
gation data (i.e. position, or speed,...), an additional sensor monitoring can be activated.

Fig. V-11 Sensor Integrity Monitoring

The main sensor is monitored by comparing its data with the selected secondary sensor.
Limit values can be set by the user.
If the secondary sensor is not available or is
showing a large deviation from the primary
sensor, a warning is given. In addition this
new status is indicated next to the sensor
data field with a yellow symbol similar to
the caution symbol as used for alerts. The same yellow symbol appears, if the monitoring
for this sensor is switched off by the user.

Dead-Reckoning
Integrity monitoring of position data is supported by two monitoring processes in parallel:
1. The first process compares the selected
position sensor (i.e. GPS 1) with the
selected secondary position sensor (i.e.
GPS 2). If the comparison fails, the
Position Monitoring Warning is given.
2. The second process compares the
selected position sensor (as above) with
a dead-reckoning position (DR) based
on SOG and COG. If the comparison fails, the DR Monitoring Warning is given. By
acknowledging this warning, the DR process is automatically reset.
 The yellow indication (low integrity) symbol shown above in front of the position
menu appears, if one of the selected position monitoring processes fails.
 The yellow indication (low integrity) symbol in front of the position menu appears, if
any of the monitoring processes are turned off.

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Operating Instructions 7. General about Navigation Sensors

7.3 Sensor Integration (optional)

Sensor integration is based on a Kalman
Filter and available as an optional function
for Platinum NAVIGATION System. It has to
be configured ship specific during commis-
sioning.
The Kalman filter is not really a filter but
an estimator. It provides a prediction of the
future state of a system (in this context e.g.
position and orientation of your ship) based
on a series of previous states. The filter is
named after Rudolf Kalman, one of the
primary developers of its theory.
The algorithm works in a two-step process.
In the prediction step, the filter produces
estimates of the physical measure, here
e.g. ship’s state in the sea as defined by
position, heading and speed, along with
their uncertainties. In this case it uses a
dynamic 3-axis model of the ship. If roll and
pitch data are available a 6-axis model is
applied.
Once the outcome of the next measurement
(corrupted again with error) is observed,
these estimates are updated using a
weighted average, with more weight being
given to estimates with higher certainty.
The algorithm is recursive. It can run in real
time, using only the present input measure-
ments and the previously calculated state
and its uncertainty matrix, no additional
Fig. V-12 Kalman Filter Sensor
past information is required.
Integration
The filter combines one or more individual
sensor signals into a new virtual integrated sensor.
The integrated sensor is separately available in the list of sensors and can be selected by
the user for navigation or other purposes. It is named INS followed by a number for Inte-
grated Navigation Sensor x.
Integrated sensors can be defined for Heading, Speed (SOG and STW), Position and Wind.
For each integrated sensor it is possible to select which individual sensors should be used
in the computation of the integrated result.
The selection is done by checking or unchecking the corresponding box in the “Sensor Inte-
gration” menu.
If the deviation of an individual sensor from the common integrated value is too far away it
should not be considered for selection (leave the box unchecked).
The Sensor Integration menu is opened from the
SETTINGS bar. Just click to the corresponding entry as
shown to the left.
In the next two chapters two of the four implemented
sensor types, the position sensor and the wind sensor, are
described in more detail. The other two types (heading and
speed) are similar.

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7. General about Navigation Sensors Operating Instructions

7.4 Integration of Position Sensors (optional)

The position sensor
is selected from the
Navigation
Sidebar.
Click to the small
arrow next to the
actual sensor
setting, here AUTO
DGPS 1 and a list of
available sensors
shows up.
Move the cursor
over a sensor entry
to see its raw data
in a tip-tool.
Select a single sensor like GPS 1 or GPS 2 or the integrated one named i.e. INS 5.
As described on the previous page, the integrated sensor provides the result of the Kalman
estimation process.
Depending on the individual sensors which have been selected for integration under
SETTINGS, the estimation process is based on one or more sensors. Even with one position
sensor only the estimation process will reduce the noise signal of this sensor and improve
data stability.
If roll and pitch data are available, the noise by the ship’s movement in the waves is reduced
further. This is important i.e. for track control and dynamic positioning.

7.4.1 Position Sensor Data Processing

Position data from each sensor are referenced to the installation place and processed as
follows:
1. The measured positions are each referenced to the CCRP, the consistent common refer-
ence point, typically the Conning position of the helmsman (see below).
2. In the next step the referenced positions and related accuracy are fed into the Kalman
filter. Each sensor contributes with its weight (determined by the accuracy) to the esti-
mation process. Each sensor data set is fused with the prediction data set and all other
sensor data sets. The target function is to minimize the variance in the filter output
signal.
The filter output provides a smoothed mean value of all sensors. The weight and the
smoothing factor can be adjusted during commissioning by a service technician (see
page 153).

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Operating Instructions 7. General about Navigation Sensors

7.4.2 Referencing Position Data to CCRP

For position sensors an antenna or sensor location has
to be entered during system commissioning. This loca- BOW
tion is described as a distance from the CCRP (consis-
tent common reference point) which is typically the
Conning position (where the helmsman stands).
Enter the antenna location as a longitudinal and a trans-
versal distance to this conning position. Enter positive
values for bow or starboard as shown to the right. Enter
negative values for portside and towards stern.

7.4.3 Kalman Filter Process for Position Data

As described earlier the Kalman filter provides a prediction of the future state of a system
(in this context the behavior of the ship) based on a series of previous states.
The algorithm works in a two-step process. In the prediction step, the filter produces esti-
mates of current heading, position and speed of the ship along with their uncertainties and
based on previous measurements.
Once the outcome of the next measurement (corrupted again with error) is observed, these
estimates are corrected using a weighted average.
The weight of the prediction process can be configured during commissioning and is called
process noise covariance.
A higher value describes a predic-
tion process with more uncertainty,
here e.g. position changes with 5 m
per sec. It puts the prediction into
the background compared to the
new measurement with its uncer-
tainty.
This means that the filter output is
more noisy but following the input
signal with small delay.
A lower value puts the prediction
process into foreground compared
to the new measurement.
This means that the filter output is less noisy but following the input signal with more delay.
Each selected sensor contributes to the estimation
process according to its weight. The weight is
determined by the actual GNSS mode of the posi-
tion sensor (autonomous, differential, or high preci-
sion) and the corresponding expected accuracy.
The actual mode information is provided by the
sensor together with the position message. The
accuracy for each mode has been configured indi-
vidually for each sensor during system commis-
sioning with the Integration Manager. An example
is shown here. Changes can only be done by a
Service Technician.
 Please note that the high precision mode is applied only if an additional terrestrial VHF
or microwave radio positioning system has been combined with the GNSS receiver.

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7. General about Navigation Sensors Operating Instructions

7.5 Integration of Wind Sensors (optional)

The wind sensor instru-
ment is available from
the Tools bar.
Click to the corre-
sponding entry in the
Tools bar to open the
instrument and select an
individual wind sensor,
here e.g. number 1.1,
2.1, 2.2 or the inte-
grated Wind 2 for
display. Per default Wind
2 Integrated covers all
sensors numbered with
2.x. Each of them can be
assigned individually to
the group. The same
Fig. V-13 Integration of Wind Sensors
applies for Wind 1 Inte-
grated (not shown
here).

7.5.1 Wind Data Processing

Wind speed and direction from each sensor are referenced and processed as follows:
1. The measured speed value is referenced to a wind speed at 10 m above sea level (see
below).
2. In the next step the referenced speed value is corrected according to the shading by the
ship’s superstructure. A speed result in lee is increased and a speed result in windward
is decreased by a factor which has been measured during aerodynamic tests with a ship
model (see page 153).
3. The referenced and corrected data of all wind sensors are fed into the Kalman filter.
Each sensor contributes with its weight to the filter process (see page 153).
4. The filter output provides a smoothed mean value of all sensors. The weight and the
smoothing factor can be adjusted during commissioning by a service technician (see
page 153).

7.5.2 Referencing to constant Height above Sea Level

The measured wind strength of each individual wind sensor is referenced to 10 m above sea
level by applying the commonly known wind speed gradient formula.
The relationship is as follows: V (10m) = V (h) / (h (inst.) / 10m)a where:

V (10m) = velocity of the wind at height 10m above sea level

V (h) = velocity of the wind at height h above sea level
h (inst.) = installation height of sensor above sea level
a = Hellmann exponent, here 0,11 for unstable air above flat coast

Example: 20 m/s measured at 20 m height correspond to 18,5 m/s at 10 m reference

height.

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Operating Instructions 7. General about Navigation Sensors

7.5.3 Shading by Ship’s Superstructure

If a model of the ship has been measured in the wind channel and deviation tables for the
wind sensors have been generated from these measurements and stored in the Platinum
system during commissioning, the measured wind velocity is corrected taking into account
the individual installation place.
One XML table is used for each sensor. It has 36 lines for wind directions from 0 to 360
degree in steps of 10 degree. Each line of the table provides an individual correction factor
Ucap / Vind for the wind velocity and a correction value for the wind direction.
The correction factor for the wind velocity Vind describes the increase or decrease measured
at the sensor location compared to the free mean wind velocity Ucap. The measured value
Vind is multiplied by this factor in order to get the free mean value.
Typical values for the factor are between 0,9 and 1,1 for most wind directions.
If the sensor is on the lee side and shaded by the ship’s superstructure, the factor can go
up to about 2,0.
If the sensor is on the windward side where it is hit directly by the wind, and in addition
affected by that wind part which is reflected from the ship’s superstructure, the factor can
go down to 0,5.
The correction value for the direction is subtracted from the measured wind direction in
order to get the relative wind direction.
Typical values are +/- 5 degree. If the wind hits the superstructure diagonally and the
reflected part of the wind turns the wind sensor pointing away from the superstructure, then
+/- 15 degree are reached.

7.5.4 Kalman Filter Process for Wind Data

As described earlier the Kalman filter provides a prediction of the future state of a system
(in this context the behavior of the wind) based on a series of previous states.
The algorithm works in a two-step process. In the prediction step, the filter produces esti-
mates of current wind speed and direction along with their uncertainties and based on
previous measurements.
Once the outcome of the next measurement (corrupted again with error) is observed, these
estimates are corrected using a weighted average.
The weight of the prediction process can be configured during commissioning by a service
technician and is called process noise covariance.
A higher value describes a process
with more uncertainty, here e.g. the
wind speed changes with 10 m/s
each sec. It puts the prediction into
the background compared to the
new measurement with its uncer-
tainty.
This means that the filter output is
more noisy but following the input
signal without delay.
A lower value puts the prediction
into foreground compared to the new measurement.
This means that the filter output is less noisy but following the input signal with a delay.

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8. Heading & Speed Sensor Group Operating Instructions

8. Heading & Speed Sensor Group

This group displays information about the actual
values for heading and speed and offers the
possibilities to choose different heading and
speed sensors 1) .
In front of each depiction of one of the sensors,
there may be a symbol indicating the integrity of
the sensor signal.

Integrity Marking for Heading/Speed Sensor Data

Sensor data are invalid

Sensor data are marked with low integrity

Sensor data are marked as manual input

1)
The sensor selection list is depending on the navigation sensors connected to the system.

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Operating Instructions 8. Heading & Speed Sensor Group

8.1 HDG - Heading Sensor

CAUTION

Be aware that a missing or wrong speed input to the compass system can also
produce remarkable course errors.

The value for heading is the direction the bow of the own ship is
pointing at. It is derived from the compass system of the ship. Behind
the heading value, the actual choice and the selection mode of the
heading sensor is displayed.

Auto
Means that the heading sensor is chosen by the system automatically.
The best available sensor will be used. If a failure occurs on the actual
sensor, the backup sensor is chosen, if available, and a warning is given.

Gyro
From the number of gyro compasses (GYRO 1, GYRO 2, etc.) that are connected to the
system, one can be chosen to be used as heading sensor. Sensor selection mode is manual.

Manual 1)
The actual course of the own ship can be entered
manually. In case a manual value is present, the indi-
cation of the value is preceded by a yellow circle in
the same line.

Tool Tip with Heading Offset Indication

In the standard configuration the Platinum NAVIGATION System is configured for one Gyro
only. In this case the tool tip for heading offset shows 0 degree.
If the option for Gyro selection has been configured, and as long as the mouse pointer is
positioned above the depiction of another gyro or heading system, the heading delivered by
this system and the offset to the actual system heading are displayed in a tool tip window,
please refer to page 164.

1)
only if option for simulators has been set

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8. Heading & Speed Sensor Group Operating Instructions

8.1.1 Remote Gyro Selection for a Gyro Subsystem

A typical gyro compass subsystem comprises two or more stand-alone gyros which are
connected to a control unit. The control unit has a switch where the user can select one of
the gyros for navigation. The other gyros are in stand-by. If the selected gyro fails, auto-
matic or manual switch-over to one of the other gyros is done. In addition the control unit
provides heading integrity monitoring. It compares the selected gyro with the other ones
and monitors any deviation between them. If a user set limit is exceeded, a caution is sent
out.
The control unit sends data of the selected gyro to the Navigation System, here Platinum.
The number of the selected gyro is added to the data message as a tag and shown in front
of the heading indication. Further-on the control unit provides heading data of the selected
gyro to the gyro repeaters. Therefor it is ensured that all indicators are showing the same
heading from one and the same gyro.
If the separate control unit for the gyro selection does not fit into the bridge layout design,
a more advanced remote solution is required. In the first step this integrated solution is
available for the CompassNet Subsystem from Northrup Grumman Sperry Marine, in short
Sperry. Later updates will cover Subsystems from Raytheon Anschütz as well.

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Operating Instructions 8. Heading & Speed Sensor Group

8.1.2 Remote Gyro Selection for a Sperry Gyro Subsystem

For remote control from a Platinum Integrated Naviga-
tion System (INS) each Sperry Gyro is connected in
parallel to the Platinum INS and to the Sperry Control
Unit DDU 200.
If the Platinum INS user selects GYRO 3 from the
heading sensor list, Platinum INS chooses heading data
from the input channel, where gyro 3 is connected. In
addition Platinum INS informs the Control Unit DDU 200
about the selected gyro (PPLAH message). It contains
the number of the gyro and status information. In
response the Control Unit DDU 200 confirms the
selected gyro (PPLAH message) and distributes heading
data from GYRO 3 to the connected repeaters.

Fig. V-14 Remote Gyro Selection

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8. Heading & Speed Sensor Group Operating Instructions

8.1.3 Integrity Monitoring for a Sperry Gyro Subsystem

The heading integrity monitoring function for the gyro subsystem is part of the Navigation
Sensor Integrity Monitoring which is already available as part of the INS functions of the
NACOS Platinum system. The primary heading source is the one which has been selected
by the operator in the navigation sidebar, here GYRO 2. The secondary source can be
selected here from a list of available sensors, here it is AUTO GYRO 2. A limit of one degree
has been entered. The actual deviation between the two gyros is 5.4 degree resulting a in
a caution message in the alarm system (the yellow square).

Integrity monitoring in more detail is described on page 148.

8.1.4 Error Handling for Sperry Gyro Subsystem

The alert management for the Gyro subsystem is
integrated in NACOS Platinum via BAM interface.
Received alerts from the gyro subsystem are shown
in the alerts list with the prefix Gyro: followed by
the individual alert text as sent by the gyro
subsystem. In the example to the right two alerts
with FOG: CONNECTION LOST and GYRO1:
TIMEOUT have been received.

The following example shows the breakdown of the

INS interface, first the gyro subsystem reports a
failure in the INS interface, the result is that GPS1
and LOG 1 data are missing (Timeout), the final
consequence is that all gyros change to stand-by
mode no longer sending heading data (NO GYRO).
The reason is that the Sperry gyros are shut down
if position and speed data are missing in order to
prevent delivery of wrong heading data.
The back-up solution is that one GPS system is
permanently and directly connected to the Sperry
Control Unit DDU 200 and continues to deliver posi-
tion and speed data in this special case.

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Operating Instructions 8. Heading & Speed Sensor Group

8.2 General about Speed Sensors

Speed sensors are treated as part of the CCRS. (See page 130 for details). This means that
the indicated speed data and the speed vector displayed in the PPI/chart area are valid for
the reference selected for the CCRS, see page 143.

CAUTION
It must be ensured that an approved SDME (Speed and Distance Measuring Equip-
ment) is connected, that means that all speed sensors must accord to IEC 61023
(2007). An approved SDME has a measurement accuracy of at least 2% of the
speed of the ship, or 0.2 knots. A GNSS equipment is not approved according to
IEC 61023 (2007).

There may be several speed sensors connected to the system. One of them is chosen by
the system on start-up. In the case of speed sensors which transfer the longitudinal speed
only, the drift and set can be entered manually, because those devices cannot detect the
effect of leeway and current. As an alternative to selection of a speed sensor, it is also
possible to input the speed manually, if necessary.
Two different values for the speed of the ship are displayed:

- STW: Speed through Water

The longitudinal speed (speed in ship’s direction) is indicated behind STW. If the speed
sensor provides both, longitudinal speed and transversal speed, the sum of the two
vectors is indicated (e.g. 1.9 Kn ahead and 1 Kn abeam result in 2.1 Kn for STW). An
arrowhead describes the ahead or astern velocity. The speed through water results in
a speed vector described by STW and CTW. The speed through water often is not equal
to the speed over ground, set and drift may influence the measurement. Speed logs for
water speed (single axis log) often do only measure the longitudinal speed, i.e. the
speed mainly produced by the propulsion of the ship. In this case the CTW is equivalent
to the actual heading.
The resulting velocity is also indicated as a CTW/STW vector on the HMI and graphically
in the PPI/chart area.
- SOG: Speed over Ground
Speed over ground is measured by two-axis logs or Doppler-logs against the ground (if
not in deep waters) or SATLOG (based on filtered GNSS positions) or alternatively by
position sensors which calculate the ship’s speed from the difference of positions and
the time elapsed while sailing. The last option is not recommended.
The resulting velocity is indicated as a COG/SOG vector on the HMI and graphically in
the PPI/chart area.

It should be noted that result of different speed measurement devices may not be the same
because of the different technology (e.g., transducer and GNSS), algorithms (e.g., Kalman
filter and particle filter) or combination. Therefore, an approved SDME should be selected in
S e n s o r I n t e g r i t y M o n i t o r i n g either as a primary or a secondary sensor to ensure reliable
sensor monitoring.

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8. Heading & Speed Sensor Group Operating Instructions

8.3 STW - Speed through Water 1)

Next to the depiction STW there is a small indi-
cation like an arrow-head. This is the speed
vector indicator. It shows the direction of the
vector addition of the longitudinal and the
transversal own ship’s speed through water. Speed vector indicator
If the ship is moving straight forward through
the water, the arrow head points upward, if it
is moving straight backward, the arrow head Longitudinal
will point downward. Speed
Vector addition
(resulting Speed)
The arrow head may also point into any other
direction, then the transversal speed compo-
Transversal
nent makes the ship move sideways through Speed
the water 2) .

AUTO
Means that the STW or water-speed sensor is chosen by the system auto-
matically. The best available sensor will be used. If a failure occurs on the
actual sensor, the backup sensor is chosen if available, and a warning is
given.

Log x
The selected speed log is used as system sensor for water speed. The sensor selection mode
is manual.

Manual
The actual STW of the own ship can be entered
manually. In case a manual value is presently used,
the indication of the value is preceded by a in the
same line.
Before having changed the speed sensor to manual mode, Own ship symbol with vector.
use the Set Speed... function in order to enter the
desired value, which should match as good as possible to Ground Water
COG/SOG CTW/STW
the real speed through water of your ship.

Tool Tip with Speed Offset Indication

As long as the mouse pointer is positioned above the
depiction of a speed sensor, the speed data delivered by
this sensor (related to CCRP) and the offset to the actual
system speed (related to CCRP) are displayed in a tool tip
window, please refer to page 164.
Furthermore, it can be seen from the vector symbol of
own ship whether the vector is relative to the sea (Water
selected in Stabilization = one arrow-head) or relative
to the bottom (Ground selected in Stabilization = two
arrow-heads).

1) The selected CTW/STW vector for speed through water is used as the data source for Water
Stabilization of the targets in the radar PPI/chart area.

2)
Transversal speed information is only available if a 2-axis speed log is connected.

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Operating Instructions 8. Heading & Speed Sensor Group

8.4 SOG - Speed over Ground

AUTO
Means that the speed over ground sensor is chosen by the system
automatically. The best available sensor will be used. If a failure
occurs on the actual sensor, the backup sensor is chosen and a
warning is given.
Manual Sensor Selection

Log
The selected speed log (LOG 1, LOG 2, etc.) is used as system sensor
for ground speed. If the selected log is a single axis log, it is advis-
able to enter set and drift to correct for tidal currents.

GPS
Position sensors may be selected as input for SOG values. See also hint on page 159 for
details.

REF TGT
speed input can only be selected on radar systems and if, as a minimum, one tracked target
is selected as a reference target (shown as on the PPI).
R1
STW
Sets the SOG to the same value as STW. In this case it is advisable to enter set and drift
to correct for tidal currents.
 If set and drift are not set or initialized, it may happen that the COG/SOG data will
be made invalid.

Tool Tip with Speed Offset Indication

As long as the mouse pointer is positioned above the depiction of a speed sensor, the speed
data delivered by this sensor (related to CCRP) and the offset to the actual system speed
(related to CCRP) are displayed in a tool tip window, please refer to page 164.

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8. Heading & Speed Sensor Group Operating Instructions

8.5 COG - Course over Ground 1)

The value for course over ground is calculated
- by use of the heading and the log sensors (a bottom-track-log for example) or
- computed from the measured values of a sensor and additional information (a water-
track-log and the values for drift and set for example).
- It can also be computed from the difference of own-ship positions within a specified
time (normally delivered by a position sensor in a specific telegram).
The method the COG is computed depends on the sensors selected. For example, in case
of the speed log its longitudinal and transversal speed values together with the heading
value are used to calculate the true course vector over ground. The system decides itself
and chooses the best and most accurate way to compute the COG. In any case the indicated
COG is based on the data received from the speed sensor shown behind the SOG value.
 The COG/SOG instrument in the Navigation Sidebar displays course and speed over
ground as a data pair describing the direction and the length of the speed vector over
ground.

1) The selected COG/SOG vector for speed over ground is used as the data source for Ground
Stabilization of the targets in the radar PPI/chart area.

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Operating Instructions 8. Heading & Speed Sensor Group

8.6 Set Drift

Depending on the choice of sensors, the values for
direction and strength (speed) of the drift are
computed by the system or they have to be entered by
the user, in order to get an accurate measurement for
COG and SOG. In order to enter the set and drift
manually, open the drop-down lists for SOG, click on
Set Drift... and enter the values in the appropriate
fields.
Afterwards, click on Set to accept the values entered.

Manual
The actual STW of the own ship can also be entered
manually. In case a manual value is presently used,
the indication of the value is preceded by a in the
same line.
Before having changed the speed to manual mode,
use the Set Speed... function in order to enter the
desired value.
 Setting a manual speed value for the SOG
instrument often also requires the manual Set
and Drift input, in order to correct for the set and drift created by wind and waves
and the current

CAUTION

Manual speed and REF TGT speed input are only to be used as temporary solution.
In both cases it must be observed repeatedly if the values used are still valid and
stable.

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8. Heading & Speed Sensor Group Operating Instructions

8.7 Tool Tip with Heading and Speed Offset Indication

As long as the mouse pointer is positioned above the depiction of a speed sensor, the speed
data delivered by this sensor (related to CCRP) and the offset to the actual system speed
(related to CCRP) are displayed in a tool tip. The same applies to the heading sensor. Due
to the nature of the heading information the reference to CCRP or sensor location is not
relevant here.

Tool Tip for Heading

In the example to the
right there is no
second heading system
configured, the tool tip
shows 0 degree
always.
If a second heading
system is configured, it
would show the offset
of this system in
degree compared to Fig. V-15 Tool Tips for Heading & Speed
the system heading.

Tool Tip for STW

In the example to the
right manual speed
setting has been
selected with 4 kn.
The cursor points to
the LOG1 entry. The
corresponding tool tip
shows speed data from
LOG1 with 6 kn and
the offset compared to
the manual setting
which is +2 kn.

Tool Tip for SOG

In the example to the
right SOG is deter-
mined by GPS1 and
shows 2 kn.
The cursor points to
the LOG1 entry again.
The corresponding
tool tip shows speed
data from LOG1 with 6
kn and the offset
compared to the
actual setting is +4
kn.

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Operating Instructions 9. Position Sensor Group

9. Position Sensor Group

The position display indicates the Lat/Lon
values, the position status and its selection
mode.
With Adjust, the position data can option-
ally be corrected for position errors. In front of each depiction of the values LAT/LON, there
may be a symbol indicating a warning or an alarm as follows:
Table V-2 Integrity Marking of Position Sensor Data

Sensor data are invalid

Sensor data are marked with low integrity

Sensor data are marked as manual input

Position sensors are treated as a part of the CCRS. See page 130 for details. This means
that the LAT/LON values indicate the position of the selected reference (CCRP/RADAR/
Track). For this function the sensor locations defined on service level are utilized.

CAUTION
It must be noted that the necessary accuracy is achieved only if all positions used
relate to the same chart datum, preferably WGS 84.
- When using the system as a planning system, position coordinates obtained
from a chart with a datum deviating from WGS 84 must be converted to WGS
84 User Symbols and route data.
- The only position receivers that may be connected to the NACOS Platinum
system are those that output the position values in the geographical reference
system WGS84 via an interface as per IEC 61162-1.
- It must be ensured that an approved EPFS (Electronic Position Fixing System)
is connected, that means that all position sensors must accord to IEC 62388
(2013) and to IMO resolution MSC. 112 (73).

If more than one position sensor is connected to the system, a position monitoring function
will automatically be activated and will be running on the PC 1) .
The data transmitted from a position sensor to the system may contain additional informa-
tion about validity, sensor type, sensor mode etc. These data are combined in the sensor
label shown in the position display, examples are as follows:
Valid Types: GP (GPS), GL (GLONASS), GA (Galileo), LC (LORAN C), IN (INS).
Valid Modes: A (autonomous), D (differential), P (Precision), R (RTK), F (float RTK).
Invalid Modes: E (Estimated), M (Manual), S (Simulation) are not accepted.

1)
This function is a mandatory requirement for ECDIS.

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9. Position Sensor Group Operating Instructions

9.1 Position Sensor Selection

Changing the position sensor will also have an effect on the position monitoring function.
The sensor selection list is dependent on number, type and mode of the position sensors
connected to the system.

AUTO
Means that the position sensor is chosen by the system automatically.
The best available sensor will be used. If a failure occurs on the actual
sensor, the backup sensor is chosen and a warning is given.

mGPS n
Selects the desired position sensor from the list of available sensors in
the system.
m indicates the sensor mode, GPS may be replaced by another sensor
type, n indicates the sensor number.
As long as the mouse pointer is positioned above the depiction of the
position sensor, the raw position data delivered by this sensor and
the offset to the actual system position (which is related to CCRP)
are displayed in a tool tip window, please refer to page 168.

Manual DR
As long as Manual DR is selected, the manually
entered position will be used as the basis for all
further position calculations by dead-reckoning.
This method uses the gyro heading and the
speed of the selected COG/SOG speed sensor to estimate the own-ships position. In case a
manual value is present, the indication of the value is preceded by a in the same line.

CAUTION
The accuracy of the dead-reckoned position (shown in the position display as:
Manual DR) must be checked continually, because its accuracy is very poor and its
position error is increasing over time. For safety reasons, an available position-
sensor must be selected as soon as possible.

Set Estimated...
The actual position can be entered manually by means of
the on-screen keyboard.
After a position sensor failure the last valid data received
from the sensor are automatically present in the input
fields. Be sure to correct the data input if the last valid data
taken over from the sensor are no longer valid.

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Operating Instructions 9. Position Sensor Group

9.2 Tool Tip with Position Offset Indication

If the position sensor selection list has been opened and the cursor is positioned above the
depiction of a position sensor, the raw data delivered by this position sensor and the offset
of these raw data compared to the actual system data (which are related to CCRP) are
displayed in a tool tip window.
The following example shows the offset indication if
the GPS antenna is installed 100 m in front of the
CCRP (to the bow) and 30 m to the right (to STB).
This antenna location has been entered into the
system configuration by a service technician as
shown in the right screen shot.
The resulting indication in the tool tip is as follows:

System Position (related to CCRP) Sensor Position (related to

antenna location)

Fig. V-16 Tool Tip with Position Offset

The tool tip shows the raw position delivered by the sensor, the offset is related to the
actual system position (CCRP) as indicated to the left (red arrow).
In this case the own vessel is heading exactly to north. If the vessel is heading to another
direction, the offset values for North/South and East/West are calculated according to the
geometric relationship.

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9. Position Sensor Group Operating Instructions

9.3 Position Adjust

For various reasons, it can happen that the position of the electronic chart on the screen is
not in agreement with reality (i.e. with the ship's own position). In such cases, the Position
Adjust function offers the possibility of adding the necessary correction value to the system
position.
Position Adjust is used to correct a constant position-error (position offset) of the selected
position sensor or of a manually set position in Manual DR mode.

CAUTION

The Position Adjust function must be used extremely carefully! An offset is added
to the received position data, which will have an impact on all applications based
on or using position data!

How to Detect a Position Offset

If the displayed LAT/LON position is incorrect, the videos and the target symbols of fixed
point-targets (e.g. buoys or landmarks) do not coincide with the chart symbols of these
targets or with the user made symbols that are entered at the correct positions in the chart.
A position offset of the position sensor can also be made visible without displaying the chart
background on a radar, if you observe the coincidence of AIS target symbols with their
target videos:
- If all targets have an offset in the same N/E direction, a position error is very probable.
- If all targets have the same bearing offset, it is more probable that either the radar
itself or the compass system needs to be adjusted.

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Operating Instructions 9. Position Sensor Group

9.3.1 Correction by Position Adjust

The position error can be corrected manually by making the video or symbol of a fixed
target coincide with its chart symbol:
1. Switch on a sufficiently small display range to be able to observe and measure the posi-
tion offset. If no radar targets are available as a reference use other means to determine
the position error.
2. Click on the Adjust button in the Position display. In the input dialog which then opens,
key in the North and East values of the offset you want to eliminate. South and West
values must be set as negative values.
Note: If the chart object is located north / east of the relevant radar target you must key
in a North / East value and vice versa. With other words: you must shift the chart object
to the radar or ARPA target.
3. Clicking on Set in the input dialog takes over the offset value 1) .
4. As a result, the correction values displayed in the Adjust dialog take effect as a position
offset and this offset is added to the position data of the sensor.
The entire track and chart synthetics move by an amount equal to the position offset.
With other words the own ship's position jumps on the screen (the PPI / chart area)
exactly by that offset.
The position offset that is entered continues to be displayed in the Adjust dialog.
In this way, each direction (N/S and E/W) can be corrected by up to 1000 m.
The LAT / LON data are marked with the manual input symbol as long as a position
offset is applied.
5. Check that the other symbols of the chart and the AIS target symbols too now coincide
as well as possible with their radar echoes. If necessary, the steps 2 to 3 can be repeated
to correct the position offset.
CAUTION
If the entire video has a rotational displacement relative to the chart, this indicates
that there is probably a compass error which cannot be deleted by a position offset.
Either the synchronization within the compass system is inadequate (this must then
be corrected) or the compass system itself has a static or dynamic course error. This
should, if possible, be corrected in the compass system.

Deleting the Position Offset

The position offset can only be deleted manually by clicking on the Adjust button and
entering 0 m for each direction.
The position offset is not deleted automatically when a different position sensor is selected.
WARNING
Check regularly whether the position offset is still valid, especially after a change of
positional accuracy from DGPS to GPS and vice versa or after selection of another
position sensor.
When the watch is changing over, the selected offset must definitely be pointed out
to the new officer of the watch.

1)
1)Click on Cancel if you want to discard all inputs

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10. Vector & Trails Group Operating Instructions

10. Vector & Trails Group

Basically, the display of vectors and trails depends on the way
of speed determination within the system.
Speed Over Ground (SOG), the so-called Bottom-Track, or
Speed Through Water (STW), the so-called Water-Track can be
used in order to compute the vectors for the own ship and the
targets.
The speed vectors of the own ship and of targets, the trails of
targets, the past-position plot and the path prediction for the
own-ship can be configured here.
The speed vector, the target trails and the target’s past position plot can be displayed as
true or relative.
The own ship’s position plot is only displayed as true plot, i.e. it is independent of the T/
REL (True/Relative) setting.
As mentioned before, the calculation principles for relative or true data have some important
differences: The relative data are calculated directly by the ARPA. The ARPA uses the plots
of consecutive antenna scans in order to calculate relative course and speed of the target.
Out of this, CPA and TCPA can be calculated.
In order to calculate true data of a target, the own ship’s course and speed must be known.
The accuracy of the true data calculation depends on the accuracy of the sensors from
which the own ship’s course and speed are provided.

CAUTION

If there is any doubt that the own ship’s speed data are correct, use the REL target
data and PPI presentation for collision avoidance purposes!

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Operating Instructions 10. Vector & Trails Group

10.1 Ground / Water Stabilization

For true vectors and trails it can be selected if the ground speed or water speed based stabi-
lization shall take place. Ground stabilization is normally used for all kind of navigational
functions. Water stabilization is often used for anti-collision functions. In case of relative
display mode, the stabilization is not relevant.
Select
- Ground
for Bottom Track computation. The speed over ground (see COG/
SOG) will be used to determine the true vectors and trails.
- Water
for Water Track computation. The speed through water (see
CTW/STW) will be used to determine the true vectors and trails.
The position plot of the own ship and the path prediction are always ground stabilized (i.e.
use the COG/SOG vector).

10.2 Vector
The direction of the own ship speed vector corresponds to Own ship symbol with vector.
the existing course of the own ship. The length corre-
sponds to the existing speed of own ship. Ground Water

Together with the calculated speed vectors of the tracked

targets, the display of the speed vector can be switched
on and off, and the time represented by the displayed
vectors can be specified. Furthermore, it can be seen
from the vector symbol of own ship whether the vector is
relative to the sea (Water selected in Stabilization =
one arrow-head) or relative to the bottom (Ground
selected in Stabilization = two arrow-heads).
Vectors of targets can be displayed as true or relative. In
relative vector mode the own ship’s vector is not shown.
The length of the vectors depends on the time that is
selected in the drop-down list, choose between Off, and
1 to 60 minutes.

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10. Vector & Trails Group Operating Instructions

10.3 Trails
For radar echoes moving on the PPI, video trails can be displayed. These
trails can be used as synthetic afterglow of the target video. Trails are
generated from previous antenna scans and can be varied as follows:
- The display of trails can be switched on and off.
- Their length can be specified.
- If the screen stabilization is set to Relative Motion, the trails can
be displayed with the PPI/chart area orientation North-Up and
Course-Up relative to own ship or with true (absolute) orientation,
i.e. in relation to the sea bottom or water stabilized.
- The trail history can be deleted so that they have to build up again
by the setting Off in the menu and selecting the time again
by a MORE click into the PPI and selecting Clear Trails
In the true display mode, trails make it possible to reach a conclusion quickly about the
maneuver performed by radar targets. In the relative display, the trails provide a quick over-
view of the danger situation (a constant bearing can quickly be recognized). However, only
qualitative information can be obtained from them.

CAUTION
If the trails are lengthened, they reach the new specified length only after the time
difference (i.e. in the case of switching over from 4 to 12 minutes, 8 minutes will
pass before the trails correspond to a length of 12 minutes).
The reduction of the trail length too takes some time.

Switching the Display of the Trails On and Off

The display of the trails is switched on and off by clicking on the Trails field.

Specifying the Length of the Trails

Click on the Trails field with the MORE key; then, in the dialog that is opened as a result,
click on the desired time
In the Trails field, the length currently being selected is indicated, i.e. the max. length of
the trails on the PPI.

Switching the Trails to Relative or True Display

The switch-over is performed by clicking into the Relative/True field in the Vectors &
Trails group. This selection is then also valid for targets past plots.

Deletion of Trails
Click on the PPI area with the MORE key. In the dialogue that is opened as a result, click
Clear Trails with the DO key.
 The trails are also deleted whenever a switch-over occurs which changes the entire
radar video transceiver selection or range, but they then appear again and build up
over time.

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Operating Instructions 10. Vector & Trails Group

10.4 Plot
The past position plot corresponds to the past
movement of the own ship. There are four time
markers on the position plot. The distance apart
in time can be set. The setting of the time marker
spacing also defines the entire length of the plot
that is displayed. This setting and the on/off
switching of the past plot display take place in
common with the past plots and time markers of Time markers
the targets.
Plots can not be deleted, so that they do not have
to build up again after switching them off.
The length of the past plot depends on the time
that is selected in the drop-down list. Choose
from Off, and 15 sec to 12 minutes. The plots can
be displayed as relative or true. In REL mode the
own ship’s plot is not shown. The way of displaying plots is switched together with the
vectors and trails of targets in combination (T/REL selection).

CAUTION
If the time interval for past position plots is lengthened, it reaches the new specified
length only after the time difference has passed (i.e. in the case of switching over
from 6 to 12 minutes, 6 minutes will pass before the past position plots correspond
to a length of 12 minutes).
The reduction of the interval too takes some time.

10.5 Predict
In the small display ranges up to 1.5 NM, depending
on the size of the symbol, it is possible to display the Heading
Line
probable track (the predicted path) along which the
own ship will travel if it maintains its existing rate of
turn and its existing speed. The prediction time can be
set here.
Prediction
In comparison to the own ship symbol in true scale, time
the prediction graphics is drawn with thinner lines.

The prediction length can be set by the time value in

the drop down list belonging to the Predict setting.
Choose between Off, and 30 to 360 sec.
The color of the prediction graphics can be adapted.
Please refer to the main chapter about SETTINGS and
there to Own Ship Symbol.

Fig. V-17 Display Predicted Track

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11. Charts On-Off Operating Instructions

11. Charts On-Off 1)

Switching on the chart display
The chart overlay can be switched on and off by the Charts drop down
menu.
The chart content itself can be adjusted to an operator selectable level.
Select Presentation, Chart and Display from the expander in the
Display Sidebar to access the details of possible settings. On the same
expander the displayed depth contours and depth shades can be set

Determining the edition number

In order to determine the
edition number of the presenta-
tion library, right-click into the
application area and choose
Chart Information.
In the lower part of the applica-
tion area, a new window opens.
Click on Chart Legend,
Presentation, Presentation
Library. In the Details group
the edition number is displayed.

1) The Charts Drop Down Menu and the Charts Status Line are only active if the ECDIS appli-
cation is installed. If only RADAR is installed, the drop down menu remains inactive.

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Operating Instructions 11. Charts On-Off

11.1 The Chart Status Line

The Chart Status Line is always visible if a chart application is active.

Title Warning Category Date Dependent Depth Status

Fig. V-18 The Chart Status Line

Warning Field
Non ENC (with yellow or orange warning symbol), this is only visible if the ENC vector
charts on screen and at least one part of the screen is filled with data from a “Non Official
Vector Chart”. In the Cursor-Tool-Tip of this part of the screen the text: “Non-IHO data
may not be used for navigation. Please refer to paper chart.” will be visible in that
part of the screen.

Category Field (see also main chapter about CHART FUNCTIONS)

- Standard is the IHO Standard selection for visible chart objects
- Base is the IHO Definition for the minimum required selection of visible chart objects
- All means that all chart objects are visible, except objects for data quality indication
- Customized means that the user’s selection of visible chart objects is displayed
If in the Customized mode at least one visibility group is switched off, then the appro-
priate mode and an additional '-' character will be displayed.
If in the Customized mode at least one visibility group is added, then the appropriate
mode and an additional '+' character will be displayed.
In the Cursor-Tool-Tip of this part of the screen the details of the actual selections are
displayed.

Date Dependent Field

Always: Is only visible if in the presentation menu the selection button “Date Dependent”
is set to “Always”. In the Cursor-Tool-Tip of this part of the screen the text: “Date depen-
dent objects are always visible. Information displayed may be incorrect for the
present date and time.” will be visible.

Depth Field
[m]: The actual units for chart depth values belonging to the chart cell at the own ships
position in True or Relative Motion mode or at the center position of the chart area in
Browse mode.

Status Field
Over-scaled Xn.n: The chart cell at the own ships position in True or Relative Motion
Mode or at the chart center position in Browse Mode is displayed with a larger scale than
defined for this cell. The actual over-scale factor is displayed as Xn.n. (e.g. X2.5 means that
the chart is displayed with Range 2.5 times smaller than normally defined).
The text Better scale available will be displayed here (additionally) if a chart is available
at the same position with a better 'Navigation purpose' (smaller scale). More chart details
will be made visible if you change to a smaller display range scale. The text No ENC avail-
able will be displayed here if no chart with an appropriate scale exists at the own ship’s
position. In the Cursor-Tool-Tip of this part of the screen a detailed text will be displayed
additionally.

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12. Targets Group Operating Instructions

12. Targets Group

ARPA and AIS targets can be displayed simultaneously on the
chart/PPI. In some cases it is possible that one and the same object
is tracked as an ARPA target and also activated as an AIS target.
If the ARPA and AIS target have similar data for distance, course
and speed, they can be merged. This means that they are treated
as one target as long as the similarity is existing. The limits for the
similarity of the data can be defined by the operator.
In other cases it is possible that the two targets are treated as two different objects.
Anyway under Fusion, the system can be set in a way that one type of targets has priority
being displayed. Nevertheless, both types of targets are still tracked or remain activated in
the background.
Independent of the selected priority in the chart/PPI it can be selected for an individual
target which data and graphics shall be shown.
Additionally it can be selected under Sleeping which type of sleeping AIS targets are to be
displayed continuously.
With the selection Trial the trial maneuver function can be activated or switched off.

Fusion
Defines temporarily the priority for showing the
ARPA or AIS target symbol and target data in Merged Radar
case that the defined target association limits and AIS target,
are fulfilled. activated. The
AIS symbol is
See at page 198 for details about target fusion displayed.
function and settings.

Sleeping Targets
AIS targets are divided in Class A or Class B targets.
- Class A are commercial vessels,
- Class B are leisure crafts
With this selection list it can be chosen which types of sleeping AIS targets are
displayed in the PPI continuously and are available in the target list.
Later SW versions are providing one further entry called Navigate for the selection of all
targets which are not mooring or anchoring. But if a target has set its AIS parameters to
mooring or anchoring and is moving with more than 3 Kn it is still displayed.

 Even if the AIS target display is switched off for above mentioned vessels (i.e. even
if None is selected), all received AIS target information is continuously processed in
the background. In any case those AIS targets being classified as Dangerous can be
activated automatically if this function is not switched off. If AIS targets are already
tracked and their display is switched off in the above menu, already activated targets
remain in the PPI and in the target list.

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Operating Instructions 13. Trial Maneuver

13. Trial Maneuver

The Trial Maneuver simulates a planned maneuver of the own ship including tracked or
plotted targets.
The simulation is started based on the present values for heading, course and speed as well
as the complete currently valid target scenario.
The trial maneuver can be set as
follows:
- simulation of a course change,
including the radius to be used by
the ship during the maneuver,
- the delay until the beginning of
the simulated maneuver (the
Delay) and by
- simulation of a speed change at
the instant of the maneuver.
The simulation itself is executed by
shifting the Time slider to the desired
point of time. It can be stopped in
between at any time and continued
afterwards. Setting the slider back to
zero will update the own ship presen-
tation and the target scenario to
Fig. V-19 Set Trial Maneuver
present values.

 It is recommended to use the trial maneuver function in relative vector mode in order
to evaluate the change of the relative target data first.
 If true vectors are used, it is recommended to select a speed sensor with water stabi-
lization (Set the stabilization, REF to Water in the Vector & Trails group).

The scenario to the right shows

a simulation with the own ship
sailing for further 5 min (delay)
into the initial direction and
then turning to 252 deg.
Target 24 is passing with a CPA
of 2.43 NM (CPA taken from
target list, not shown here).
Target 6 is far away.
If the delay for the planned
maneuver is reduced, target 24
will be on collision course.

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13. Trial Maneuver Operating Instructions

13.1 Switching On the Trial Maneuver Dialog Window

- Switch to REL in the Vector &
Trails group of the Navigation
Sidebar.
- In the Targets group choose On for
the Trial control.
- After having finished the simulation
choose Off to close the menu or click
to the Close icon of the dialog
window
The Trial Maneuver dialog window
appears in the PPI or chart area with
the following data:
- Course (COG): The currently
existing course (the course is
changed when the ship is
turning) 1)
- Speed (SOG): The currently
existing speed (the value is
constant and taken as start speed)
1)

- Radius: The radius with which

the maneuver is to be simulated.
If the dialog has not been used
before, the minimum radius is
displayed, otherwise it shows the
last used radius.
- Delay: 0 minutes. Can be set for simulation of a delayed start of the course and speed
maneuver.
- Time: 0 minutes. Must be set for simulation of the time instances during the maneuver.
- Target list: includes up to three most critical targets at the bottom of the menu with
simulated target data.
The following changes occur in the PPI after activation of the trial maneuver function 2) :
In the lower region of the application area a large symbol is shown to indicate the
trial mode and that after starting the simulation by moving the time slider, the symbols
and vectors of the targets are no longer displayed in accordance with the real situation.
The vectors and the video trails (if any exist), are displayed relative and the own ship
is shown without vector but always with the correct present heading line.
Past position plots are not displayed during the trial maneuver, but (if Plot is in the
switched on state) they are continuously built up in the back-ground and are visible
again as soon as the trial maneuver is ended.
 As long as the Time bar remains at zero position the display content and the target
list still correspond to the real situation. The vector display (of the targets) must be
switched on during observation of the maneuver.

1) The resultant value used for the display of the own ship speed vector during simulation

2) The radar video and the true or relative target trails are updated as normal and are not influ-
enced by the maneuver simulation.

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Operating Instructions 13. Trial Maneuver

13.2 The Trial Maneuver in REL Vector Mode

In relative display mode, a collision course can be recognized from the fact that the vector
of a target is pointing towards the own ship symbol (constant bearing).
A maneuver of your own ship must be simulated which avoids this constant bearing while
at the same time fulfilling other conditions (e.g. keeping within the channel, avoiding shallow
water and obstructions, avoiding other ships, etc.).
Depending on the used display range a suitable vector length should be set so that the
results of the trial maneuver are clearly visible.

Past position
plots are no Trails are
longer displayed relative

Targets get
relative
vectors

Identification
marking of trial
maneuver
display

Scenario with true vector display and past posi- Scenario after switching on the trial maneuver in
tion plots before starting the simulation REL mode (the target on the right is on a collision
course)

Fig. V-20 Vector Display in Trial Maneuver Mode

 The general screen-stabilization and the alignment of the heading line may remain
unchanged, or can be set by the operator as required. With other words, the Trial
Maneuver can be observed in Head Up, North Up or Course up orientation.

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13. Trial Maneuver Operating Instructions

13.3 Simulating a Course Maneuver

Use the Course and Radius slider to set the desired amount of course change and the
radius with which the maneuver is to be simulated.

Fig. V-21 Simulate Course Maneuver

 During adjustment, the simulated course change is displayed in form of a curved

headline. A change of max. +/- 180° relative to your present course can be simulated.
The heading and the present course is updated automatically if your ship is turning
during the maneuver simulation.
After course and radius have been set, use the Time slider to simulate your ship sailing
along the pre-planned course change. All displayed targets will move accordingly with their
current speed and course and the change of their relative vectors will show the further
development of the scenario step by step.
The time setting can be done continuously by moving the slider or (by clicking) stepwise in
5 sec increments up to 30 min complete duration.
 Because of the REL Vector Mode, the relative speed vectors are rotated and change
their length by the simulated course-change. If one of the targets will change its
status from dangerous to not dangerous and vice versa, this will be shown by a
change of their symbol's color.
Also during the trial maneuver the collision calculations 1) take place, which would indicate a
dangerous target symbol in red color as soon as the anti-collision limits are infringed.

1)
The collision calculations of the trial maneuver simulation implement the same alarm limits for
CPA and TCPA as set for the normal target tracking in the Dangerous Targets group of the
Settings > Targets menu.

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Operating Instructions 13. Trial Maneuver

13.4 Setting the Delay and the Speed of the Simulated

Maneuver
Use the Delay slider to set the time that is to pass before the simulated maneuver begins.
 The future situation at the point in time defined by the delay value is now displayed
in form of a modified own ship track line ahead (along the present course direction)
and the previously defined course change is shown at a distance ahead, calculated
from the present speed and the delay time.
The maneuver simulation itself must be controlled as described above with a movement of
the Time slider or clicking into the Time bar.
Trails are
updated in
relative mode

Heading lines and orienta-

tion of AIS targets remain Radius that is set for the
unchanged trial maneuver

Distance up until the

Symbols moved and vectors changed in trial maneuver, as
the simulation of the course change selected with Delay
maneuver.

No risk of collision
(vector shows suffi-
Relative display after setting of a trial maneuver ciently large passing
which would prevent a collision distance from the trial
maneuver position)

Trial maneuver
start position The present own ship
position

Fig. V-22 Delay in Trial Maneuver

If no suitable maneuver can be found by means of these two settings, a speed change must
be simulated:

Simulation of a Speed Change

Use the Speed slider to set the speed at which the ship is to travel from the beginning of
the simulated maneuver onwards.
 Because of the REL Vector Mode, the simulated course-change causes a change in the
directions and lengths of the targets speed vectors.

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13. Trial Maneuver Operating Instructions

13.5 The Trial Maneuver in True Vector Mode

In True Vector Mode, the trial maneuver is displayed with true vectors for the targets and
own ship. Both the radius planned for the course change maneuver and the acceleration
behavior for the speed change that is set, and the delay are taken into account. All settings
made in REL vector mode can still be changed in the True vector mode.
The switch-over between True and REL Vector Mode is performed in the Vector & Trails
group by clicking on the REL or T selection button.
 It is possible at any time to switch between the two vector modes without any loss
of data or information. In both modes the same state of the maneuver is shown on
the screen, if no other trial maneuver setting is changed.
 It is recommended to use the true trial maneuver together with a speed sensor giving
speed through water. This can be selected as in normal operation mode of the system
by selecting REF Water instead of REF Ground in the Vector & Trails group.
 Whenever it is not sure that the calculated data or the used sensor data are correct
and stable, it is recommended to perform the Trial maneuver in REL mode (see
above).
As a result of the switch-over into True Vector Mode, the following changes occur:
- True vectors and true target trails are displayed. Past positions of targets remain invis-
ible as long as the Trial maneuver is running.
- Own ship and all targets are shown at their currently existing positions with their true
vectors as long as the Time value is set to 0:00 min.
- The trial maneuver line is displayed. It represents the track on which the ship would
perform the simulated maneuver. The Radius displayed in the maneuver dialog is
taken into account for calculation of the course change.
The simulated maneuver-settings can now be changed in the same way as described above
for the relative maneuver mode:
Use the Course, Speed, Radius or Delay slider to set the desired parameters with which
the maneuver is to be simulated and move the Time slider to see the future development
of the scenario.

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Operating Instructions 13. Trial Maneuver

13.6 Checking the Trial Maneuver

By means of Time, the instant of time that is to be considered can be set:
- Click on the Time bar slider and, with the trackball, vary the time instant that is to be
displayed

- or -
- click on the slider bar, but not to the slider, to produce 5 sec time increments stepwise.
By continuous variation, a synchronized display of the simulated own ship positions and
target positions takes place. If, for all time values, an adequate distance between own ship
symbol and the target symbol is displayed, the trial maneuver will not show a dangerous
approach.
Also during the true trial maneuver the collision calculations 1) take place, which would indi-
cate a dangerous target symbol in red color as soon as the anti-collision limits are infringed.
If necessary, any of the trial maneuver settings can now be changed and the check can be
repeated.

Trails are updated in True

Trial maneuver line mode
defined by course

Radius that is set Radius that is set for the

for the trial trial maneuver
maneuver
The present own
position (own
ship symbol and
Future positions after the true vector)
time entered with the
Time slider
Delay
Delay

Display after switch-over to True Vector Check by variation of the Time

Mode input

Fig. V-23 Checking the Trial Maneuver

1)
The collision calculations of the trial maneuver simulation implement the same alarm limits for
CPA and TCPA as set for the normal target tracking in the Dangerous Targets group of the
Settings > Targets menu.

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13. Trial Maneuver Operating Instructions

13.7 Further Information about the Trial Maneuver

- The maneuver can be observed with relative or true vectors. As during normal opera-
tion, the vector mode is to be set in the Vector & Trails group. This setting will also
have an effect on the trails and the past position plots before the maneuver function is
started.
- In both of the vector modes, the maneuver radius that can be set and the accelera-
tion 1) for the set speed-changes are taken into account additionally to the planned
course change.
- At any time before or during the simulation, you can change between T and REL
maneuver vector mode, without changing other simulation parameters.
 The target tracking / plotting and the manual and automatic target acquisition are not
interrupted during the execution of a maneuver, but no new sleeping AIS targets can
be activated manually. This means also that the target list under Tools > Targets >
List at all times displays the currently valid data of the target tracking process and
not the trial maneuver data.
 Contrary to targets already being tracked by the ARPA, radar targets which are in the
state of

“under evaluation” (i.e. being in “acquisition status”) will not be taken into account
for the trial maneuver.
 As long as the Trial maneuver is active, the Dangerous Targets function (ARPA and
AIS) is automatically On, independently of the settings under Settings > Targets >
Dangerous Targets and AUTO ACQ AIS Targets respectively.

1) The min. and max. radius and the acceleration behavior of the ship are entered at service level
during setting-to-work.

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Operating Instructions 14. The Tools Sidebar

14. The Tools Sidebar

The Tools Sidebar provides a menu area for a
large number of useful navigation tools. For
access to these tools click to the TOOLS
button next to the Alarms menu.

The TOOLS bar will be opened. It is divided

into several groups each with a number of
related tools, select one of the entries.
For further details about available tools refer
to the separate main chapter about Naviga-
tion Tools on page 414.

The selected tool is presented in the bottom

area of the sidebar, here called the tools
sidebar as shown in the screenshot to the
right.
If a further tool is opened, the first is placed
in the background and can be put to fore-
ground again by a click to the corresponding
tab in the header.

On larger monitors with 32 and 55 inch and

UHD resolution two or three tool areas can be
opened.
Each tool area can have several tools one in
the foreground, the others in the background
and selectable by tabs.
Choose the tools button next to desired tools
area to open another tool in this area.

Fig. V-24 Tools Sidebar

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15. The Menu Bar with Home, Default Settings and MOB Operating Instructions

15. The Menu Bar with Home, Default Settings

and MOB
The menu bar provides functions to navigate between applications and screens. To open the
menu, click on the Menu button in the bottom left corner of the display. The menu resem-
bles the Start menu of MS Windows 7. The figure below shows an example of a menu which
is displayed when clicking on the Menu button. Depending on the installed applications it
might look different:

Select one of the

items to:

Jump to Super
Home Page

To display the
Shortcuts to About menu with
the primary SW versions etc.
applications
To change
Dimming

and to create a
new or to edit a
set of Favourite
Settings

Select one of the items from left to right to:

In case of a Man-over-Board event just
1. Open the Settings Bar click here:
2. Take a screen snapshot The MOB symbol will be placed at current
own ship position as a marker.
3. Jump to Super Home Page Further steps are described in NAVIGATION
TOOLS on page 415.*
4. Set the Default Settings according to
IEC Standard
5. Select one of the prepared Favorite
Settings

Fig. V-25 Opened Main Menu

 When you are moving the mouse or trackball pointer over the buttons of the menu
bar, you will experience a roll-over effect indicating the button you are currently
pointing at. This will help you to pinpoint the right button for the current operating
situation even in case of emergency.

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Operating Instructions 16. Voyage Recording

16. Voyage Recording

Background
The ECDIS application is recording the main navigation data in a permanent data base on
the hard-disc of the PC. The recorded data are accessible by the operator via screen printout
with a data viewer.

Voyage Data Recording

Data recording is done automatically, no operator action is required. Data are stored every
10 sec for a period of 90 days. Older data are deleted automatically.

Voyage Data Replay

Select Voyage Replay from Super Home Page. The voyage
replay menu opens with one opened Voyage Replay page.
Enter date and time of the period of interest and set the filter
as required for ship data, environment data like depth and
wind, LOP (lines of position), chart data, AIS/ARPA data, and
Trackpilot & Speedpilot data.
Click to the Filter Voyage Data bar underneath. A complete
list of data is displayed.

Fig. V-26 Voyage Data Replay

Open another viewer i.e. for a different

period by pressing the left top bar Start
Voyage Recording Replay. This can be
done again for further viewers.
Close a viewer by clicking the cross in the
top tab line (see red arrow).

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16. Voyage Recording Operating Instructions

16.1 Voyage Recording - Enter Date and Time

Enter Date
Click to the Date entry to open the calendar menu, click to the Month to change it and
select a day from the calendar page.

Enter Time
Click to the Time entry to open
the time menu, enter a time and
click to Ok.

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Operating Instructions 17. Operator Activity Monitoring (“Dead-Man” Switch)

17. Operator Activity Monitoring (“Dead-Man”

Switch)
The Platinum NAVIGATION System is monitoring the operator activity. Each time any of the
operating devices is used, an activity message is sent out to a connected or integrated
Bridge Navigational Watch Alarm System (BNWAS).
The message format in the standardized NMEA 0183 (IEC 61162) format is as follows:
$--EVE,142319.71,NACOS,Operator Activity*23
EVE is the message identifier followed by the time, a self-explaining text and a checksum.
This message is given once if in the last 10 sec at least one operator activity has been moni-
tored.
Operator activities are monitored for each key and each control of the RADAR and TRACK-
PILOT keyboard, for the trackball, and for the ASCII keyboard, the trackman, and the HP
standard mouse at the planning station.
If this re-trigger message is missing, the connected BNWAS will automatically alert the
Master or another qualified OOW.

Fig. V-27 Operating Devices for Activity Monitoring

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17. Operator Activity Monitoring (“Dead-Man” Switch) Operating Instructions

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SETTINGS
SETTINGS NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
This main chapter is dealing with the long-term settings which are typically done for a longer
period, i.e. several passages. Settings which are required for each voyage again, are
described together with the functional description, i.e. CHART FUNCTIONS for ECDIS related
items.
Most of these long-term settings for your Platinum
NAVIGATION System system are available from the
Settings bar.
Click to the Settings symbol in the bottom left line
of the screen (as shown by a red arrow in the
screen shot to the right) and the Settings bar will
open for about 120 sec. Select your required item.
If the setting bar disappears, just open gain. The
display time has been limited in order not to cover
important navigational information more than abso-
lutely necessary. Depending on the system configu-
ration the entries may slightly deviate from the
screenshot shown here.
Please refer to the footnotes on the next page for
any deviations.
Especially if no ECDIS application is installed on
your system (i.e. only RADARPILOT), the corre-
sponding menu entry for Chart is not available.
The menu entry for Radar Settings is available
only if the RADARPILOT Platinum application is
installed on your system and ECDISPILOT is just
selected. It provides radar transmitter control from
the ECDIS user interface. In Radar mode these
settings can be controlled directly from the Radar
application.
Most of the expanders are described in this main
chapter about SETTINGS.
Menu entries for TRACKPILOT and SPEEDPILOT
related settings are visible only if these options are
installed. In that case please refer to the subse-
quent main chapters about TRACKPILOT and
SPEEDPILOT for a description of the corresponding
settings.

Fig. VI-1 Settings Bar

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Operating Instructions 1. Overview

1.1 Structure of the Settings Bar

Table VI-1 Structure of the SETTINGS Bar

Group Function Description Details

AIS AIS Settings Switch off AIS TX, reduce power, set LR mode page 195
Channel Man. Check AIS channels & zones and power setting page 195
Target Fusion Set fusion limits (distance, course, & speed) page 198
Test Testing the transmitted power & MMSI, SAAB R5 only page 198
Alerts Alert Limits Set limits for depth, UKC and wind page 200
Route & ECDIS Deactivate route corridor warning, deactivate ECDIS page 201
Alerts alerts, set look ahead sector
Escalation Set time from unackn. warning to alarm page 202
Guard Zones Set guard zones for auto. target acquisition page 202
NAVTEX Alerts Switch off NAVTEX warnings individually page 204
Sensor Alerts Switch on additional warnings for sensors page 204
Targets Set CPA/TCPA limit for dangerous targets page 205
Presen- Chart Display Select chart display category i.e. Standard page 207
tation Setting
Depth Contour Set safety depth and safety contour page 208
ECDIS Hazards Switch on display of hazards in look ahead and route [1] page 211
Own Ship Show true scaled outline and astern line for own ship page 212
Route Show safety corridor, wheel over line etc. page 213
Target Presenta- Show Data Reports and Locating Devices and labels of page 214
tion AIS/ARPA Targets.
True Motion Set true motion reset, default 70% of screen [2] page 220
User Symbols Select symbol shape and visibility group page 221
Radar Radar Settings Select/switch-on radar TX, control gain, filter [3] page 222
Blanking Sectors Select sectors not to allow radar transmission page 352
Global Trans- Select to stop all transceivers page 288
ceiver Control
Sensors Manual Draught Enter fore and aft draught of vessel page 223
Sensor Integration Combine sensors by Kalman filter [4]
page 224
Sensor Monitoring Set 2nd sensor & limits for sensor monitoring [5] page 225
Sensor Properties Remove sensors from auto selection page 227
Speed- Speedpilot Set control sensitivity and economy See main
pilot Utilities Access to Speedpilot service tools chapter
SPEEDPILOT [6]
Track- Trackpilot Set rudder economy & control limits See main
pilot Utilities Access to Trackpilot service tools chapter
TRACKPILOT [7]
Voyage Settings Set rescheduling and related items page 228
[1] Only available in ECDIS
[2]
Setting of true motion reset only available in ECDIS
[3] Only for MULTIPILOT in ECDIS mode
[4]
Only available if Kalman filter option is configured
[5]
Only if second sensor of same kind is connected
[6] Only if SPEEDPILOT is installed
[7] Only if TRACKPILOT is installed

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2. AIS Settings (if AIS is connected) Operating Instructions

2. AIS Settings (if AIS is connected)

The AIS Transponder System provides AIS data from other vessels (i.e. identity, position,
speed, course, and cargo) and objects around the own ship in a radius of about 20 NM (in
reach of VHF radio). At the same time it transmits own AIS data (as above) to other vessels
in the vicinity (up to 20 NM as above).
If the AIS transponder on board is connected to the Platinum NAVIGATION System, data
from other vessels are displayed as symbols on top of the ECDIS chart or radar PPI.
The AIS system uses four different categories of symbols as follows:
 AIS targets: ships that are equipped with an AIS system
 SAR aircraft: search-and-rescue airplanes or helicopters
 Aids-to-Navigation: navigation marks, e.g. beacons and buoys
 Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic
control center.
The AIS targets and SAR aircraft can be activated and tracked in the same way as radar/
ARPA targets.
Please refer to the separate main chapter about TARGET HANDLING.

Select one of the settings in the AIS group from the

Settings Bar:

1. AIS Settings for switching off the AIS transmitter, for

reducing power, or for activating LR mode. 1)
2. Channel Management for checking AIS channels &
zones and power setting (this is a check only)
3. Target Fusion for setting the fusion limits of Radar
and AIS targets (distance, course, & speed) (applicable
in any case, settings are controlling the Platinum SW)
4. Test for testing the TX/RX function of a connected
SAAB R5 transponder (only available if SAAB R5 is connected)
Those settings, which have to be updated for each voyage, are described in the main
chapter about AIS, NAVTEX Printer, and other Subsystems, i.e.:
- Voyage data with destination and ETA
- Status with Power Off, and LRIT response, and display of SARTs
- Channel settings with low power mode for loading tankers and mooring
 Applicable only if AIS is connected bi-directional, if editing of input fields is blocked,
settings have to be made from the separate AIS Minimum Keyboard, also called MKD.
All operating actions can be performed on any workstation without the need for a particular
switch-over procedure. As far as the AIS settings and the information transmitted are
concerned, the last operating action applies.

1)
If editing of input fields is blocked, settings have to be made from the separate AIS Minimum
Keyboard, also called MKD. The reason is that the AIS system is not connected bi-directional to
Platinum NAVIGATION System

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Operating Instructions 2. AIS Settings (if AIS is connected)

2.1 Transmitter ON/OFF and Long-range Mode

2.1.1 (Earlier AIS Model)
Select AIS Settings to enter the menu.
Check the displayed information and adjust if necessary.
If the Adjust buttons are not accessible, any update of
the stored information has to be entered from the sepa-
rate operating unit (MKD) of the AIS transponder.

Transmitter
Indicates whether the transmitter is switched ON or OFF. Prevent the AIS transponder from
transmitting completely by setting this entry to OFF (if AIS is connected for remote opera-
tion). Otherwise use the separate operating unit (MKD) of the AIS transponder for switching
off.

CAUTION
The transmitter should not be switched off except in justified exceptional cases,
because when it is switched off, own ship can no longer be detected as a target by
other ships and cannot participate in the communication between ships, equipped
with AIS. The status Transmitter On/Off is stored with date and time in the
Event Log and can also be called up after an accident at sea

Low Power Mode

For safety reasons (possible explosion) the transmitting power of AIS transponders on
tankers shall be reduced to low power during loading and unloading.

LR Interrogation Mode
This line indicates the long-range interrogation mode of the AIS transponder system. The
transponder can be interrogated about own AIS data by using other communication
systems, i.e. a SATCOM system. Because this interrogation can be done over long distances
compared to the typical VHF range for AIS, it is called “long-range interrogation”.
The interrogating station, i.e. a vessel traffic service center or harbor authority, specifies
which data are requested. The reaction of the AIS electronics unit can be set by means of
the Long-Range Interrogation Mode.
 Auto: In the case of an interrogation, the reply is sent automatically. For the purpose of
information, the AIS Interrogation alarm appears; it should be acknowledged in the
usual way.
 Manual: In the case of an interrogation, the AIS Interrogation alarm appears. By
acknowledgment, the AIS Interrogation dialogue appears. The reply is sent with the
Reply button or is instead prevented with the Close button.

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2. AIS Settings (if AIS is connected) Operating Instructions

2.1.2 Transmitter ON/OFF and Long-range Mode (AIS Model

after 2010)
Select AIS Settings to enter the menu.
Check the displayed information 1) and adjust
if necessary.
If the Adjust buttons are not accessible, any
update of the stored information has to be
entered from the separate operating unit
(MKD) of the AIS transponder.

Transmitter
Indicates whether the transmitter is switched ON or OFF. Prevent the AIS transponder from
transmitting completely by setting this entry to OFF (if AIS is connected for remote opera-
tion). Otherwise use the separate operating unit (MKD) of the AIS transponder for switching
off.
CAUTION
The transmitter should not be switched off except in justified exceptional cases,
because when it is switched off, own ship can no longer be detected as a target by
other ships and cannot participate in the communication between ships, equipped
with AIS. The status Transmitter On/Off is stored with date and time in the
Event Log and can also be called up after an accident at sea

LR Interrogation Mode
This line indicates the long-range interrogation mode of the AIS transponder system. The
transponder can be interrogated about own AIS data by using other communication
systems, i.e. a SATCOM system. Because this interrogation can be done over long distances
compared to the typical VHF range for AIS, it is called “long-range interrogation”.
The interrogating station, i.e. a vessel traffic service center or harbor authority, specifies
which data are requested. The reaction of the AIS electronics unit can be set by means of
the Long-Range Interrogation Mode.
 Auto: In the case of an interrogation, the reply is sent automatically. For the purpose of
information, the AIS Interrogation alarm appears; it should be acknowledged in the
usual way.
 Manual: In the case of an interrogation, the AIS Interrogation alarm appears. By
acknowledgment, the AIS Interrogation dialogue appears. The reply is sent with the
Reply button or is instead prevented with the Close button.

Display SART in Test Mode

indicates whether an AIS-SART (SART = Search And Rescue Transmitter) in test mode will
be displayed in the chart or radar PPI. Set to ON or OFF as required. For the presentation
of SARTS please refer to page 219.

1)
Low Power Mode: For safety reasons (possible explosion) the transmitting power of AIS
transponders on tankers is automatically reduced to low power during loading and
unloading. No user operation is required as long as the type of vessel is configured during
installation to Tanker and the navigation status is Moored and not moving faster than 3 kn
(valid for transponders acc. to new IEC standard 61993-2 ed. 2.0 from 2010-10-19).

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Operating Instructions 2. AIS Settings (if AIS is connected)

2.2 Channel Management

The AIS system is using two VHF radio chan-
nels for data exchange between vessels.
They are set by default.
The correct selection and setting of channels
depending on the zone where your ship is
sailing is done automatically by the AIS
Transponder System.
It is important to keep these settings as they
are because the AIS system cannot function
unless all AIS transponders communicate on
the same VHF channels and with the correct
bandwidth.

Fig. VI-2 AIS Channels

CAUTION
It is also possible to make a setting manually, but this should only be done in excep-
tional cases and following the advice of a local administration received by radio,
publications, etc. and only after having informed the ship's command personnel
accordingly.

Please refer to the main chapter about AIS, NAVTEX and other Subsystems for more infor-
mation about the list of status data, the channel setting, and any further settings (chapter
only included in NACOS Platinum Navigation system documentation).

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2. AIS Settings (if AIS is connected) Operating Instructions

2.3 Target Fusion

An ARPA target and an AIS symbol may represent the same
object. In order to determine if this is the fact, ARPA and AIS data
for distance, speed and course are compared. If the difference in
data are within preset limits, the targets will be associated if this
function is activated. In this case, only one of the symbols is
shown. Anyway, both targets will be continuously tracked. The
blanked-out symbol will appear again automatically if the differ-
ences in data exceed the preset limits.
The limits required for this function are set here.
It is possible to define the priority for showing an object as ARPA or AIS targets for the case
that target fusion is active for a tracked target. This means that one of the symbols can be
suppressed on the PPI. Additionally, it can be defined for a single selected target on the PPI
to show the suppressed symbol for a limited period of time.

Fusion Distance
If the distance is less than the set limit, the ARPA and AIS target are displayed as one
target. Choose between 0.1 and up to 0.3 NM.

Fusion Course
If the course difference is less than the set limit, the ARPA and AIS target are displayed as
one target. Choose between 5 and up to 35 degree.

Fusion Speed
If the speed difference is less than the set limit, the ARPA and AIS target are displayed as
one target. Choose between 0.5 and up to 1.5 NM.

2.4 AIS Test (SAAB R5 only)

This function initiates a test call to a neigh-
boring AIS station. The MMSI and strength of
the received call are indicated (available in
the list of settings only if SAAB R5 AIS is
connected bi-directional, otherwise please
initiate test call from separate MKD).

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Operating Instructions 3. Settings for Alerts

3. Settings for Alerts

This chapter describes how various alerts are activated and deactivated. Sometimes it is
useful to activate or deactivate a whole set of alert settings with one click. Imagine the ship
is navigated in narrow water from one of the bridge wing workstations. All alerts are
required at this workstation. In this case it is recommended to set all alerts as required for
this specific nautical task and to store these settings under a new favorite setting called e.g.
Local Alerts ON. When leaving the workstation for sailing in open sea all local alerts have
to be deactivated. Otherwise you have to go back to the wing for each new local alert
coming up here for acknowledgment. Switch off all local alerts and store the setting under
a new favorite called e.g. Local Alerts OFF (see page 43). Now when coming back to the
wing you just select with one click your user profile Local Alerts ON.
According to the new Bridge Alert Management standard the Platinum NAVIGATION System
system is based on a four level alarm system with external alarms having the highest priority
(fire alarm) followed by internal alarms, warnings, and cautions.
The permanent Alarms menu
comprises all functions for alarm
handling. It provides access to the
alarm list, to the switches for
silencing the alarm horn, for
acknowledging alarms and for
opening individual Alerts and Cautions lists.

If the alarm list is opened by the

Alerts List button (blue arrow) it
always shows the complete list of
alarms, warnings and cautions,
independently of the previously
made selections of filters or prior-
ities in the list.
The list then shows the newest
alarm entry at the top of the
alarm window.
Close the list with a click on the
small cross in the Nav Alerts tab
(red arrow).
More details about the alarm list
can be found in the main chapter
CENTRAL ALERT MANAGE-
MENT.

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3. Settings for Alerts Operating Instructions

3.1 Setting Alert Limits

Depth Limit
Enter the depth limit and check the corresponding
box for an alarm.

Under Keel Clearance (UKC)

Enter a value for Under Keel Clearance and
check the corresponding box for Alarm on viola-
tion. This alarm is displayed as a warning in the
alert list and disappears again if UKC is no longer
violated.

Wind Limit
Enter the wind speed limit in kn or m/s considering the damping period (the period where
the wind speed exceeds the limit at all times) and the measurement method (relative wind
speed compared to ship’s speed or true wind speed). Check the box for the corresponding
alarm.
Alarm on Violation
The alarms of both sensors for depth and wind can be deactivated. Just leave the small box
unchecked. It is important to note, that in this case all alarms from these sensors are
switched off, also those for monitoring the interface and the data time-out.

3.2 Escalation of Alerts

For navigational alarms the escalation time period
which expires until an unacknowledged warning is
automatically changed into an alarm can be set
here.

This setting is protected by password level 4.

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Operating Instructions 3. Settings for Alerts

3.3 Route & ECDIS Alerts and Look-Ahead Sector

Alerts
The first three alerts are part of the
route monitoring, the following are part
of ECDIS monitoring:
1. Deactivate the Route corridor
warning if disturbing in narrow
water, default is on.
2. Activate the Approach waypoint/
critical point warning if you wish
to have an alert on reaching the next
wheel-over point or parameter point
(see route monitoring page 510).
3. Activate the Cross Track Distance
(XTD) alarm for an alarm on cross
deviation from planned track. The
limit can be set during route moni-
toring.
4. Activate the Crossing safety
contour alarm for an alarm on crossing the safety contour indicating shallow water
areas. For the setting of the safety contour please refer to Depth Contour (see
page 208).
5. Activate the Navigation hazard ahead caution, for a (visual) indication on
approaching a hazard like buoy, beacon, pipeline, cable, offshore platform, wreck, fishing
zone, mooring area, ice zone, or similar.
6. Activate the Crossing special area caution (or warning) if for an indication or
warning on crossing an own safety line, dangerous area, or dangerous user symbol like
a wreck. It can be chosen whether this notification will be raised as a caution or warning.
7. Activate a Position fix reminder and set the interval to receive a reminder in time.
Please refer also to the main chapter about ROUTE PLANNING AND MONITORING.

Look-Ahead Sector for ECDIS Monitoring

Show on Chart activates a virtual sector in front
of the own ship with adjustable sector width and
length. In the example, the sector has a length of
one NM and a width of 250 m at its end. The guard
sector opens out from own position in the direction
of the ship's movement and is carried along with
the ship. The monitoring is performed both with the
look ahead sector and with own position (i.e. the
own ship contour). It takes place for route alerts,
for chart objects as activated and for user symbols
like wrecks, and obstructions. The monitoring is
independent of whether the display of these objects is switched on or off.
Whenever a monitored object is within the defined range of the sector or it touches or over-
laps the ship’s contour, an alarm is raised.
 Even when the function Show on Chart is switched off for display, in any case the
look-ahead sector monitors the above activated route and ECDIS alerts.
 It might be an advantage to switch off these alerts if the speed is very low or the
ship is stationary.

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3. Settings for Alerts Operating Instructions

3.4 Acquisition / Guard Zone Settings

Open the Guard Zone menu under Settings. Two indepen-
dent guard zones can be switched on in order to acquire auto-
matically all radar targets and sleeping AIS targets entering
the zones. The guard zones are switched on and off by
checking the controls Zone 1 and/or Zone 2.
 If the guard zone is switched off, automatic target
acquisition does not take place any longer. Targets already acquired will be tracked
further on.
If a target has not been tracked before entering the guard zone, the Target Auto-
Acquired alarm appears.
If a target has already been tracked when it entered the guard zone - the Target Entered
Guardzone alarm appears.
After acknowledgment of the alarm, the automatic target tracking starts and afterwards
 it is marked with the flashing symbol or if the function TRUE SCALED TARGETS
is active, the AIS target can be shown with the true scaled outlines in the small
ranges

Setting the Range of the

Acquisition/Guard Zone
Example shown for Guard Zone 1:
Click on the arc that defines the
acquisition/guard zone and use
the small handle to drag the zone
to the desired size.
 The outer limit can be set
to a range value between
1.5 NM and 20 NM.
Handles
Setting the Angle of the
Acquisition/Guard Zone
Click on the angle line that defines Fig. VI-3 Range & Angle of Guard Zones
the acquisition/guard zone and
use the small handle to drag the zone to the desired angle.
 The angle can be set to a value between 5° and 360°. The setting takes place relative
to the heading direction, i.e. the acquisition/guard zone turns with the ship’s heading.

Acquisition/guard zones are set at a workstation but controlled by the transceivers.

Therefore settings at any workstation are shared system-wide. If either, the acqui-
sition/guard zones or the on/off settings are changed, they will change on all work-
stations.

WARNING
In the case of heavy rain, snow and hail, it can be expected that, even if the setting
is correct, radar targets which only produce weak reflections - especially targets
situated behind a strong rain front - will remain undetected.

Since automatic acquisition is using the raw radar video, sea/rain clutter and land
mass can cause false positive target acquisition even if MFD filters are set correctly.

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Operating Instructions 3. Settings for Alerts

Target Capacity
Go Tools -> Target List and click with DO to Capacity to see the used capacity of the
targets.
ARPA target used capacity.

Activated AIS
target used
capacity

AIS target
used capacity.

Yellow square shown if any of

the capacity limit is reached.

The maximum capacity of the ARPA target tracker is restricted to 40. The AIS can support
minimum 240 and maximum 1000 messages. Maximum 80% of this capacity are sleeping
targets and maximum 40 of these AIS targets can be activated at the same time. 1)
Remaining capacity (20%) is allocated to the Data Reports and Locating Devices.
If there are already 95% of the maximum number of ARPA targets or 95% of the maximum
number of AIS targets being tracked or acquired, the Check ARPA/AIS Target Capacity
warning appears. Delete unimportant targets!
If there are already 100% of the maximum number of ARPA targets or 100% of the
maximum number of AIS targets being tracked or acquired, the ARPA/AIS Target
Capacity Exceeded alarm appears. Delete at least one unimportant target before another
target can be acquired.

 If the total capacity of Data Report, Locating Devices and AIS Target is exceeded, the
new AIS Target replaces the farthest away AIS Target.

1)
E.g., if the AIS capacity is 240, the capacity of 192 is allocated to the AIS Targets.

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3. Settings for Alerts Operating Instructions

3.5 NAVTEX Alerts

NAVTEX alerts received from an external NAVTEX
system are presented as a warning in the alarm
management of your MFD.
They have to be acknowledged by the user like all
other alerts and as a result an answer is sent to the
connected NAVTEX system stopping the local audible
alert.
In some areas the number of NAVTEX warnings is quite
large and it is important to switch off those alerts
which are not necessary for the actual nautical task.
This can be done under NAVTEX Alerts form the
SETTINGS bar as shown to the right.

3.6 Additional Sensor Alerts

If sensors on-board are
working less reliable or main
and second sensor differ
more than typically
expected, it might be helpful
to activate additional warn-
ings if a sensor is valid again
or if an automatic sensor
switch-over has taken place.
These warnings could
support navigation in chal-
lenging passages, e.g. in the
archipelago.
Check the box for Raise sensor valid warning to activate a warning when sensor infor-
mation becomes valid again. This applies to HDG, POSN, and SOG.
Check the box for Raise new sensor selected warning to activate a warning when a
sensor has automatically been changed by the Platinum sensor monitoring system. This
applies to HDG, POSN, SOG, STW, Depth and Wind.
These two warnings are not required by the new Bridge Alert Management (BAM) standard.
The standard is focusing on a reduction of bridge alerts in order not to distract the navigator
from his main task.

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Operating Instructions 3. Settings for Alerts

3.7 Dangerous Targets Settings

Dangerous Targets On
This function is activated under Settings -> Target. Targets
which are tracked by the ARPA and also activated AIS targets
can automatically be marked as dangerous targets by the auto-
matic collision avoidance computation if their closest point of
approach (CPA/TCPA) is lower than the limits set in the Alarm
Limits group. As a result,
 the Dangerous Target alarm appears,
 the target which has caused the alarm is indicated on the
chart by means of the flashing symbol or ; if a
sleeping AIS target has caused the alarm, that target is
automatically activated beforehand if AUTO AIS Activation
is enabled. Uncheck AUTO AIS Activation checkbox to
disable the auto activation of AIS sleeping targets to avoid
unwanted alarms in dense traffic environment. See page 405
for auto activation of AIS sleeping targets.
 The flashing of the symbol stops after the alarm Dangerous
Target for the appropriate target has been acknowledged.
The alarm is kept in the alarm list.

Auto AIS Activation

AUTO AIS Activation disabled: In particular cases, it might be required to prevent AIS
targets from being activated by the collision avoidance computation, for example to avoid
unnecessary alarms in port or at other berths caused by AIS targets.
AUTO AIS Activation enabled: AIS sleeping targets are automatically activated if the
checkbox Dangerous Targets On is selected and the CPA of the sleeping target is lower
than CPA/TCPA limit.

Limits for Closest Point of Approach (CPA)

The limit for the distance to the closest point of approach of a target can be set here. If a
target gets closer then the set limit, it is automatically marked as dangerous target and the
alarm Dangerous Target is raised. Choose between 1.0 and 10 NM.

Limits for Time to Closest Point of Approach (TCPA)

The limit for the time to closest point of approach of a target can be set here. If the time
of the TCPA gets shorter then the set limit, it is automatically marked as dangerous target
and the alarm Dangerous Target is raised. Choose between 1 and 100 min.

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4. Settings for Presentation Operating Instructions

4. Settings for Presentation

This chapter describes settings required for the individual presentation of
 charts
 the depth contours
 the ECDIS hazards
 the own ship symbol
 the own routes
 the targets
 the true motion reset
 and user symbols.

Select one of the items from the Settings bar to open the corresponding menu.

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Operating Instructions 4. Settings for Presentation

4.1 Settings for Chart Presentation (if ECDISPILOT is installed)

Categories Group
Select one of the display categories for
the details that are to be shown in the
chart.
 Base is providing coast lines and
obstacles only and is not sufficient
for navigation.
 Primary is covering Base plus
buoys and beacons and is used for
chart radar.
 Standard is sufficient for voyage
planning and monitoring.
 All contains above categories and
all other display groups of the elec-
tronic chart.
 Custom allows the user to make all
settings individually. Click to Adjust
to select each item.
The selected category (Base, Primary,
Standard, All, Custom) is indicated in
the top status line of the application
area as shown to the right. Moving the cursor on top of the Category field opens a small informa-
tion window with details about the selected or deselected groups.
A plus sign (‘+’) after the category is
shown, if additional groups have been selected. A minus sign (‘-‘) after the category is
shown, if additional groups have been deselected.

When vector charts are being used, it must be ensured at regular intervals (e.g.
after a change of watch) that all of the necessary display groups are being
displayed. Not even the Display Standard setting guarantees the completeness of
the display.

Advanced Group
Text Labels can be switched on in steps: none, important, primary, all, and custom.
Click to Adjust to customize the presentation.
Symbols and Areas Select between paper chart or simplified presentation.
Additional Information Check corresponding controls for national language, lights,
accuracy, highlighted information and scale dependent display of information.
Highlight Updates None, Last or All updates are highlighted.

Date Dependent Displayed Features

Within Current Date: Date dependent objects are displayed only if they have a date
matching with the current system date.
Within Selected Range: Date dependent objects are displayed only if they have a
date within the range entered under viewing date start and end.

Background for No-Data Areas

If RADARPILOT is installed and selected, this menu line is shown. Select the back-
ground for no-data areas in chart radar (ENC=ON), either dark or no-data pattern.

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4. Settings for Presentation Operating Instructions

4.2 Settings for Safety Contour and Safety Depth

Presentation (in ECDIS)
Check the draught of your own vessel as
shown here in the Depth Contour menu
(red arrow). If not OK, set the correct
value (see page 223) and come back.
Select the number of different depth
shades (two or four). The following
example applies to four shades.
Select the depth value in meters for each
shade by shifting the corresponding slider.
 Set the gray Shallow Contour slider
(the top one in the example to the
right) to an appropriate value of a few
meters. This slider controls the colored
presentation only.
 Set the transparent Safety Depth
slider (the next one) as before to
draught plus safety margin. This slider
controls the safety contour alert if a
single depth value in the ENC is touched with the look-ahead sector (page 201). The
value can be set in the adjust box to the left as well.
 Set the gray Safety Contour slider (the third one) according to your ships draught plus
safety margin of a few meters. This slider controls the colored presentation and raises
the safety contour alert if the safety contour is touched with the look-ahead sector
(page 201).
 Finally set the gray Deep Contour slider (the bottom one) as appropriate, e.g. 3x ships
draught. This slider controls the colored presentation only.
As a result the colors in the ENC will indicate the
depth as adjusted in the above dialogue, from
dark blue for shallow water, blue for unsafe
water, light blue for safe water, and finally white
for deep water. In chart radar mode the color
scheme for night is used.

Extended Depth Scale

If a ship’s draught of 15 m or more has been set, the scale
changes to a higher range, here 60 m.
Reduce the set draught to go back to a smaller range of 30 m.
In the example to the right the night colours of ECDIS are
shown in addition, they are visible either in ECDIS mode, if
dimming is set to night mode or in general in RADAR mode with
ECDIS in the background.

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Operating Instructions 4. Settings for Presentation

4.2.1 Scope of Depth Values

Set the scope of depth values either to
System or Local.
If System is selected, any changes of the
safety depth value are distributed to the
central data hub and from there to all
other workstations.
If Local is selected, any changes of the
safety depth value are applied only to your
workstation. Changes on other worksta-
tions will not change your setting.
If a favorite setting is loaded, the safety
depth value is overwritten only in Local
mode. In System mode it will not be
touched.

Fig. VI-4 Setting Depth Contour

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4. Settings for Presentation Operating Instructions

4.2.2 Difference between Safety Contour and Safety Depth

The ENC provides continuous depth lines in steps only. If approaching a harbor there is e.g.
one line for 5 m depth and one line for 10 m depth available. Assume that your ship has a
draught of 7 m.
Now if you set the safety contour to e.g. 8 m, the next available safe depth line in the ENC
is e.g. 10 m and that one is displayed and used for the safety contour alert. You may
observe that the presentation is not changing smooth when shifting the slider but jumping
from one line to the next one.
Although your ship has a draught of 7 m and you have set the safety contour to 8 m, you
will receive an alert when approaching the 10 m safety contour. In this case and if you have
reached the 10 m safety contour you should reduce the safety contour value to 5 m to get
the next available line.
Now the safety depth slider determines the alert. If set to 8 m, it will raise a safety contour
alert again each time a single depth value of 8 m or less (wreck or single point) in the ENC
is hit with the look ahead sector.

4.2.3 Color Scheme for Depth Presentation in ENC

Chart zero

Shallow contour
Draught
Safety depth
Safety contour

Deep contour

Non-navigable area Navigable area

"Night" color
Brown Green Blue Darkblue Darkgray Black scheme

"Day" color
Brown Green Blue Lightblue Grayblue Lightgray scheme

Fig. VI-5 Color Scheme for Depth Presentation

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Operating Instructions 4. Settings for Presentation

4.3 Settings for Presentation of ECDIS Hazards

According to the new ECDIS Standard IEC 61174
Ed. 4.0 any hazards in the ECDIS which appear
either in the look ahead sector or on the planned
route corridor have to be additionally high-
lighted.
This presentation feature can be switched off by
the user individually.
Click to the Settings symbol in the bottom line
and select ECDIS Hazards from the list of
settings.

The menu as shown to the right is opened.

Check the boxes of those items which you would
like to highlight during route monitoring in the
ECDIS.
In general it is recommended to activate all three
groups:
1. Crossing Safety Contour 1)
2. Navigation Hazards Ahead
3. Crossing Special Areas (with all sub-areas)
Fig. VI-6 Set ECDIS Hazards
If the presentation is overloaded, specific
settings can be switched off.
In Default Settings all settings are activated (see
page 234).
Examples for the presentation of the three ECDIS hazards are given below:

2) Navigation hazard ahead

within the look ahead sector is
indicated with a yellow square 3) Crossing a special area with the
1) Crossing a safety contour look ahead sector, here PSSA
with the look ahead sector is indi- (particularly sensitive area), is indi-
cated by a red border line cated by a yellow border line

1)
Refer to page 208 for setting the depth value for the safety contour

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4. Settings for Presentation Operating Instructions

4.4 Own Ship Symbol

The own ship presentation can be config-
ured to the actual nautical requirements.
The Minimized Symbol consists of two
concentric circles representing the posi-
tion of the CCRP of the own ship.

Prediction
If the prediction has been activated, a
curved headline is shown in addition to
the own ship symbol. Select Alternate
Color to change the color of the curved
headline for easier identification.
True Scaled Outline
Activate this function to show the own
ship true to scale with length and beam
size parameter as stored in the ship
configuration data.
The True Scaled Outline is available Ship symbol with true
only in the smaller ranges 1) if the beam scaled outline
size is displayed larger than 3 mm on the
screen. It cannot be displayed in larger
ranges.
Beam size
Stern and Heading Line
Stern line
Add stern (- - - -) and heading (------) line
by clicking into the corresponding box.
Both lines are displayed as far as the
edge of the PPI.

Past Track (only for ECDIS) Predicted course line

Add Past Track and 2nd Past Track to (the black dashed
line)
your own ship symbol and select the
Track Length in hours and the density Track line of acti-
of Time Labels in minutes. vated route (the red
dashed line)
Click to the Drop button to add in addi-
tion Manual Labels to the Past Track. Ship symbol with
continuous black
In compliance with the IEC Radar stan- heading line
dard this function is available only for
Past track (the bold
ECDIS. In RADAR mode the second part black black line, here
of the menu is hidden. Please refer to the with 3 min. labels)
Vector & Trails function in the Navigation
Stern line (the dotted
Sidebar for displaying a short Plot of the black line)
own ship in RADAR mode (See
page 170).
Track data are stored individually at each workstation in a 24h text file under ANC2010/data/
voyage. If ECDIS has never been started, the files are not available. If the workstation is
switched off for a short time (<24h), track data are still available after restart, otherwise a
new track file is started.

1)
Normally (depending on the size of the ship) 1,5 or 0,75 NM and below

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Operating Instructions 4. Settings for Presentation

4.5 Route Presentation

Before route editing is started, the settings for displaying
the route in the application area should be checked.
Please refer to the separate main chapter about ROUTE
PLANNING AND MONITORING for more details.

Refer to the following picture to identify the items that can

be superimposed as additional information to the route.

Waypoint number

Wheel over point/

wheel over line (the
point were the course Bearing of the track (also
has to be changed) called leg) from waypoint
2 to waypoint 3

Safety corridor, its width is adjust-

able separately for each leg by
clicking to the grey area and
drawing to the required width.

Fig. VI-7 Settings for the Route Display

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4. Settings for Presentation Operating Instructions

4.6 Display of Targets and Data Reports

Labels
Labels for ARPA, AIS targets, AIS Data reports and
AIS Locating Devices can be switched on and off by
a click to the corresponding boxes shown on the right.
ARPA Targets are shown with the radar transceiver
number selected at the MFD and the target number 1) .
If a ship name has been entered by the user in the
target list, this name is displayed instead of the
number.
AIS Data Reports are marked with their name.
AIS Acquired Targets and AIS Sleeping Targets
are marked with the received MMSI, Call sign, or
Ship Name. Just select the corresponding type from
the list.
The true scaled outline for AIS Acquired Targets
is automatically selected if the same setting has been
made for the own ship presentation, please refer to
page 212. This outline is shown only if the AIS target
delivers the ship dimensions and if the resulting beam
of the target symbol in the PPI exceeds 3 mm. In all
other cases the AIS symbol is still shown.

AIS Data Reports

AIS Data Reports are information derived from AIS Aids to Navigation (AtoN), AIS SAR
Aircraft and AIS Base Stations reports and introduced with IEC 62288 Edition 3 in 2021.
AIS AtoNs (AIS Aids-to-Navigation) are virtual or real navigation marks which are reported
by AIS transponders. They are used as a replacement for buoys, lighthouses, etc. They can
be physical/virtual AtoNs, physical unhealthy AtoNs and physical/virtual mobile AtoNs. The
top sign indicates the purpose of the AtoNs.
Physical AtoNs have a transponder which is phys-
ically at the position of the navigation mark. They
are visualized by a presented as an open orange
diamond centered at reported position 2) . Physical Physical AtoN- Default Virtual AtoN - Default
unhealthy AtoNs represents a failure and includes Top Sign
“Off Position”, “Unlit”, “Racon Error”, “Error” and
“Missing AtoNs”. These Physical unhealthy AtoNs are
presented with yellow text including a black outline.
Virtual AtoN
Emergency Physical
Wreck Mark unhealthy AtoNs -
Off Position

1) If ARPA targets are received from external radar, only the target number is available.

2) On radar displays the physical AIS AtoNs are drawn with top sign. On ECDIS chart, AIS Physical
AtoNs are drawn without indication of purpose unless the object is selected.

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Operating Instructions 4. Settings for Presentation

Current status of physical

unhealthy AtoNs are shown in
the details of the selected AtoNs as
below. In the example on the right,
the status of the AtoN is “Racon
error, no light”. Unhealthy AtoNs
are presented together with top
sign if available.

Virtual AtoNs have a transponder which is physically somewhere else, i.e. at a shore-side
base station. They are visualized by open dashed orange diamond with cross-hair centered
at reported position. The top signed indicates the purpose of the AtoN.
Physical mobile AtoNs are non-fixed or un-moored AtoN; it does not include a fixed or
moored buoy that is adrift from its station, temporarily or otherwise. It is used for the
marking of moving or drifting hazards to navigation. They are presented as an open orange
diamond topped by letter “M” and a compass rose inside centered at reported/predicted
position. If the direction of movement is known, it is indicated by an arrow originating from
the compass rose center oriented towards to the reported COG of the mobile AIS AtoN.
Virtual mobile AtoN have a transponder which is physically somewhere else, i.e. at a
shore-side base station. They are presented as an open orange dashed diamond topped by
letter “M” and a compass rose inside centered at reported/predicted position. Virtual mobile
AtoN are used if the position of the hazard can be known, and updated in, or near, real time.
SAR Aircrafts includes SAR Aircrafts- fixed wings and SAR
Aircraft - helicopter which are equipped with AIS transponders.
The type of aircraft is set correspondingly to SAR aircraft or SAR
Helicopters. Special symbols are used for presentation in ECDIS
and Radar as follows:
The SAR aircraft and SAR Helicopter symbols are oriented in the
direction of the COG of the aircraft. The length of the symbol is
6 mm.

The SAR vessel symbol is oriented in the direction of the COG

of the vessel. However, AIS SAR vessel belongs to AIS target
group for the presentation.

AIS Base Stations are designed for use by competent authorities to manage the VDL and
enable effective ship to shore/shore to ship transmission of information. They are the core
of any AIS Service and can be networked to provide broad VTS or Coastal Surveillance
coverage and overall maritime domain awareness. They are presented as a diamond at
the reported position of the base station and labeled with text “BS” centered in the diamond.
AIS Locating Devices are presented as a 8 mm diameter circle with a
cross inside drawn with a solid line. Test versions of AIS locating devices
include label “TEST” in lower right-hand side of the symbol. AIS Locating
Devices includes AIS-SART, AIS-MOB and AIS-EPIRB. See next section for more details.

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4. Settings for Presentation Operating Instructions

Lost AtoN and Locating Device

Click with DO to Settings -> Targets to enable the AIS
AtoN and AIS Locating Devices lost function. Check/
uncheck corresponding check boxes to enable/disable the
lost warning function. Enter the desired range to control the
functionality of the lost warning function.
Lost AtoN symbol is shown after 18 minutes from the
last received report of AtoNs.

 For lost AIS SAR aircrafts and AIS base stations, no

lost AIS data report symbol is shown.
 Lost AtoN and Locating Device function are deacti-
vated by default.

Data Report and Locating Device Capacity

10% of AIS capacity is allocated to the Data Reports. For example, if the AIS capacity is
240 then the maximum Data Report capacity is 24.
10% of AIS capacity is allocated to the AIS Locating Devices. For example, if the AIS
capacity is 240 then the maximum AIS Locating Devices capacity is 24.

Data Report
used capacity

Yellow square shown if any of

the capacity limit is reached. Locating
Yellow indication - allocated limit Device used
exceeded capacity.

 If the total allocated limit is exceeded a yellow square is shown left side of the report.
 If the total capacity of Data Report, Locating Devices and AIS Target is exceeded, the
new Data Report/AIS Locating devices replaces the farthest away Data Report/AIS
Locating Devices.

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Operating Instructions 4. Settings for Presentation

Physical Virtual
Default, Reference point,
Light, without/without sectors,
Leading Light Front/Rear
Racon

Emergency Wreck Mark

Beacon, Cardinal North

Beacon, Cardinal East

Beacon, Cardinal South

Beacon, Cardinal West

Beacon, Port Hand

Beacon, Starboard Hand

Beacon, Isolated Danger

Beacon, Safe Water

Beacon, Special Mark

Off position

Off position
with top Racon failure
sign

Light error or combination of

light error/off with racon

Light failure

Absence of a charted Physical AtoN

Fig. VI-8 List of AIS AtoN - Physical and Virtual 1)

1) Default physical AtoN symbol is used also for fixed structure offshore/obstruction, Light Vessel/
LANBY/Rigs.

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4. Settings for Presentation Operating Instructions

Default Mobile Physical

Default, Mobile Virtual

Self-propelled, but direction not reported or unavailable, Physical

Self-propelled, but direction not reported or unavailable, Virtual

COG is not available

COG is 000º ± 22.5º

COG is 045º ± 22.5º

COG is 090º ± 22.5º

COG is 135º ± 22.5º

COG is 180º ± 22.5º

COG is 225º ± 22.5º

COG is 270º ± 22.5º

COG is 315º ± 22.5º

Fig. VI-9 List of AIS AtoN - Mobile and Mobile Virtual

For more information use the cursor to point to the AtoN symbol of interest, the cursor tool
tip changes from standard indication to an extended one with AtoN information.
 The AtoN is not listed in the target list and it is monitored like a chart object
 If the Obstruction Ahead ECDIS alert is set, and the look ahead sector of own ship
reaches an AtoN, the Crossing a Danger warning is raised
If the Safety Contour Alarm is set, and the look ahead sector of own ship reaches the
AtoN, this alarm is raised.

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Operating Instructions 4. Settings for Presentation

4.7 Display of AIS Locating Devices

AIS Search and Rescue Transmitters are typically available as hand-held devices on the
bridge or in a lifeboat (called AIS-SART), or integrated into a life vest (called AIS-MOB), or
as a float-able EPIRB (called AIS-EPIRB).
They are transmitting the position of the device as derived from an integrated GPS receiver.
If the AIS transponder on your own
ship is receiving such a message
instead of the standard AIS symbol a
special symbol is used for presentation
in ECDIS and Radar as follows:
The AIS Locating Device symbol for all
three applications (SART, MOB, and
EPIRB) is represented by a crossed
circle in red color.
If a AIS Locating Device is transmitting
in test mode instead of active mode the
color changes from high-lighted red to
orange. The display of AIS Locating
Device in test mode can be suppressed
under AIS settings (for later AIS
models), see also page 196. The display
of SARTs in active mode can not be
suppressed.
By moving the cursor to the AIS Suppress display of
Locating Device symbol a window opens SARTs in test mode
with more detailed information where
the name of the target is either SART,
EPIRB, or MOB and the status can be Fig. VI-10 Display of AIS SART, MOB &
ACTIVE or TEST. EPIRB

The example to the right is showing an

MOB ACTIVE device (Man-over-Board).
At the same time the AIS Locating
Device is also shown in the target list.
If many targets are tracked, the entry
may be at the end of the list and not
visible depending on sort order settings.
So just click to the small triangle in the
top line (red arrow) of the target list
and select the entry Locating devices
to see i.e. the AIS MOB target at once.
Receiver autono-
mous integrity
monitoring mode

 An AIS-MOB and a manually

set MOB symbol are handled
completely different.
The manually set MOB Symbol is starting on the actual ship position, it can be
corrected manually if required, and is drifting with set values for wind and current.
The automatically set AIS-MOB Symbol is controlled only by the received AIS
messages from the SART which is integrated in the life vest. It can not be corrected in
position, it is not connected to any manually set MOB symbol and can not be merged
with any manually set MOB symbol.

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4. Settings for Presentation Operating Instructions

4.8 TM - True Motion Settings

As far as the screen stabili-
zation is concerned, there is
a choice between True
Motion (TM), Relative
Motion and Browse mode
(Browse only for ECDIS).
The browse mode can be
used for ECDIS planning. It
allows you to jump to any Fig. VI-11 True Motion Settings
location in the chart inde-
pendent from the own ship
position.
True Motion and Relative motion mode are showing the own ship in the screen center as
follows:

 True Motion in General

The position of not moving targets (buoys, beacons, land or lighthouses) is fixed, also
the chart in the background is fixed; the own ship symbol moves across the screen. The
PPI/chart area orientation is North-Up or Course-Up. Automatically by means of a true
motion reset (TM reset), the own ship symbol on the PPI/chart area is reset in good
time before the PPI/chart area boundary is reached; this resetting is done in such a way
that the larger part of the PPI/chart area lies ahead of the own ship.
 True Motion for ECDIS (TM)
For the ECDIS application the appro-
priate value for the automatic True
Motion Reset can be set by means of
the slider in the Settings > Settings
> TM dialog.
Just pick up the slider with the left
mouse button and adjust as required.
Manual reset can be done with the pan
buttons in the top left chart area.
 Relative Motion (RM)
Own ship's position is fixed; the chart or radar video moves relative to own ship in accor-
dance with the movement of own ship. As far as the PPI/chart area orientation is
concerned, it is possible to choose between Head-Up, North-Up and Course-Up.

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Operating Instructions 4. Settings for Presentation

4.9 Presentation of User Defined Symbols

Users can drop individual symbols selected from a library into a chart in addition to the
existing chart symbols. These symbols are called user symbols. Various user symbols are
available starting from different buoys, lighthouses, wrecks, radio stations etc. Lines, areas,
and events can be dropped as well.
The presentation of these user symbols can
be adapted individually by the menu shown
to the right. The parameters are the same
as for the chart symbols, choose between
Simplified or Paper Style and Text
Labels in four steps from none to all.

Further-on the visibility group can be

selected. Click to the box Show All to see
all user symbols irrespective of the group
they are assigned to.
Select a user defined group to see only symbols which have been assigned to a group
before.
Click to Select User Defined
Groups to open the sub-menu as
shown to the right for further
details.
The menu presents a list of all user
defined groups and their current visi-
bility status.
In the example the group for
Cuxhaven Approach is On, the same
applies to Southampton Approach.
Click to the small triangle at the end of each group related line to set this group to On, Off,
or depending on the active route. If the cursor is moved over the route entry, a tool-tip
opens to indicate the catalog where this route can be found.
 If a group is set to Depend on Route, all symbols of this group are visible, as long
as this route is active.
 Several groups of symbols can be set to always visible (On) or to depending visible
(Depend on Route) at the same time.
 A typical example are two groups of symbols supporting the approach of an inland
river harbor. One group is supporting the upstream route and the other one is
supporting the downstream route. So one group is set depending on the active
upstream route and the other is set depending on the active reverse route.

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5. Radar Settings in ECDIS Operating Instructions

5. Radar Settings in ECDIS

If a MULTIPILOT is configured on a workstation both
ECDIS and RADAR are available.
In ECDIS mode the ARPA targets and other radar
objects like coastlines can be included on top of the
ECDIS chart.
The control of the radar transceiver is possible from the
Radar Settings menu.
In the top line the radar transceiver is selected, it is
possible to switch over to master mode, to adjust the
transceiver and to select long pulse.
Adjust gain and sea and rain filters as appropriate. The
ACR (Auto Clutter Reduction) can be switched on to
enhance small targets.
It is also possible to switch to Ice Radar and to highlight the presentation.

 The radar targets are centered around the own ship and available in a range of some
ten NM. The exact range depends on rain, antenna height and any obstacles. It is
important to note that in larger scales the corner areas of the chart are not covered
by the radar range and will not show any targets. If the presentation is off-centered
this effect is even more visible. If e.g. the own ship is centered in the left part of the
chart, and the range is 12 NM or more the right side of the chart may not be covered
by the radar beam and will not show any targets.
For more details of radar operation please refer to the main chapter for RADAR FUNCTIONS.

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Operating Instructions 6. Sensor Settings

6. Sensor Settings

6.1 Draught Setting

Click to the entry Draught in the
Settings list to open the Draught menu
with settings for Draught Aft and Fore.
Click to Adjust to change the settings.
The larger of the two values will be
displayed in the menu for setting the
Depth Contour.
The set own ship’s draught will only limit the adjustment of the safety contour in the depth
line menu to the lower side.
The safety contour slider can only be set to larger values. The ENC depth monitoring alarm
is not affected by the own ship’s depth, it is only affected by the set safety contour.
The draught can be set as well from the Under Keel Clearance menu. Please refer to the
NAVIGATION TOOLS chapter.

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6. Sensor Settings Operating Instructions

6.2 Sensor Integration (optional)

Sensor integration is based on a Kalman
Filter and available as an optional function
for the Platinum NAVIGATION System. It has
to be configured ship specific during commis-
sioning. An overview of the filter function is
given on page 149.
The filter combines one or more individual
sensor signals into a new virtual integrated
sensor.
The integrated sensor is separately available
in the list of sensors and can be selected by
the user for navigation or other purposes. It
is named INS followed by a number for Inte-
grated Navigation Sensor x.
Integrated sensors can be defined for
heading, speed (SOG and STW), position and
wind.
For each integrated sensor it is possible to
select which individual sensors should be
used in the computation of the integrated
result.
The selection is done by checking or un-
checking the corresponding box in the
“Sensor Integration” menu.
If the deviation of an individual sensor from
the common integrated value is too far away
it should not be considered for selection
(leave the box unchecked).
Fig. VI-12 Sensor Integration
Settings

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Operating Instructions 6. Sensor Settings

6.3 Sensor Integrity Monitoring

The navigation data of the selected sensors can be automatically monitored by making a
comparison with the corresponding data of redundant sensors (if connected, i.e. 2nd gyro).
If a limit value is exceeded, an alarm appears. You can specify whether the monitoring shall
take place and what the alarm limit value should be. Furthermore, you can choose between
several comparison sensors.
For position monitoring, it is also possible to decide whether the limit value is to be auto-
matically adapted to suit the sensor types that are being monitored.
The settings are made in the Sensor Integrity Monitoring dialog under Settings >
Sensors:
Click to Settings
Current difference
between the selected
sensors

The Secondary Sensor (i.e. Gyro Set limit value

2 or DGPS 2) can be chosen by
clicking on the small triangle right
of the sensor indication Set mode

Currently acti-
vated sensor

Switching the
Monitoring on/
off

The Primary Sensor is set in

the navigation sidebar, see
right screenshot

Fig. VI-13 Sensor Integrity Monitoring

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6. Sensor Settings Operating Instructions

Entering the Limit Value

For each activated monitoring function a limit can be entered after
clicking on the small triangle right of the limit indication (see blue
arrows in above screen shot). The value is stored and will be re-
called if the monitoring function is switched off and then on again.

Behavior if the Limit is Exceeded

Each monitoring function generates an individual monitoring alarm
if the limit is exceeded. All these alarms are ending with ... DIFFER. They are indicated in
the alarm list as all other alarms.

Failure of a Sensor which is being Monitored

Each monitoring function generates an individual monitoring alarm as soon as the signals of
the sensor used for monitoring are no longer available. They are all ending with ... LOST.
Remedy by selecting a different sensor, or by switching off the monitoring function.

Automatic Setting of the Position Monitoring Limit

For position monitoring, AUTO mode too can be selected after clicking to the monitoring
mode field (see red arrow). In AUTO mode, the limit is automatically adapted to suit the
types of position sensors that are being compared.

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Operating Instructions 6. Sensor Settings

6.4 Sensor Properties - Remove from Auto Selection

If one of the sensors shall not be considered by the automatic sensor selection, i.e. because
it turned out to be less reliable during a voyage, this sensor can be excluded from the auto
selection.
Just clear the corresponding check box in the menu below.

Click to Settings

De-select i.e. the second DGPS sensor

if it shall not be used automatically
as the primary sensor

Fig. VI-14 Remove Sensors from Auto Selection

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SETTINGS NAVIGATION SYSTEM Platinum
7. Edit Voyage Data Operating Instructions

7. Edit Voyage Data

7.1 Voyage Settings

Voyage settings are applied to the execution of a
planned route considering a certain time schedule
and displaying the schedule box. More details are
described in the main chapter about ROUTE PLAN-
NING AND MONITORING, see page 518.
Time Display
Set the time reference for any time indication in the
waypoint list to UTC, ZT or LT.
Load ZT Offset on Route Operation
The zone time offset is displayed in the waypoint list
for each waypoint. It can be set either manually or
it can be loaded automatically from a zone time
table when opening the route. Each waypoint is
assigned to its specific zone time according to its geographical position. Check the box if
zone time data shall be loaded. If afterwards a waypoint is shifted, the zone time is not
updated, please load the route again or correct manually.

Reschedule on leaving Schedule Box

The time schedule of the active route is rescheduled every time, the ship leaves the
schedule box.
Cyclic rescheduling
The time schedule of the active route is rescheduled periodically at chosen time interval
between 5 minutes and 24 hours. Both settings, rescheduling on leaving the box and after
a certain period can be combined.
Apply automatically
The new time schedule is applied automatically without acknowledgment from the operator.

Delay Definition
The delay is displayed in
the waypoint list for each
waypoint and can be
calculated either between
1. Scheduled to Actual
2. Demanded to Actual
3. Demanded to Sched-
uled.
Just select the desired
setting.

SOG Filter

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Operating Instructions 7. Edit Voyage Data

Choose the filter time constant for speed over ground data, a long filter time constant flat-
tens the incoming data from the speed sensor and is recommended for long passages
(Atlantic) to reduce the intervals of recalculation. Otherwise the schedule would jump at
each 0.5 Kn speed difference and if arrival time is close to the end of the day it would toggle
from one day to the next one and back.

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8. Default Settings Operating Instructions

8. Default Settings
The Default Settings is a pre-defined setting
of the ECDIS and RADAR presentation in
order to meet the most typical navigational
scenarios. It can be used during change of
the watch to give the next nautical officer a
well-known presentation regardless of the
last operating sequence carried out before. It might be helpful also for the pilot on entering
the bridge.
The Default Settings button can be found in the bottom left menu line (see red arrow
above).
Pressing the Default Settings button for ECDIS leads to Default Settings for more than
70 presentation parameters as defined by the ECDIS test standard IEC 61174 Ed.4. One of
these parameters is the range which is set to 3 NM. Please compare to RADAR where the
default setting is 6 NM. A detailed description can be found on the subsequent pages.
For RADAR the number of presentation parameters is smaller, but nevertheless comprehen-
sive. As already mentioned the range is set to 6 NM. The detailed parameters for RADAR
are described on Default Settings for RADAR and following.
The Default Settings button has no effect on other settings like ARCS or ENC selection,
target handling, disabled dangerous target alarm, sensor selection, vector length, disabled
alarm horn, disabled AIS transmitter, or other. The user has to ensure that these settings
are suitable for the actual traffic scenario.
The resulting screen after pressing the Default Settings button in ECDIS is as follows:

Fig. VI-15 Overview of the Default Settings for ECDIS

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NAVIGATION SYSTEM Platinum SETTINGS
Operating Instructions 8. Default Settings

8.1 Default Sidebar Settings for ECDIS

Clicking to the Default Settings button in the bottom line and confirming the selection will
pre-set the navigation sidebar settings as follows:

see page 186 for a descrip-

tion of the other buttons

Stabilization is set to True Range Rings

Click Default Settings button Motion, own ship is are switched off
above for Default Setting and centered in the display
confirm selection as shown
below by clicking to Change
settings to ’Standard’

Orientation is set to Heading and

North-up Speed source
settings remain
unchanged
Range is switched
to 3NM Position source
settings remain
unchanged, the
Reference is switched geodetic datum is
to Ground always WGS 84,
any other datum is
rejected and a
Vector and Trail warning is given
length is set to 6 min
Charts selection
remains unchanged
Plots and Prediction
are switched off

Target Fusion is on
with AIS on priority,
Vector Mode is Sleeping Targets are
set to True switched on, trial mode
is switched off

Fig. VI-16 Default Sidebar Settings for ECDIS

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8. Default Settings Operating Instructions

8.2 Default Presentation Settings for ECDIS

Clicking to the Default button in the bottom line and confirming the selection will pre-set the
presentation settings as follows:
Chart is set to category
Standard* with paper
chart symbols, important
text only, plain bounda-
ries, no light descriptions,
no full length sectors, no
extra symbols, no quality
indication, and no high-
lighted updates.
* Category standard does not
guarantee the completeness of
the display. Ensure at regular
intervals (e.g. after a change
of watch) that all of the neces-
sary display groups are being
displayed.

Date and Scale

Admiralty Information
Overlay (AIO) settings remain
unchanged, but any additional
information layer, weather,
tide, and also AIO is cleared
True Motion Reset is set from display
once to 10% from display
edge when the Default
Settings button is acti-
vated.
Depth Contour is set
The slider setting is not to 2 shades without
changed. The earlier labels, shallow water
value is applied again for pattern is off and
shallow water danger is
on, safety depth and
contour remain
See page 234 for ECDIS Hazards! unchanged

The following presentation settings are

not affected: Own Ship is set to true
scale off, heading line
Selected Route including route param- on, past track on with
eters, Target labels and AtoNs, and 12 h length and 30 min
User Symbols time labels

Fig. VI-17 Default Presentation Settings for ECDIS

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Operating Instructions 8. Default Settings

8.3 Default Alert Settings for ECDIS

Clicking to the Default button in the bottom line and confirming the selection will pre-set the
alert settings as follows:

Route & ECDIS Alerts

The following alerts are

activated:
1) Route corridor warning

4) Crossing safety contour alarm

5) Navigation Hazard ahead

caution

6) Crossing special area caution

are activated,

the Look Ahead Sector is set

to 6 min but not shown on chart.

The rest remains unchanged.

Escalation time for unac-

knowledged warnings
remains as set before, after
this period any unacknowl-
edged warning turns into an
alarm
Guard Zones remain
unchanged

Targets

The Dangerous
Target Alarm is acti-
vated, CPA is set to
2.0 NM and TCPA to
12 min.

The rest remains

unchanged.

Fig. VI-18 Default Alert Settings for ECDIS

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8. Default Settings Operating Instructions

8.4 Default Hazard Presentation Settings for ECDIS

Clicking to the Default button in the bottom line and confirming the selection will pre-set the
ECDIS hazard presentation alert settings as follows:

ECDIS Hazards

The presentation of all three hazard

groups is activated:
- Show crossing safety contour
- Show navigation hazards ahead
- Show crossing special areas on chart
including all sub-areas

Fig. VI-19 Default Hazard Presentation Settings for ECDIS

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Operating Instructions 8. Default Settings

8.5 Default Layer Settings for ECDIS

The presentation of additional information on top of the electronic chart is structured in
different layers.
A click into the chart area with MORE and the selection of Layer opens the menu for setting
the visibility of the different layers. Typically these have been set according to the individual
needs of a previous user.
Clicking to the Default Settings button in the bottom line and confirming the selection will
pre-set the layer settings as follows:

ECDIS Layers

Radar Video is deacti-

vated.

Targets are deactivated.

The rest remains

unchanged.

Fig. VI-20 Default Layer Settings for ECDIS

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8. Default Settings Operating Instructions

8.6 Summarized List of Default Settings for ECDIS

Table VI-2 Summarized list of Default Settings for ECDIS (Table-Sheet 1 of 2)

Setting Value
Display category ECDIS Standard display
Chart related selector: Accuracy Off
Chart related selector: Date dependent objects current date
Chart related selector: Highlight date dependent Off
Chart related selector: Full light lines Off
Chart related selector: Highlight info Off
Chart related selector: Highlight document Off
Chart related selector: Unknown On
Chart related selector: Contour labels, if provided Off
Chart related selector: Four shades, if provided Off
Chart related selector: National language, if provided Remain unchanged
Chart related selector: Paper chart / Simplified symbols Paper chart
Chart related selector: Plain / Symbolized boundaries Plain
Chart related selector: Text group layer Important text
Selected sea area Around own ship with appr. offset
Range 3 NM
Orientation True motion, north-up
True motion reset 10 % from display edge
Geodetic datum, if selectable WGS84
Manual updates (see 5.9.2) If applied i.e. displayed if available
Mariner’s notes (see 5.4.1) If applied i.e. displayed if available
Selected route Last selected route, incl. route parameters
Past track On
Past track length and time labels On, 12h and 30 min
Look-ahead time 6 min
Any edit window (for example route plan) Exit
Position data source remain unchanged
Safety contour and safety depth remain unchanged
Cross track limit remain unchanged
Graphical indication, crossing safety contour during route planning On
Graphical indication of prohibited areas, etc. during route planning On
Distance to prohibited areas, etc. remain unchanged
Graphical indication of crossing safety contour during monitoring On
Graphical indication of prohibited areas etc. during monitoring On
Graphical indication of navigational hazards during route monitoring On
Object highlight, selected object, track display from log Cleared from display
Cursor pick and any additional window (tides, AML, etc.) Closed
Any additional information layer, i.e. weather, tides, AML Cleared from display
Chart update, Chart information exchange Aborted
Colour differentiation test diagrams Closed
Update review Off
Chart 1 Closed
Units m, NM, kn
Route corridor warning On
Crossing safety contour alarm On
Approaching a navigational hazard caution On
Crossing special areas Caution
Vector time (length) 6 min
Vector mode True

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Operating Instructions 8. Default Settings

Table VI-2 Summarized list of Default Settings for ECDIS (continued) (Table-Sheet 2
of 2)

Setting Value
Vector stabilization Ground
Symbol for target association AIS
Collision warnings ON, CPA 2 NM; TCPA 12 min)
Radar and AIS target association ON
AIS target filtering not provided
AIS true target outline Off
Display of Radar image overlay and tracked Radar and AIS targets Off
Target past positions and trails Off
Lost target warning and warning range Off and 12 NM
Lost AIS AtoNs warning Off and 16 NM
Lost AIS Locating Device Off and 16 NM
AIS interrogation Off
Own ship true outline Off
LOP source indication Off
User selected time for warning escalation user set
Suppression of indication of user selected MSI messages based on first character Remain unchanged
of NAVTEX code field
Suppression of indication of user selected messages based on time and distance No
from own ship
Brightness and contrast controls, if software controlled Calibrated setting

 Although EBL and VRM are included in the standard settings for RADAR, they are not
included in any way in the standard settings for ECDIS, in ECDIS they remain
unchanged.

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8. Default Settings Operating Instructions

8.7 Default Settings for RADAR

Clicking to the Default Settings button in the bottom menu line will pre-set most of the
Navigation Sidebar settings to default values as shown in the subsequent screen shots.
All other settings remain as they have been set before, e.g. routes, user symbols, navigation
lines, parallel index lines, gain, sea and rain filter rain.
The Default Settings can be used e.g. for pilots or new crew members to familiarize with
the equipment.
Stabilization is set Range rings are
to True Motion switched off

Orientation is set
to North-up

Range is switched
to 6 NM

Reference is
switched to Ground

Vector and Trail

length is set to
6 min

Plots and Prediction

are switched off

Vector Mode is Charts are Target Fusion is off, EBL1 and VRM1
set to Relative switched and Sleeping Targets are switched on,
off are switched on, trial EBL2 and VRM2
mode is switched off are unchanged

Dangerous Targets is Target Acquisition

switched on, CPA set to 2 is switched off
Click here for Default NM, TCPA to 12 min
Setting and confirm selection

Fig. VI-21 Default or Default Settings Settings for RADAR

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CHART FUNCTIONS
CHART FUNCTIONS NAVIGATION SYSTEM Platinum
1. Introduction and Start Operating Instructions

1. Introduction and Start

This chapter describes the chart related functions of the Platinum
NAVIGATION System.
If not already visible, the chart presentation has to be switched on by
clicking to the corresponding button in the navigation side bar.
Select one of the available charts, i.e. ENC or ARCS. The standard
selection is ENC. For differences in conjunction with ARCS charts
please refer to page 262.

North Indicator Vector Heading line

Scale Slider Past Track

Parallel Index Lines

Range Rings EBL1/VRM1, centered

Fig. VII-1 Elements of the Chart Area

The screen shot above shows the chart in Head-up mode. Please refer to the north indicator
in the top left corner. Some of the navigation tools are shown as an overlay. They are
described in the main chapter NAVIGATION TOOLS.

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Operating Instructions 1. Introduction and Start

1.1 ECDIS Modes

ECDIS Monitoring Mode
In this mode the ship’s position is relevant for the displayed chart and related data. Different
modes for the display orientation of the ship’s movement and screen position can be chosen
(same as with radar), but the own ship’s symbol will never leave the Application Area.

ECDIS Planning Mode

CAUTION
In this mode the chart section on the screen can be displayed regardless of the own
ship’s position.

The section can be moved where ever it is desired. When the selected chart area
includes the ship’s position, it is displayed also in planning mode.

Even if the ship is not displayed in the chart while the browse mode is active, the
monitoring functions for the present own ship’s position will be carried out and
warnings (depth alarm, safety contour, etc.) will be given.

The settings for the range and the use of the slider will of course influence the
display of the chart. Some other displays and functions in the sidebar may be
grayed out since they are only relevant for Monitoring Mode.

The Planning mode is activated by the selection of Browse instead of True Motion or
Relative Motion. The Browse mode will automatically be activated in case no position
calculation for the own ship is possible.
The Browse mode is possible in North Up and Course Up. Selection of Head Up in
Browse mode leads to the Monitoring mode.

1.2 Touch Function for ECDIS

The standard Platinum system is designed for trackball or mouse control. If a 55" monitor
is connected, a touch function is available for ECDIS and CONNING. It provides the following
touch gestures:
TAP - Briefly tap surface with finger tip, this corresponds to the left mouse click.
Press - Touch surface for extended period of time, this is the right mouse click.
Double-Tap - Rapidly tap surface twice with finger tip, like double mouse click.
Pinch (zoom-out) - Touch surface with two or more fingers, bring them closer together.
Spread (zoom-in) - Touch surface with two or more fingers and move them apart.
Drag - Move fingertip over surface without loosing contact, like moving the cursor
Tap and Drag - Tap object briefly to select it, move object with fingertip without loosing
contact to the desired place, like a mouse click and drawing a line with the mouse.
These gestures are not referenced again in the following instructions, operating is described
in mouse or trackball mode. Please refer to the above lines as a reference if in doubt.
The above gestures are described in addition in the introduction on page 70.

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1. Introduction and Start Operating Instructions

1.3 Cursor Pick and Context Menus

Context Menus with MORE (pick at a position)
Context menus are available in the Chart Area in ECDIS mode. Details of the menus are
described in the subsequent chapters. This chapter shall give an overview about the entire
context related functionality.
By a MORE or right click (cursor pick) into the application area a context menu is opened
which contains all possible user actions at the current pick position.
One example is the chart information providing details of the chart at the position just
picked. Please refer to the overview below. Chart information has been highlighted in red.
Please note that not all of the listed entries are referenced to a chart position. Some of them
like layer or chart 1 are independent of the picked position.

Target Add Synth

Off-Center Cancel all
Layer
ENC Chart
Chart
Set Chart Center RADAR Video
Clear Trails
Mercator Projec- Nav. Tools
Chart Information
tion Scale Slider
Create LOP Set
Open ECDIS Targets
Reset PI Lines Reset
Chart1 Routes
Rulers
User Symbols
Man Overboard
Own Ship
Anchor watch
Curved HL
Man Overboard

Fig. VII-2 Context Menus in the Application Area

Context Menus with DO or left-click (click to an object)

Some context menus are related to an object on top of the chart, i.e. a waypoint. If more
than one object are found at a picked location, a context menu opens and the operator must
select the operation which he wants to access.

Examples:
- Waypoint 9 / Leg 009-010 / PI3:
The waypoint symbol, the leg behind waypoint 9 or the Parallel Index Line 3 can be
selected.

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Operating Instructions 1. Introduction and Start

1.4 The Chart Information Window

With a MORE click within the PPI/Chart area and then on Chart Information in the
context menu, the Chart Information Window is opened.
In this window, information about details of the chart database and the chart cells can be
displayed.

Fig. VII-3 The Chart Information Window

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1. Introduction and Start Operating Instructions

1.5 Full Screen Mode and Split Window

1.5.1 Full Screen Mode with Side bar
The ECDIS can be operated in two display modes: With Sidebar or with hidden Sidebar.
Depending on the number of workstations in your navigation system it may not be possible
to hide the Sidebar 1) .
For Full Screen Mode, click the button in the Menu bar, to restore the sidebar, click the
button on the lowest left edge of the screen.

With Sidebar, the screen looks like this:

Hide Sidebar

Fig. VII-4 Full Screen Mode for ECDIS with Sidebar

1) The Full Screen Mode is an configurable option for larger systems where at least two workstations
are left in Sidebar mode to indicate the navigation data.

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Operating Instructions 1. Introduction and Start

1.5.2 Full Screen Mode

With the Sidebar hidden, the chart covers the whole screen:

Restore Sidebar

Fig. VII-5 Full Screen Mode for ECDIS

1.5.3 Split Window

The Split Window Mode is a mechanism that divides the application area into two or more
fixed windows showing further instances of the same application or additional tables, lists,
etc.
To switch over to the split window mode, click to one of
the symbols in the top right corner of the screen.
Symbols marked in gray can not be activated, this mode
is not available for the current application.
In split window mode the range, the center and the orientation (true motion, browse) of
both windows can be operated separately.
See also page 77.

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1. Introduction and Start Operating Instructions

1.5.4 Center and Range Control

The center and range control consists of a button to center the chart around own ship and
plus and minus buttons for zooming in and out.

Center chart around

own ship

Range Up

Range Down

Fig. VII-6 Center and Range Control

To range down (zoom in) incrementally, click on , you will then see more details on the
respective display. However, the overall area displayed is smaller. To range up again (zoom
out), click on the . You will then see less details but you will have a better general over-
view of, e.g. an electronic chart displayed.
Using the / controls switches the range for radar or the zoom factor for ECDIS in
the steps described later on.
To center the display around own ship, use the center button.
To move the display right click into the chart or radar PPI with mouse or trackball, keep
pressed and draw the chart/ PPI as required. Release if the final view is reached.

To center the display just click on the icon once.

 It is also possible to off-center and re-center the ship by means

of the context menu.
 The scale can also be set in the permanent area.

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Operating Instructions 1. Introduction and Start

1.6 The ECDIS Chart1

The ECDIS Chart1 is a tab that can be opened in the application area. It shows a legend of
the symbols used in the charts, ordered by categories like depth, seabed, traffic routes etc.
 The Chart1 also contains test pictures for color and contrast examination.
To open the Chart1, right-click in the
application area and select from the
context-menu.

Use the pan control to slide Select from the categories Click to the cross at the
the depiction up/down. to navigate directly to the end of the tab to close
Use the slider to adjust the desired symbols Chart1
size.

Fig. VII-7 ECDIS Chart 1

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
1. Introduction and Start Operating Instructions

1.6.1 Use ECDIS Chart1 to Check Correct Display of IHO

Pres. Lib. 4.0 Symbols
For a graphical way to establish that the ECDIS is correctly displaying the new symbols intro-
duced in IHO S-52 Presentation Library edition 4.0 the Mariner can check ECDIS Chart 1.
ECDIS chart 1 is a legend of the entire set of symbols that may be used within an ENC, it
is installed on all type approved ECDIS systems.
The new symbols introduced in IHO Presentation Library edition 4.0 are listed to the right
as follows:

1. Magenta ‘d’ symbol is used with

features that have a temporal attri-
bute populated - in the example to the
right both buoys are marked with the ‘d’
symbol, the first has a periodic use and the
second has an end date of 27th August
2014. Select Chart Display Info (AB1) from
the ECDIS Chart1 menu to quickly access
these symbols in Chart1.
2. Caution highlight for use when
features pose a danger to the vessels
intended track - a typical example is a
navigational hazard within the look ahead
sector of own vessel. It is marked with a
yellow double-line. Select Chart Display Info
(AB1) from the ECDIS Chart1 menu to
quickly access these symbols in Chart1.
3. Automatic update symbols for identi-
fying where changes to the ENC’s have
occurred - in the example to the right a
deleted object, area or line is marked with
short brown dashes as shown. An updated
object, area or line is marked with small
brown circles. Select Chart Display Info
(AB2) from the ECDIS Chart1 menu to
quickly access these symbols in Chart1.

The ECDIS Data Presentation and Performance Check

which was earlier used to check the correct display
and to highlight if there were any known ENC display
anomalies present in the ECDIS system is no longer
applicable and necessary, please refer to page 250
for more details.

Fig. VII-8 Check Correct Display of IHO Pres. Lib. 4.0 Symbols

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Operating Instructions 1. Introduction and Start

1.6.2 Open About Menu to Check IHO Presentation Library

Edition Number
All ECDIS must have a function to display the edition number of the IHO Presentation
Library that is in use within the ECDIS. The new IHO ECDIS Presentation Library Ed. 4.0
and the new ECDIS test standard IEC 61174 Ed. 4 state:
‘The edition num ber of the PresLib installed m ust be available to the M ariner on
request’.
All Mariners must familiarize themselves with the function in their ECDIS that will display the
edition number of the IHO Presentation Library as this varies across ECDIS manufactures.
This function will be required when Port State Control officers want evidence that the ECDIS
is up-to-date to the latest IHO standards. MSC.1.Circ.1503:
‘Additionally, ECDIS software should be kept up to date such that it is capable of
displaying up-to-date electronic charts correctly according to the latest version of
IHO's chart content and display standards’.
A list of current IHO Standards in force is maintained on the IHO website.
https://iho.int/en/standards-in-force

The SW version
numbers can be
accessed by clicking to
the Menu button at the
bottom left of the
screen and opening the
About menu. It shows
the various numbers
and side information as
follows:

1. Name and IMO

number of vessel
2. SW version number
3. Build number of the
Platinum application
4. SW version of the
sensor interface
5. Data base build
number
6. Workstation
number, i.e. MFD-xx
7. Operating time
since power on
8. About for Module
versions and various
connected units like
ECDIS with appli-
cable standards, i.e. Fig. VII-9 NACOS - Presentation Library Version
here the Presenta-
tion Library S-52 Annex A Ed. 4.0.1 and 4.02.

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1. Introduction and Start Operating Instructions

1.6.3 Background - IHO ECDIS Data Presentation and

Performance Check
Please find additional information about ECDIS Performance Check in the following lines
form IHO:
In October 2011 the IHO issued the ECDIS Data Presentation and Performance Checks, two
fictitious ENC cells intended to assist Mariners identifying if their ECDIS was using the latest
IHO S-52 Presentation Library, edition 3.4. The dataset also highlighted if there were any
known ENC display anomalies present in the ECDIS system.
Mariners were asked to run a series of quick ECDIS tests using the check datasets to ascer-
tain if they were experiencing a display issue. If the system was found to be running an old
IHO Presentation Library or had a more serious display anomaly Mariners were advised to
contact their ECDIS manufacturer to obtain software patches and investigate further to
resolve the issues. Results of the tests were to be sent to the IHO to inform the IMO,
national Hydrographic Offices and for use in revising IHO standards.
The IHO ECDIS Data Presentation and Performance Checklist were not ever intended for,
and are not suitable to be used as a Port State Inspection / Carriage compliance test for
ECDIS.
To further address the ECDIS display anomalies and improve the ECDIS user experience the
IHO issued S-52 Presentation Library edition 4.0 in September 2014.
The principal benefit of upgrading ECDIS systems to the latest IHO Presentation Library will
be the reduction in audible alarms, helping ease the issue of alarm fatigue on the bridge
whilst maintaining safety at sea. The introduction of an alert model based on the require-
ments in the IMO ECDIS Performance Standard will also harmonize ECDIS alarm and indi-
cation behavior across different manufacturers systems.
A number of new symbols have been added to the IHO Presentation Library edition 4.0.
These symbols will identify features that require an indication highlight, the location of auto-
matic ENC updates and ENC features that have a temporal attribute.
A number of other significant changes in the S-52 Presentation Library have come directly
from Mariner feedback. For example, the names of Fairways and Anchorage Areas will now
appear on the ENC display and a hover over function for certain charted features has been
introduced.
The IHO co-ordinated with the IEC to align issue dates of S-52 and IEC 61174 – ECDIS
Operational and performance requirements, methods of testing and required test results,
and as a result in Aug 2015 IEC 61174 edition 4.0 was published in Aug 2015. These
standard updates affect all new ECDIS systems and new installations from Aug 19th 2015.
Current ECDIS users have until Aug 31st 2017 to update their systems to comply with the
ECDIS software updating guidance in MSC.1.Circ.1503.
Changes to the IHO S-52 Presentation Library introduced in edition 4.0 will invalidate the
tests contained in IHO ECDIS Data Presentation and Performance Checks which were specif-
ically designed and developed for ECDIS using IHO S-52 Presentation Library edition 3.4 or
earlier.
An ECDIS type approval certificate showing conformance with tests in edition 4.0 of IEC
61174 demonstrates the ECDIS does not have any of the identified ENC display anomalies.
The guidance on page 248 describes the method by which Mariners can check the ECDIS
Platinum display for the new ENC symbols contained in the new IHO S-52 Presentation
Library edition 4.0.

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 1. Introduction and Start

1.7 Color and Contrast Examination

The Chart1 offers two test pictures, one for color reproduction and one for contrast exam-
ination.
With these pictures it can be confirmed that the brightness of the monitors is perfectly set
according to the environment and that all objects can be identified clearly and easily by the
user.
In ECDIS mode move mouse
pointer into the chart area, open
menu with MORE (right mouse
button) and select Open ECDIS
Chart 1, open again with MORE
(right mouse button) another sub-
menu, and select either Color Test
Diagram or Gray Scale Test
Diagram.

Check if you can see all diagonal lines in the Color Test Diagram and check if you can see
all gray bars of the Gray Scale Diagram separately. The color settings of the monitors can
not be changed, they are factory set.
The gray scale test is applicable only if Dimming is set to DAY mode. Otherwise the gray
scale bars will not appear in a sorted order!

Fig. VII-10 ECDIS Color and Gray Scale Test

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
1. Introduction and Start Operating Instructions

1.8 Overview about HW and SW Versions

The SW version of your Platinum NAVIGATION System system can be accessed from the
Super Home page (see also page 249).
For compatibility of your ECDIS system with international standards please refer to the table
on the next page (updated 2024-11-01).

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 Wärtsilä Voyage GmbH List of type approved Wärtsilä NACOS Platinum 2024.11.01_____
NACOS Core Hamburg ECDIS SW versions and their appropriate IMO / IEC / IHO Standards
NACOS Platinum
IEC IEC IEC IHO IHO IHO
Platinum IMO IHO Latest
ECDIS BAM Network Electronic Raster ECDIS
Software ECDIS Data Approval
Test Test Test Navigational Navigational Display and
Version Performance Standards Protection (ENC) Certificate
Standards Standard Standard Chart (ENC) Chart (RNC) Presentation
ECDISPILOT and MULTIPILOT Platinum
Operating Instructions

SOLAS 74 V/18, V/19 & X/3

CHART FUNCTIONS.fm / 15.11.24

IEC 61162-1 (2010) IHO
IMO Res. A.694(17) EC Type Examination Certificate (Module B)
1.0.xx IEC 61162-2 (1998) IHO IHO S-52 Edition 6.0; IHO
IMO Res. MSC.36(63) & 97(73) ECDISPILOT BSH/4581/001/4302354/13
(2013) IEC 61174 (2008) S-57 Edition 3.1.1 S-61 Edition 1.0 PresLib Edition S-63 Edition 1.1
IMO Res. MSC.191(79) & 232(82) MULTIPILOT BSH/46122/4342355/13
IEC 62288 (2008) 3.4
Table VII-1

IMO SN.1/Circ.266
NAVIGATION SYSTEM Platinum

ON: 390008807 / 53 (2024-11)

EC Type Examination Certificate (Module B)
IEC 61162-1 (2010)
1.1.xx and ECDISPILOT BSH/4581/001/4302739/15
IEC 61162-2 (1998)
2.0.xx as above as above as above as above as above MULTIPILOT BSH/4581/001/4342738/15
IEC 61174 (2008)
(2015) (includes C-Map ENC & new presentation
IEC 62288 (2014)
requirements)

IEC 61162-1 (2010) IHO EC Type Examination Certificate (Module B)

2.1.x IEC 61162-2 (1998) S-52 Edition 6.1; IHO ECDISPILOT DNV GL 42 436-16 HH
as above as above as above
(2016) IEC 61174 (2015) PresLib Edition S-63 Edition 1.2 MULTIPILOT DNV GL 42 437-16 HH
IEC 62288 (2014) 4.0.x* (includes new ECDIS and IHO requirements)

SOLAS 74 V/18, V/19, V/27 & X/3

IMO Res. A.694(17) IEC 61162-1 (2016) EC Type Examination Certificate (Module B)
2.1.03 IMO Res. MSC.36(63) & 97(73) IEC 61162-2 (1998) ECDISPILOT DNV MEDB00005M8
as above as above as above as above
(2019) IMO Res. MSC.191(79) & 232(82) IEC 61174 (2015) MULTIPILOT DNV MEDB00005M8
IMO Res. MSC.302(87) IEC 62288 (2014) (includes new serial data requirements)
IMO MSC.1/Circ.1503
EC Type Examination Certificate (Module B)
2.1.16 ECDISPILOT DNV MEDB00005M8 Rev.2
IEC 62923-1&2
(2021) as above as above as above as above as above as above MULTIPILOT DNV MEDB00005M8 Rev.2
(2018)
(includes Bridge Alert Management
requirements)
EC Type Examination Certificate (Module B)
2.1.20 IEC 61162-450 ECDISPILOT DNV MEDB00005M8 Rev.4
as above as above as above as above as above as above as above
(2022) (2019) MULTIPILOT DNV MEDB00005M8 Rev.4
Overview about ECDIS SW Versions

(includes network to host)

IEC 61162-1 (2016) EC Type Examination Certificate (Module B)
2.1.26 IEC 61162-2 (1998) ECDISPILOT DNV MEDB00005M8 Rev.5
as above as above as above as above as above as above as above
(2024) IEC 61174 (2015) MULTIPILOT DNV MEDB00005M8 Rev.5
IEC 62288 (2021) (includes network to host)
2.1.28
as above as above as above as above as above as above as above as above as above
(2024)

ECDIS systems installed before 31st Aug. 2015 are allowed to work as type
IMO
approved ECDIS until 31st Aug. 2017 without any changes. After this period
ECDIS
the ECDIS system needs an upgrade to the latest IHO standards (chart
Performance Standards
format) in order to maintain the type approved status (Platinum SW 2.1.x).

SOLAS 74 V/18, V/19, V/27 & X/3

IEC 61162-1 (2016) IEC 61162-450
IMO Res. A.694(17) IHO
IEC 61162-2 (1998) (2019) Latest ECDIS Standards
IMO Res. MSC.36(63) & 97(73) IEC 62923-1&2 IHO IHO S-52 Edition 6.1 IHO
IEC 61174 (2015) Required if ECDIS see COMMISSION IMPLEMENTING
IMO Res. MSC.191(79) & 232(82) (2018) S-57 Edition 3.1.1 S-61 Edition 1.0 PresLib Edition S-63 Edition 1.2
IEC 62288 (2021) is connected to REGULATION (EU) 2024/1974 4.30
IMO Res. MSC.302(87) 4.0.2
host systems
IMO MSC.1/Circ.1503
CHART FUNCTIONS

253
1. Introduction and Start

* Pres. Lib. 4.0.1 and additionally compliant with 4.0.2

CHART FUNCTIONS NAVIGATION SYSTEM Platinum
2. Display of ENC Charts Operating Instructions

2. Display of ENC Charts

Symbols, areas, lines and labels (collectively called objects in the following) are individually
stored electronically in a separate data base and are displayed in the vector chart. Object
classes (complete sets of similar objects) are grouped into display groups; for example,
the object class Restricted Areas together with the object class Military Practice Areas
and other similar object classes are forming the display group Cautionary Areas. An
appropriate and, at the same time, uncluttered display can be achieved by selecting only
those display groups which are required for the actual nautical task. Furthermore, for a
number of objects (e.g. buoys), there is a choice between two symbol presentations. Irre-
spective of this, the number of text labels displayed can be influenced.

Fig. VII-11 ECDIS Display Groups

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 2. Display of ENC Charts

2.1 Categories of Display Groups

IMO has defined three categories for the selection of display groups that are to be shown:
- Base: Consists of the display groups which, as a minimum requirement, definitely have
to be displayed. They can not be influenced by the user and they are shown all the
time. They are normally not sufficient for safe navigation (only coast lines and obsta-
cles).
- Standard: Contains the display groups which are normally necessary for voyage plan-
ning and voyage monitoring (all standard display groups as shown below)
- All: Contains above two categories and all other display groups which are available in
the electronic chart
For the CHARTRADAR one further category is defined in the IEC 62388 test standard:
- Primary: The Primary Chart Information Set covers the display base plus fixed
and floating aids to navigation (buoys and beacons, details on following page).
In addition to these pre-defined categories another one named Custom has been added.
In this category, all settings can be made individually.
The allocation of display groups into the three categories is basically described in IMO Res.
MSC.232 (82) which has replaced the older recommendation A.817 (19) in the year 2008.

Following this paper the Base category in

Platinum contains display groups as follows:
- coastlines (high water)
- own ship's safety contour
- isolated underwater dangers of depths
less than safety contour
- isolated dangers within safe water (i.e.
overhead wires)
Further-on scale, range and north arrow,
units of depth and height, and display mode
are shown all the time.
For the definition of the Standard and All
category the S-52 object classes have been
used.
The selection list has been arranged
according to the new Edition 4 (year 2015)
of the IEC 61174 Standard. This list provides
a specific adaptation of the chart presenta-
tion to the mariner’s needs.

Fig. VII-12 Adjust Category Groups

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
2. Display of ENC Charts Operating Instructions

2.2 Select a Category

.
Click to the toothed wheel in the bottom
menu bar and select Chart from the
Settings bar to open the Chart Display
Settings menu. 1)

Select the required category:

Base, Primary, Standard, All, or
Custom.
If the latter is selected, the Adjust
button is available and can be used to
open the Adjust Category Custom
menu.
Now the display groups can be adjusted
individually.

If the AIO option is installed for display

of Admiralty Information Overlay,
the lower part of the menu is visible.
Four settings for the AIO overlay are
available. Check as required.

Fig. VII-13 Overview of TRACKPILOT

Expander

1) The design of the lower part of the Chart menu depends on the SW version. From Platinum SW
Version 2.1 onwards, there are more functions which can be set by the mariner.

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 2. Display of ENC Charts

2.3 Select the Primary Chart Information Set (PCIS)

The PCIS includes coastlines, own ship’s safety contour, and dangers to navigation as listed
in IMO Res. MSC.232(82) for the Base category plus fixed and floating aids to navigation
(buoys and beacons). For the display of this PCIS just select the Primary category.

CAUTION
When vector charts are being used, it must be ensured at regular intervals (e.g.
after a change of watch) that all of the necessary display groups are being
displayed. Not even the Display Standard setting guarantees the completeness of
the display.

2.4 Indication of Category in the Status Line

The selected category (Base, Primary, Standard,
All, Custom) is indicated in the top status line of
the application area.
A plus sign (‘+’) after the category is shown, if
additional groups have been selected.
A minus sign (‘-‘) after the category is shown, if
additional groups have been deselected.
Moving the cursor on top of the Category field
opens a small information window with details
about the selected or deselected groups.

2.5 ENC Not for Polar Regions (>85 deg)

The Platinum NAVIGATION System system is not approved for operation in polar regions,
this is the area beyond 85 degree north or beyond 85 degrees south. Later versions will
include this optional function.
If the own vessel is sailing in this area the Caution SI038 “Latitude Exceeded” is given.
In this case paper charts have to be used.
The chart presentation is not affected.

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
2. Display of ENC Charts Operating Instructions

2.6 Advanced Chart Settings

Click to the toothed wheel in the
bottom menu bar and select Chart
from the Settings bar to open the
Chart Display Settings menu.
Check the settings for symbols,
boundaries, text, and lights and adapt
as required.

Text
- None: No text
- Few or Important: Only the
most important text labels
- Normal or Primary: The text
labels that are normally adequate
for navigation appear
- All: All text labels contained in
the chart appear.
- Custom: Click to Adjust to open
a sub-menu for individual selec-
tion of text labels.

Fig. VII-14 Advanced Chart Settings

Symbols and Boundaries

For symbols and boundaries you can define, if paper chart or simplified presentation is
preferred.

Additional Information
- Names in National Language 1) : Select as required
- Light Descriptions: Light descriptions are displayed
- Full Length Light Sectors: Light sectors are displayed true to scale
- Accuracy Symbols (Indicate Data Quality): Quality of chart data is indicated
- Highlight: Select if Updates, Information, and Documents are to be highlighted.

1)
From SW 2.1 onwards

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 2. Display of ENC Charts

2.7 Switch on Conditionally Displayed Features

Click to the toothed wheel in the

bottom menu bar and select Chart
from the Settings bar to open the
Chart Display Settings menu.

- Scale min: objects which are not

present in all scales, are either
presented Within Effective
Scales or they are Always
Visible. Select as required.
- Dated objects: buoys which are
deployed seasonally, are e.g.
presented only during time periods
given in the ENC.
Select Within Current Date to
display them only during the time
periods as indicated in the ENC.
Select Within Selected Range to
check their validity e.g. for plan-
ning a future voyage.
- Set Update Review to Within
Selected Range to see their Fig. VII-15 Conditionally Displayed
validity e.g. for planning a future
voyage.
Set them to None if the range
entry shall be used for the Dated
objects function or vice versa.

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
2. Display of ENC Charts Operating Instructions

2.8 Depth Contour

Click to the toothed wheel in the bottom menu
bar and select Depth Contour from the
Settings bar to open the Depth Contour
menu.
Check the draught of your own vessel as
shown here in the Depth Contour menu (red
arrow).
If not OK, set the correct value under
SETTINGS and Draught Settings and come
back.
Select the number of different depth shades
(two or four). The following example applies
to four shades.
Then select the depth value in meters for each
shade by shifting the corresponding slider:
 Set Shallow Contour
 Set Safety Contour
 Set Deep Contour
The safety depth is just an alarm switch and
does not control the visualization of contours.

Please refer to the main chapter for SETTINGS

page 208 for more details!

Fig. VII-16 Depth Contour

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 2. Display of ENC Charts

2.9 Tool Tip Information

If the cursor is
moved over a
chart object like a
lighthouse, a buoy,
a wreck, or a land-
mark, the addi-
tional information
in the chart data
base, which is
linked to this
object, is shown in
a tool tip.
The example to
the right shows a
light house with
different sectors
(green, white and
red).
Move the cursor to Fig. VII-17 Chart Tool Tip
the base point of
the light house
symbol and the tool tip with a list of the different light sectors as found in the chart data
base will open. If another object like a landmark is found at the same location this one is
listed as well.
The list of entries is sorted, the actual visible sector according to the true bearing to the
object is displayed first. In addition the text is summarized for a better overview.

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
3. Display of Raster Charts Operating Instructions

3. Display of Raster Charts

Background
There are different types of raster charts in use, the Platinum NAVIGATION System is
supporting the most popular type called ARCS. This ARCS chart type is the electronic form
of the well-known British Admiralty Charts. They are published by the Admiralty Raster Chart
Service (ARCS) which also publishes the paper charts. They do not conform to the IHO stan-
dard S-57 and do not fulfill the requirements of SOLAS Regulation V20 concerning the
keeping of up-to-date charts. The display of this chart type takes place in the Raster Chart
Display System (RCDS), which, in the Platinum NAVIGATION System, is part of ECDIS. A
license for their use can be obtained from any authorized distributor.

 At the present time, electronic charts are permitted to be used as a replacement for
the official (paper) charts if, and only if, the electronic charts contain ENC data. If ENC
data are not available, they may be replaced by ARCS data, but only if special permis-
sion is obtained from the flag nations for this.

Fig. VII-18 Raster Chart on ECDIS

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 3. Display of Raster Charts

3.1 Change to ARCS and Select Chart Style

Change to ARCS presentation by clicking into the indication field in the
Charts group which can be found in the permanent side bar. A list
with the available chart types is opened, select ARCS.

Select chart scale

After having changed to ARCS the Display
group on top of the permanent side bar
changes its appearance, the range indication
(well known from radar) changes into a scale
indication. By clicking into the indication
field, a list with all available charts of the
active area is opened. This active area is the center of the screen or the own ship’s position.
Select the chart which is appropriate for your navigational task. Further-on a box appears
for Automatic Largest Scale. Check the box and the Platinum NAVIGATION System will
always select automatically the largest available scale.

Open pop-up window for additional chart information

There may be several charts
with the same scale, but all of
them will include the active
area. By pointing the cursor
to a scale, a pop-up window
appears with more details
about one of these available
charts. Charts where the
license has expired for more
than a month are still listed,
but marked in gray and can
no longer be selected.

Pop-up window License expired

Fig. VII-19 Select ARCS Chart Scale

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
3. Display of Raster Charts Operating Instructions

3.2 Status Line and Position Failure Indication

Status Line
In the top left
corner of the
chart area the chart status line is shown.
It indicates from left to right the most important status data of the active chart. For raster
charts it shows the chart type (here ARCS), the chart number (here 1411), the metric of
depth figures (here [m]), and the actual status i.e. Better scale available or ENC data
available for the area of interest.
If there is no raster
chart available for
the actual sailing
area, the status No
RNC available is
indicated in the
status line and the
system switches back
to the ARCS vector
display mode.
In this mode the
scale indication
disappears and the
corresponding range
in NM is indicated.

Position Failure Indication

A position failure due to manually set
position is indicated by a yellow symbol
next to the LAT and LONG field in the
position menu.

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 3. Display of Raster Charts

3.3 Chart Information Window

Open the chart
information window
by clicking with the
right mouse button
into the chart area
and selecting Chart
Information. Open
the directories of
interest and read
the additional infor-
mation. The func-
tion is not position
sensitive, the
window shows all
available informa-
tion for the selected
chart.

Fig. VII-20 Chart Information Window

3.4 No Radar Overlay

Various overlays can be activated on top of the chart by clicking with the right mouse button
into the chart and selecting layers. Switch on the required layers and adjust the brightness
individually. The radar overlay which is available with ENC charts is suppressed in ARCS
mode due to the difficulties of chart projection.

3.5 ARCS Not for Polar Regions (>85 deg)

The Platinum NAVIGATION System system is not approved for operation in polar regions,
this is the area beyond 85 degree north or beyond 85 degrees south.
If the own vessel is sailing in this area the Caution SI038 “Latitude Exceeded” is given.
In this case paper charts have to be used.
The chart presentation is not affected.

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
3. Display of Raster Charts Operating Instructions

3.6 Chart Datum and Datum Mismatch

All ARCS charts are presented in WGS-84 coordinates. If a chart has been produced under
a local datum and the shift to this datum is published in Chart information, this shift is auto-
matically applied for the correct presentation of the chart. If no datum shift information is
available, a datum mismatch message is shown in the status line.

CAUTION
ARCS charts which have been produced under a local datum may have a position
grid. As this grid has been printed onto the chart during production it cannot be
shifted by the Platinum NAVIGATION System system. So a scenario may occur,
where the operator is moving the mouse to a grid line in local datum which is
labeled i.e. with LAT 001º25’ and the cursor is showing at the same time the corre-
sponding WGS-84 position which might be 001º26’. For navigation purposes only
the WGS-84 indication from cursor or from the navigation tools (EBL, VRM, PI-Line)
should be used, the local grid should never be used!

Warning

According to its data,

this route should
exactly follow the lines
of the grid.

Due to the fact that the

grid has been produced
using a local datum,
the chart has been
shifted by the system.

Fig. VII-21 Raster Chart with Local Datum

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 3. Display of Raster Charts

3.7 ECDIS Alerts and RCDS Options

ECDIS Alerts
The ARCS chart cannot release any ECDIS alerts, the information about depth, wrecks, tide,
etc. is only printed onto the chart and is not available for the Platinum NAVIGATION System
application program.
If the user has set user symbols in an area, with ARCS coverage, these are checked as usual
during the voyage and depending on the symbol and the settings an alarm or indication is
raised (please refer to page 201).
If also ENC charts are available on your Platinum NAVIGATION System system for the actual
voyage, these are automatically checked as usual against depth and obstacles in the back-
ground also if the system is in ARCS presentation mode (please refer to page 201).

RCDS Options
In contrast to ENC charts there are no chart categories available in the RCDS mode.

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
4. Display of Admiralty Information Overlay (AIO) Operating Instructions

4. Display of Admiralty Information Overlay

(AIO) 1)
AIO is available as an option for the Platinum NAVIGATION System System
AIO is a service from the United Kingdom Hydrographic Office (UKHO) and provides Notices
to Mariners, and additional information like reported navigational hazards, as a separate
overlay on top of the Admiralty Vector Charts.
The overlay includes all Admiralty Temporary & Preliminary Notices to Mariners (T&P NMs)
in force worldwide and additional information that relates to ENCs, published as ENC Prelim-
inary NMs (EP NMs).
The overlay can not be used in conjunction with any other electronic charts, not with ENC
and not with raster charts.
The overlay has its independent version numbering which is not related to that one of the
Admiralty Vector Chart System. An earlier AIO version can be used in conjunction with actual
AVCS charts but it is recommended to have corresponding versions.
AIO data for the whole world are stored currently in a single cell, called GB800001. Further
cells may be added later by AVCS. This cell has to be installed first together with the corre-
sponding permit before usage. Please refer to the DATA MAINTENANCE chapter for an
installation guide.

Using the Overlay in the Navigation Process

The Admiralty Information Overlay contains additional information that is considered signif-
icant for navigation and may affect your voyage. This information should be referred to
when planning your passage and may also be temporarily displayed during route monitoring.
When planning your passage it is normal to review all charts (and therefore ENCs) that are
expected to be used on the passage. When these charts are reviewed the Overlay should
be turned on and any features that could affect the planned route should be investigated.
Those features that are significant for the planned passage should be marked i.e. by a user
symbol or by a note attached to a way-point.
Sufficient information should be attached to the user symbol or way-point note to inform
the navigator of the action to be taken when they are encountered on passage.
The Overlay information may temporarily be displayed when navigating. To avoid too much
information obscuring the chart display the Overlay should normally be turned off and
should only be turned on for brief periods when required for reference.

1) Text passages about AIO have been taken from the AIO User Guide V1.0 and adapted to the
operating procedures applying to the Platinum NAVIGATION System.

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 4. Display of Admiralty Information Overlay (AIO)

4.1 Displaying the Overlay

Click to the toothed
wheel in the bottom 1)
menu bar (1), select 2)
Chart Display
Settings from the
3)
Settings bar (2) to open
the Chart Display
Settings menu (3).
In the lower part of the
chart display settings
menu there are four
check boxes arranged 4)
where you can activate
or deactivate temporary
and preliminary chart
information as well as
information objects.
Once activated the
notices for mariners
(NM) and objects are
displayed as an overlay
to the chart. 6)

Temporary & Prelimi-

nary Notices 5
Areas where temporary
notices are valid, are marked with a red polygon with red hatched fill which indicates the
area affected by the NM (4).
Preliminary notices are marked in the same way, but in green.
Each NM carries the same NM number that is used in the Admiralty Notices to Mariners
Bulletin. This number can be switched off by deactivating the box Show Names of
Objects. Each NM provides the full text of the NM included as an associated text file. Access
to this text is as follows:
Right click to the marked area opens a menu. Click to Chart Information and to Temporary
or Preliminary Notice under AIO Contents (5) to read the desired notice (6). Any associated
diagrams can also be viewed.

ENC P Notices
The same marking of areas (red polygon with red hatched fill) and the same procedure is
valid for ENC P NMs (EP NM). They contain additional information that is specific to ENC’s
and cannot be published as a standard Admiralty T&P NM. Each NM is allocated a unique
EP NM number.

No Information Objects
Where there is no equivalent scale Admiralty paper chart, the UKHO does not have any addi-
tional information and the Overlay shows a ‘No Overlay’ feature. This feature is displayed as
a gray polygon with a gray hatched fill indicating the area where there is no overlay infor-
mation.
 Additional information, such as local T&P NMs, may be available in these areas from
other sources. When navigating in these areas, seafarers should ensure that all appro-
priate sources of information have been consulted.

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CHART FUNCTIONS NAVIGATION SYSTEM Platinum
5. ECDIS Replay Operating Instructions

5. ECDIS Replay
Background
The ECDIS application is recording navigation sensor data, actual chart, DR position (if used)
and basic TRACKPILOT & SPEEDPILOT data in a permanent data base on the hard-disc of
the workstation. The recorded data are accessible for the operator by the ECDIS Replay
function as described here. Alternatively the history list of these data can be viewed (see
under GENERAL FUNCTIONS page 187).

ECDIS Recording
Data recording is done automatically, no operator
action is required. Data are stored every 10 sec
for a period of 90 days. Older data are over-
written.

Open ECDIS Replay Menu

Click to the MENU button in the bottom left corner
and select ECDIS Replay. The corresponding
operating menu for ECDIS Replay opens.

Setting the Replay

By default the local database on your MFD
is set. Keep the default or select a File
with replay data from an USB stick.
Enter the Time Frame of interest, by
default a period of one day is set. Click to
Date to open the date picker and to Time
to open the time picker.

Starting the Replay

Select the Type and name of the file Paused: no replay
With the symbol keys of the file name being replayed Running: replay active
Voyage Replay menu, you can
now control the timing of the
replay in a manner similar to
that of a video recorder (see
the illustration to the right).
During replay, a large, R
appears in the chart area.
Use the accelerator button in
the bottom right corner to
speed up the replay by up to
5 times.
Switch on vector, trails or
plots to see the details of your
replayed passage on top of Jump to Stop replay Start replay Jump to end
the chart. beginning of of file
file
During replay the navigation Jump to an earlier recording Jump to later recording instant,
instant, pressing longer increases pressing longer increases
sensor data in the sidebar are rewind speed forward speed
displayed for the replay
scenario and not for the actual position of your ship. But the ECDIS application is still
running in the background generating i.e. the ECDIS alerts for the actual traffic scenario of
your ship.

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NAVIGATION SYSTEM Platinum CHART FUNCTIONS
Operating Instructions 5. ECDIS Replay

5.1 ECDIS Replay in Context

During replay of a voyage recording, the ECDISPILOT application uses the recorded data
instead of the actual data from navigation sensors for the presentation of the own ship.
The display used during the recording, the display mode, the track that may have been
used, the switched-on menus, etc. are not recorded. Therefore, these settings can be oper-
ated freely when the voyage recording is being replayed.
While the voyage recording is being replayed, the own ship symbol and all own ship data
appear on the screen as usual. You can then operate the ECDISPILOT application largely as
if the ship were currently moving according to the data displayed.
The alert management, which is common for a bridge system, is still related to the actual
scenario of your own ship and not to the replay scenario. The same applies for the system
track and the track monitoring.

5.2 Replay Monitoring

Click to the View button to open a list of available monitoring windows, open one or more
monitors and view the recorded data during replay.

View general information about

the record: ship name, IMO no,
SW version, MFD no, no of
records, start date, end date

The replay monitor shows a

white indication for each area
where replay data are avail-
able

The LOP position fix monitor

shows the position fix which
has been used for Dead
Click to View and Reckoning (seldom used)
select one or more
points from the list of
monitored items

The ECDIS Charts Monitor

shows the ENC cells used
during the recorded scenario

The Trackpilot Replay monitor shows

the most important data of recorded
TP operation, a similar window is
available for the Speedpilot

Fig. VII-22 Replay Monitoring

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5. ECDIS Replay Operating Instructions

5.3 Storing and Loading a Replay

By default the local database on
your MFD is set for loading and
replay.
If required select a location on
your USB stick.
Insert a (virus-free) USB device,
open the Select Storage
Location menu under File, and
select the appropriate Time
Frame (max within last 90 days
- old data are overwritten).
The Replay is saved as an
SQLITE database file.
This file contains the informa-
tion stored in the Voyage Replay
at intervals of 10 seconds each.
Load the replay again from your
USB stick if the session shall be
repeated from stick.

For further analysis choose any SQLITE converter from the Internet which converts SQLITE
format to XLS or XLSX files (Microsoft Excel file formats). Data are available then in a list
format. Please note: NACOS Platinum systems do not include/allow this software on the MFD
computers for cyber security precautions.
Another way of storing a Replay scenario is just a screenshot of the actual visible display
area. Please use the camera button in the bottom left menu line. Note that here the storage
format is an XPS file. This is a native Microsoft file format which can be opened and printed
on any separate Microsoft computer via appropriate software (even freeware software)
available on Internet (e.g.: XPS to PDF Converter, PDF-XChange, etc.).

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RADAR FUNCTIONS
RADAR FUNCTIONS NAVIGATION SYSTEM Platinum
1. RADAR Safety Operating Instructions

1. RADAR Safety

WARNING

Pay particular attention to the notes and warnings referring to possible faults in the
radar display, since such faults can impair the detection of targets.

The radar can perform its safety function only if it is in proper state. Observe the following
rules to ensure the correct function of the radar.
- Check the radar’s transmission power and the receiver sensitivity regularly by means of
the performance monitor – see on page 339 in this volume about Checking the RADAR
Functions.
- Position receivers connected to the Platinum NAVIGATION System system must comply
with the standard IEC 61162-1, which largely corresponds to NMEA 0183.
- ARPA target data are depending directly on the accuracy and proper function of the
selected speed sensor and the gyro compass.
- Correct interpretation of indicated data requires knowledge about the implemented
Consistent Common Reference System (CCRS) - see the first chapter in the volume
about GENERAL FUNCTIONS.

1.1 RADAR Safety – Electrical Systems

DANGER
Even when the equipment is switched off, there can be dangerous voltage present
at exposed contacts in the units. Therefore, before a unit is opened, it must be
ensured that the voltage supply to the unit is disconnected from the ship's mains,
and that it remains disconnected.

Because of the capacitors contained in the units, there can be a dangerous voltage
present in any unit several minutes or even for hours after switching off and discon-
nection from the mains supply. The different electronic units of the RADAR system
may be opened by qualified, trained persons only.

If it should be necessary to work on gearboxes while they are opened, pay special
attention to the setting of the high-voltage supply switch (interlock). It is situated
inside the gearbox and switches off the high voltage of the transceiver as soon as
the cover of the gearbox is opened. [1]

BUT: For service purposes the interlock can be set into a position that high voltage
is present inside the gearbox. Refer to the technical manual for details.
[1] Compared to gearboxes with magnetron transmitter those with solid state transmitter have a
maximum voltage of 230 VAC, they are not fitted with an interlock switch.
- If the units are to be disconnected from the ship's mains, keep in mind that each
antenna unit, each transceiver electronics unit and each indicator has its own supply of
power from the ship's mains.

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NAVIGATION SYSTEM Platinum RADAR FUNCTIONS
Operating Instructions 1. RADAR Safety

1.2 RADAR Safety – Radiation

WARNING
Do not enter the radiation danger zone of the rotating antenna, and make sure that
no other person enters the danger zone. See table VIII-1.
Before working on the antenna unit, the antenna switch on the unit must be set to
zero and the transceiver must be disconnected from the ship's mains.

- There is no international agreement about the danger posed by high frequency radiation of the
kind produced by the radar systems. In most countries, a radiation density exceeding 100 W/m2
is considered dangerous; in some countries, values over 10 W/m2 are regarded as not being
completely safe. If in doubt, observe the applicable local regulations, and always ensure minimum
possible exposure.

Table VIII-1 Radiation Danger Zone of Radar Antennas

Radius of the Radiation Danger Zone

Antenna Type Transceiver
A = Up; B = Down Radiation Density Radiation Density Radiation Density
100 W/m2 50 W/m2 10 W/m2
5 ft X-Band 12.5 kW, Version A > 2m >3m 14 m
25 kW, Version A > 2m >4m 21 m
25 kW, Version B > 2m >3m 16 m
8 ft X-Band 12.5 kW, Version A > 2m >3m 7m
25 kW, Version A > 2m >3m 13 m
25 kW, Version B > 2m >3m 9m
14 ft S-Band 30 kW, Version A > 3m >3m 13 m
30 kW, Version B > 3m >3m 8m
14 ft S-Band Solid State, Version A > 3m >3m 5m
5 X-Band Solid State, Version A > 2m >3m 5m
8 ft X-Band Solid State, Version A > 3m >4m 8m

* Values below the area which is covered by the mechanical dimension of the turning antenna are set to this
mechanical limit. All values are time averaged and calculated based on non-turning antenna (worst case). With
turning antenna the radiation is lower by a factor of 200.

RADAR Safety - X-Rays

The main purpose of a radar transceiver is the emission of microwaves for target detection.
Safety issues related with microwaves have been introduced in the previous chapter.
In addition radar transceivers are generating a small amount of ionizing radiation. They are
emitted by the electrons which are accelerated by the high voltage from the cathode to the
anode of the magnetron. According to the German X-Ray Ordinance (RöV Annex 2, no. 5) 1)
equipment with an acceleration voltage of less than 30 kV is emitting such a small amount
of x-rays that there is no significant effect on humans. This equipment does not have to be
approved and the operation is not due for notification.
The Platinum magnetron transceiver uses 8 kV acceleration voltage and is far below the
limit. In terms of x-rays nothing has to be considered for operation.
The Platinum solid state transceiver uses no acceleration voltage. In terms of x-rays nothing
has to be considered for operation.

1) Similar ordinances have been established by other countries, i.e. 2013/59/EURATOM for the Euro-
pean Community

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RADAR FUNCTIONS NAVIGATION SYSTEM Platinum
1. RADAR Safety Operating Instructions

1.3 RADAR Safety – Mechanical Systems

DANGER
TURNING DEVICES!
When the radar system is switched to ON, it is possible that, instead of
the expected antenna, a different one will begin to rotate depending on
the settings and configuration adjusted before shut-down of the radar
system.
Therefore, it must be ensured beforehand that all antennas can rotate
freely and that there are no persons in the danger zones of all antennas.

Before starting work in the vicinity of a radar antenna, make sure to

switch off the man-aloft switch which is situated on the bottom side of the
gearbox. Refer to the technical manual for details.

CAUTION

CRUSHING HAZARD!
Gearboxes and other mechanical units of the RADAR system may be
opened by qualified, trained persons only.

WARNING
DANGER OF VIOLENT PRESSURE TO HANDS AND FINGERS!
Uncovered toothed belts and wheels inside the housing.
Make sure the MAN ALOFT SWITCH is set to zero when working at the
opened gear box!

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NAVIGATION SYSTEM Platinum RADAR FUNCTIONS
Operating Instructions 2. RADAR Standards and Approval

2. RADAR Standards and Approval

According to the international convention for the Safety of Life at Sea (SOLAS) chapter V
radar equipment is classified into three categories depending of the size of the ship. The
RADAR Platinum series is approved for the highest two categories CAT 1 and CAT 2. The
table below provides a summary of capabilities and differences for both categories as imple-
mented in this radar series:
Table VIII-2 Categories of RADAR

Category of ship/craft
CAT 2 [1] CAT 1 [2]
Size of ship/craft 500 gt to <10.000
and All ships/craft 10000 gt
HSC < 10.000
Minimum operational display area diameter 250 mm 320 mm
Minimum display area 270 mm x 270 mm 340 mm x 340 mm
Usually used monitor for Platinum 22’’ & 24" TFT 26’’, 27" & 32" TFT
Auto acquisition of targets Yes Yes
Activated AIS target capacity 30 / 40 [3] 40 / 40 [4]
Activated AIS target capacity 40 40
Sleeping AIS target capacity 240 240
Trial maneuver Yes Yes
[1] Earlier classified as 12" radar
[2] Earlier classified as 16" radar
[3]
Maximum configurable on request: 100
[4]
Maximum configurable on request: 100

If the HSC option is installed (by configuration parameter), above categories are extended
with the suffix H as follows:

With 22” and 24" TFT monitor: CAT 2 H

With 26”, 27" and 32" TFT monitor: CAT 1 H

If the Chart Radar option is installed (by configuration parameter), above categories are
extended with the suffix C as follows:

With 22” and 24" TFT monitor: CAT 2 C, or CAT 2 HC

With 26”, 27" and 32" TFT monitor: CAT 1 C, or CAT 1 HC

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 278
2.1

Wärtsilä Voyage GmbH List of type approved Wärtsilä NACOS Platinum 2024-11-01
NACOS Core Hamburg RADAR SW versions and their appropriate IMO / IEC Standards
RADAR FUNCTIONS

NACOS Platinum
IMO IEC IEC IEC
Platinum Latest
RADAR IMO RADAR Carriage and RADAR BAM Network
Software Approval
Type Approval Performance Requirements Test Test Test
Version Certificate
Requirements Standards Standard Standard
MULTIPILOT Platinum
Table VIII-3
SOLAS 74 Reg. V/19
IEC 61162-1 (2010) EC Type Examination Certificate (Module B)
IMO Res. A.278(VIII)
1.0.10 SOLAS 74 IEC 61162-2 (1998) MULTIPILOT BSH/46122/4342355/13
IMO Res. A.694(17)
2. RADAR Standards and Approval

(2013) Reg. V/18 & X/3 IEC 62288 (2008) RADARPILOT BSH/46122/4342356/13
IMO Res. MSC.191 & 192(79)
IEC 62388 (2007) (includes combining video)
ITU-R M-1177-3
SOLAS 74 Reg. V/19
IMO Res. A.278(VIII) IEC 61162-1 (2010) EC Type Examination Certificate (Module B)
1.1.xx and 2.0.xx IMO Res. A.694(17) IEC 61162-2 (1998) MULTIPILOT BSH/4581/001/4342588/14
as above
(2015) IMO Res. MSC.36(63) & 97(73) IEC 62288 (2008) RADARPILOT BSH/4581/001/4342589/14
IMO Res. MSC.191 & 192(79) IEC 62388 (2013) (includes HSC and new RADAR requirements)
ITU-R M-1177-4
EC Type Examination Certificate (Module B)
IEC 61162-1 (2010)
MULTIPILOT DNV GL 42 500-16 HH (4.34)
2.1.x IEC 61162-2 (1998)
as above as above MULTIPILOT DNV GL 45 201-16 HH (4.35)
(2016) IEC 62288 (2014)
MULTIPILOT DNV GL 45 203-16 HH (4.38)
IEC 62388 (2013)
(includes new presentation requirements)
SOLAS 74 Reg. V/19
IMO Res. A.278(VIII)
IMO Res. A.694(17) IEC 61162-1 (2016) EC Type Examination Certificate (Module B)
on the next page (updated 2024-02-27).

2.1.03 IMO Res. MSC.36(63) & 97(73) IEC 61162-2 (1998) RADARPILOT & MULTIPILOT
as above
(2019) IMO Res. MSC.191 & 192(79) IEC 62288 (2014) DNV MED00005MC
IMO Res. MSC.302(87) IEC 62388 (2013) (includes new serial data requirements)
IMO MSC.1/Circ.1349
ITU-R M-1177-4
EC Type Examination Certificate (Module B)
2.1.16
IEC 62923-1&2 RADARPILOT & MULTIPILOT
(2021) as above as above as above
Overview about SW Versions

(2018) DNV MED00005MC Rev.3

(includes bridge alert management)
EC Type Examination Certificate (Module B)
2.1.20 IEC 61162-450 RADARPILOT & MULTIPILOT
as above as above as above as above
(2022) (2018) DNV MED00005MC Rev.4
Overview about RADAR SW Versions

(includes network to host)

IEC 61162-1 (2016) EC Type Examination Certificate (Module B)
2.1.26 IEC 61162-2 (1998) MULTIPILOT
as above as above as above as above
(2024) IEC 62288 (2021) DNV MED00005MC Rev.6
IEC 62388 (2013) (includes network to host)
2.1.28
as above as above as above as above as above as above
(2024)

RADAR systems type approved according to IMO and IEC standards applicable at time of installation on-board are allowed to work as type
approved RADAR unlimited without any changes even if these standards are changed later.
Home page by opening the menu on bottom left side and clicking on About.

SOLAS 74 Reg. V/19

IMO Res. A.278(VIII)
IEC 61162-450
IMO Res. A.694(17) IEC 61162-1 (2016)
(2019) Latest RADAR Standards
SOLAS 74 IMO Res. MSC.36(63) & 97(73) IEC 61162-2 (1998) IEC 62923-1&2
Required if RADAR is according to COMMISSION IMPLEMENTING REGULATION
Reg. V/18 & X/3 IMO Res. MSC.191 & 192(79) IEC 62288 (2021) (2018)
connected to host (EU) 2024/1974 4.64
IMO Res. MSC.302(87) IEC 62388 (2013)
systems
IMO MSC.1/Circ.1349
ITU-R M-1177-4

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Operating Instructions

RADAR FUNCTIONS.fm / 15.11.24

NAVIGATION SYSTEM Platinum

For compatibility of your RADAR system with international standards please refer to the table
The SW version of your Platinum NAVIGATION System can be accessed from the Super
NAVIGATION SYSTEM Platinum RADAR FUNCTIONS
Operating Instructions 3. System Overview

3. System Overview
RADAR gearboxes are available with Magnetron Transmitter for X-Band and S-Band and with
Solid State Transmitter for S-Band. All gearboxes can be used in parallel in one system.

3.1 Radar with Magnetron Transmitter

RADAR gearboxes with Magnetron Transmitter are available for X-Band and S-Band. The
RADAR gearbox comprises the complete signal path and processing from antenna RF level
to the final digital radar video and target data on Ethernet network. The gearbox comprises
the complete so called IP Radar (in case of transmitter-up version).
The radar pulse generated by the magnetron is sent out by the turning antenna. During
transmission the receiver is protected against overload by the circulator and limiter. The
radar pulse, reflected by the target, is received by the antenna, mixed down to IF level by
the receiver and amplified in the IF amplifier. The IF output is transferred to the IP radar
controller board with signal processor and target tracking processor. Video and target infor-
mation are directly available at the Ethernet network connection. The pulse modulator is
controlled by the radar controller and generates the high voltage pulses for the magnetron
(8 KV) with the correct length and repetition rate according to the range settings. The trans-
former and the power supply generate all supply voltages for the various circuit boards. The
e-motor drives via two drive belts and a gear pair the antenna with 23 rpm. The antenna
shaft carries a slotted wheel with two photo barriers, one azimuth marker with 72 pulses (X-
band) or 90 pulses (S-band) per rev and one headmarker with one pulse per rev. The whole
arrangement is completed by the combined test oscillator and performance monitor looking
out of the metal gearbox housing through a weather protected whole.
For the transceiver-up version all components are mounted inside the gearbox. The gearbox
is connected to mains via the connection board.
For the transceiver down version the processing components are mounted in a separate
bulkhead cabinet and a second and identical connection board in the bulkhead cabinet is
used for the connection to mains.
Most of the circuit boards for X-Band as well as S-Band are identical between the two
versions, most of the microwave components are different.

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RADAR FUNCTIONS NAVIGATION SYSTEM Platinum
3. System Overview Operating Instructions

3.2 RADAR with Solid State Transmitter

Overview
The Solid State Radar (SSR) is a radical departure from convention due to its low power RF
architecture. Traditional navigation radars use short high power (typically 25-30 kW) pulses
of microwave energy to detect objects on the sea surface. Solid State Transmitters have a
nominal peak output power into the antenna of just 200 W for S-Band and 100 W for X-
Band, operating with duty ratios of up to 10%.

Operating Frequency
When using the new Solid State transceiver transmission will be on one of 7 or 8 (7 for X-
Band, 8 for S-Band) operator selectable frequencies in the respective RADAR range. The
ability to operate at different frequencies within the S or X band ensures that the system
has the flexibility to work alongside existing / additional X or S band radar systems with
reduced risk of interference. Frequency selection is made available for dynamic selection
during operation.

 After changing the frequency in the Solid State X-Band Radar, a large M is shown in
the Radar PPI for a short time (1-2 seconds) until it is calibrated for the selected new
frequency as shown below.

Pulse Pattern
The transceiver outputs a frame of transmission pulses in a defined sequence to satisfy the
requirements of short, medium and long range detection.
An adaptive pulse pattern is used up to 24 NM. It comprises a short pulse, a medium pulse
and a long pulse, which are applied adaptively in order to track targets outside of the
currently selected Master MFD range.
For S-Band, the pulses use two different alternating frequencies. One is about 20 MHz above
the carrier frequency and is used for short and long pulse. The one below is used for the
medium pulse. The length of pulses increases with the range.
For X-Band, the pulses use three different frequencies. One is about 13MHz below the
carrier frequency and is used for short pulse. One is about 19MHz above the carrier
frequency and is used for medium pulse. One is about 9MHz above the carrier frequency
and is used for long pulse.
Above 24 NM a fixed pattern is used with one medium pulse followed by one long pulse

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Operating Instructions 3. System Overview

This combination of pulse length and coding results in each transmission within a frame
being unique in both length and coding, thereby enabling pulse compression.

Digital Signal Processing

Digitization of radar data is carried out within the radar transceiver, Doppler and CFAR
processing is then applied and the signal is output from the transceiver to the Ethernet
network which connects all RADAR workstations (MFDs). The key stages of the processing
are described in the following sections.

Digital Pulse Compression

A digital pulse compressor restores the medium and long chirps to an equivalent range reso-
lution of 15 meters, equivalent to a 0.1 microsec transmit pulse.
The pulse compression algorithm achieves a time/range side lobe reduction of better than
65 dB through the use of innovative algorithms to define the transmission waveforms and
associated weighting functions applied to received signals. Further processing is also applied
post pulse compression, to provide additional suppression of unwanted time/range side lobe
effects that result from large object reflections.

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3. System Overview Operating Instructions

Doppler Processing
The Solid State Transceiver is different from conventional magnetron radars in its use of
Doppler processing to determine the radial component of the relative radar target velocity.
This technique is typically known as moving target detection. Echoes received from a train
of pulses are processed in a bank of coherently integrated narrow-band filters and resolved
into specific velocity bands. Using this filtering technique, the Solid State Transceiver is able
to separate targets from clutter through the differing radial velocity components. This addi-
tional dimension provides a significant advantage over existing radar systems in the detec-
tion of small targets in sea clutter or rain.

Constant False Alarm Rate

Received signals are processed and compared with a variable threshold (Constant False
Alarm Rate - CFAR) to detect the presence or absence of targets and to suppress unwanted
returns (clutter) from sea and rain. CFAR processing is applied to all filters within the
Doppler filter bank and therefore to targets of all velocities. Special techniques are used to
ensure that wanted, slow moving and stationary targets such as coastlines and marker
buoys are detected whilst unwanted returns from sea and rain clutter are suppressed.

Internal Monitoring
The Solid State Transceiver contains a continuous Built in Test (BIT) mechanism that moni-
tors and reports the status of the following events and signals during transceiver operation
(in both Standby and Run States):
 RF Power Monitoring
 VSWR Monitoring
 Transmitter Gain Check
 Transmitter Over-Temperature
 Communication
 Receiver Sensitivity
 Heading line status including loss of signal
 Azimuth status including loss of signal
In addition to the internal monitoring, the Solid State Transceiver contains built in protection
mechanisms in order to minimize the possibility of damage to the transceiver hardware from
external faults in the antenna/ turning unit. See also "RADAR Setting for RACON and SART
Codes and Target Enhancers" on page VIII-353 for SART/RACON mode.

Motor Drive Control Unit

The Turning Unit is designed for a single phase 230 VAC supply. The frequency is varied to
control the antenna rotation rate of 24 RPM, and the soft start and stop.
The angular position of the antenna is sensed by an incremental optical encoder with 90 for
S-Band and 72 for X-Band azimuth pulses as used for magnetron transceivers. The control
and monitoring of the Motor Drive Assembly is internally performed.

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Operating Instructions 3. System Overview

3.3 System Layout

The basic system layout is a single installation with one workstation, one sensor interface
and one scanner (one half in the below figure).
Two single systems can be arranged as a redundant installation comprising two worksta-
tions, two scanners and two sensor interfaces.
This redundant arrangement is also called the IMO radar pair. It is mandatory according to
SOLAS for vessels above 10.000 tons.
The system internal wiring (interconnection) of the Ethernet LAN and other signals is shown
on a basic level. For details on a more technical level please refer to the Technical Manual.

14ft S-Band Scanner

5/8ft X-Band Scanner

Transceiver 380 V Transceiver 380 V

30 kW 25 kW

RADARPILOT RADARPILOT

Workstation Workstation

DPU DPU

Sensor input* Sensor input*

Ethernet Ring Connection

Prt Console Stbd Console

Fig. VIII-1 IMO-Set installation (also with SSR)

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 284
3.4

14ft S-Band Scanner

5/8ft X-Band Scanner 5/8ft X-Band Scanner
RADAR FUNCTIONS
3. System Overview

Transceiver Transceiver Transceiver

30 kW 25 kW 25 kW

AIS Transponder
Unit
Starboard Wing

Fig. VIII-2
Portside Wing RADARPILOT CONNING MULTIPILOT ECDISPILOT
MULTIPILOT MULTIPILOT

N
W E
S

and 14ft)
+RAD +RAD

PORT STBD PORT STBD

+RAD

PORT STBD - RAD - RAD

+RAD

- RAD PORT STBD

- RAD

Workstation Workstation Workstation Workstation

Workstation
Trackpilot
DPU Workstation DPU Voyage Data
Recorder
VDR
TP-IP
Sensor input Sensor input
Process I/O

Ethernet Ring Connection

Automation

Engine D.

Rudder
Layout with Five Workstations and Conning

Layout with 5 Workstations and Conning (S-Band also with SSR

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Operating Instructions

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NAVIGATION SYSTEM Platinum
NAVIGATION SYSTEM Platinum RADAR FUNCTIONS
Operating Instructions 3. System Overview

3.5 Overview about Failure Modes and Measures

The following table gives an overview about the failure modes and the respective system
status as well as possible measures supporting maximum system availability.
Table VIII-4 RADAR Failure Modes

Failure description Status Measure and Result

Antenna Unit (antenna, gearbox or This antenna / trans- RADAR operation with all other
transceiver) inoperable or defective ceiver cannot be installed Antenna Units is still avail-
selected by any MFD able
any more
Display Electronics (MFD-PC) One of two (or more) Operate X- or S- Band radar via the
inoperable or defective radar indicators is not secondary or any other still available
Display Monitor inoperable or available MFD
defective
RADAR Keyboard inoperable or RADAR indicator Operate the MFD with on screen
defective remains available commands and Track ball only; full
operating level is available
Trackball inoperable or defective Limited basic radar operation via the
keyboard remains available
Network Switch or its power supply RADAR indicator and Operate another X- or S- Band radar
defective connected transceiver via the secondary or any other still
are not available available MFD
Sensor Interface, i.e. Data Processing All radar indicators and System automatically activates the
Unit (DPU), Data Communication Unit transceivers remain secondary DPU or DCU, the main
(DCU) or its power supply defective available navigation sensors (for HDG, SOG,
POSITION) remain available.
In a double installation, one of the The transceiver is not The remaining transceiver [1] can be
transceivers is inoperable or defective available set as slave on the second indicator;
picture is visible at both indicators.
In a double installation, one of the The system cannot be Both transceivers can be controlled
MFDs is inoperable or defective controlled by this MFD with the remaining MFD unit; both
any longer radar pictures can be observed sepa-
rately
In a double installation, “No RADAR The actual transceiver Switch to the remaining transceiver
Video” alarm is shown is not available [2]
In a multiple transceiver installation, The transceiver is not Remaining transceivers can be set as
one of the transceivers is inoperable available slave on one of the other indicators,
or defective picture is visible on all indicators.
In a multiple transceiver installation, The system cannot be All remaining transceivers can be
one of the MFDs is inoperable or controlled by this MFD controlled with the remaining indi-
defective any longer cator electronics units, all radar
pictures can be observed separately.
[1]
If one of the sensor signals is missing, that navigation data are derived from one of the other
sensors as far as possible, either automatically or manually.
[2] Transmission of the radar video from a connected transceiver to the MFD is monitored continu-
ously. If the connection to the transceiver is disturbed or completely lost, the respective alarm
messages describing the reason for the fault are given. If the refresh of the radar video is not
possible, the alarm No RADAR Video is issued; the video in the PPI is cleared and will no longer
be updated.

As shown in the above table in case of an installation with two or more radar systems each
system is working independently from the other one, a failure in one system does not affect
the operation of the other systems. Each system can work as stand-alone radar without
changing any configuration settings.

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RADAR FUNCTIONS NAVIGATION SYSTEM Platinum
3. System Overview Operating Instructions

3.6 RADAR Malfunctions

There are a couple of possible reasons for which the RADAR cannot compute the target data
correctly.
Possible alarm messages are:
1. Heading Invalid
2. Magnetron Fault (not for SSR Transceivers)
3. No Head Marker
4. No Trigger
5. No Antenna Azimuth
6. No RADAR Video
For further information regarding the alarms please refer to page 809.
 In case that the compass system is defect, the radar goes immediately into the Head-
Up mode. All objects and operating functions for which the heading information is
required, are no longer shown or are inactive. All ARPA and AIS targets are deleted
from the screen at once. If the heading sensor failure is not corrected within 30
seconds, tracking of targets is stopped.

3.6.1 Recovery Time after Power Break-down at the Radar

Scanner
If there is a power break down in the 220/380 VAC supply of the radar scanner this is
normally not affecting the workstation (MFD) because the workstation is powered from
separate source.
In this case the following sequence will apply:
1. The alarm No Radar Video will appear
2. It can be acknowledged by the operator
3. The radar video is blanked
4. If power is on again, the transceiver electronics will start after about 30 sec.
5. After that the Magnetron heating-up period is started, 2 Min. for X-band, 3 Min. for S-
band, no delay for Solid State Transmitter
6. Finally the Radar Video is coming back automatically without any further operator action
as long as the TX settings have not been changed in the meantime

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Operating Instructions 4. The RADAR Sidebar

4. The RADAR Sidebar

The descriptions for all following chapters within
the RADAR FUNCTIONS volume are applicable to all
SW versions from 2.1.06 onwards.
Small deviations in the design may appear but will
not affect the proper understanding.
All functions for selecting a transceiver and setting
the radar video are available from the RADAR
Sidebar. This sidebar is permanently open. It
provides four groups of functions as follows:
1. Radar functions like selecting and adjusting a
transceiver, setting to master and long pulse
2. Radar Video functions like gain, sea and rain
filter, and enhancing the video with the ACR
function
3. PI (parallel index) Lines
4. Tool sets 1 & 2 with electronic bearing lines
(EBL) and variable range markers (VRM)
The first two groups about radar are described in
this RADAR FUNCTIONS volume, the last two
groups about navigation tools are described in the
volume about NAVIGATION TOOLS.
Fig. VIII-3 Radar Sidebar

 If a Solid State transceiver is selected, the layout of the radar sidebar changes
slightly. The Long Pulse button is missing, a Doppler button is added, all other buttons
remain. Please refer to the SSR specific chapter for the layout of the SSR sidebar
(page 292).

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4. The RADAR Sidebar Operating Instructions

4.1 Select the RADAR Transceiver

Select the Radar
Click on top line of radar group, select a transceiver
(TX) from the list, the chosen transceiver and the
antenna motor are activated, if not already done by
another workstation in your system.
If No TX Selected is chosen from the list, the trans-
ceiver is turned off and its antenna stops rotation (if
not still selected by another workstation in your
system).
For displaying of the transceiver status, move pointer
to the transceiver of interest, let it stay for a second,
and a small window will show the status.
A transceiver with the status Not Connected cannot
be controlled and shows a failure status if selected. An
alarm is generated as well.

Global Transceiver Control

The transmission of all transceiver can be stopped from any MFD by Global Transceiver
Control function. The function is available if MFD has the RADAR. Click with DO to
Settings -> Global Transceiver Control -> Set. A warning “All transceivers will stop
transmission!” pops up. Click OK with DO to stop all radar transmission within the ship.
After clicking OK, all radars will be in standby position. Radars can be started again from
any MFD by selecting from the list as described above.

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Operating Instructions 4. The RADAR Sidebar

Select Long Pulse (Magnetron only)

to improve target visibility at higher ranges, the long pulse delivers stronger but less accu-
rate echoes. If target enhancement is active, the stronger echoes of the long pulse are able
to improve a weak radar picture.

Adjust
Magnetron Radar: click on Adjust in master mode to set manual or automatic tuning, inter-
ference rejection or start the Performance Monitor.
Solid State Radar: click on Adjust in master mode to set the frequency channel, the CFAR
function and to start the Performance Monitor.

Multi-Antenna Operation (optional)

If Multi-Antenna Option is installed, a group of transceivers (MX) can be selected. If one
transceiver of the group fails, the whole group is inactive, switch back to a single transceiver
(TX).
Refer to page 331 for details of the multi-antenna operation.

WARNING
At the instant of switch-on of the radar function, the antenna begins to rotate and
the emission of high frequency radiation is started. In the case of multiple installa-
tions, it can also happen that, instead of the expected antenna, a different one
begins to rotate. Therefore, it must be ensured beforehand that the antennas can
rotate freely and that there is nobody present close to the antenna turning circles.

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4. The RADAR Sidebar Operating Instructions

4.2 Select the Master Workstation

If Master is selected, the workstation
(MFD) in use becomes the master operating
unit for the transceiver. The former master
workstation (MFD) for the selected trans-
ceiver is no longer master and on its screen
the check mark will disappear.
Any other RADARPILOT or MULTIPILOT of
the Platinum System located on the bridge
can be switched to act as the master.
On the master indicator, the radar trans-
mitter and the receiver are operated. A slave
indicator cannot operate the transmitter, but
it can control the adjustments for displaying
the radar video.
Adjust control changes state
If you try to become the master of a trans- when master changes.
ceiver with the status Not Connected, the
check mark of the Master selector will
disappear and the Adjust button will become insensitive again within 1-2 seconds.

WARNING

A RADAR picture cut may occur on the slave workstation (MFD) if the radar range
selected by the master is more than one step smaller than the radar range of the
slave and the slave indicator is de-centered.

Technical background: The radar picture generated by the transceiver always has twice the
diameter of the selected range of the master transceiver, in order to ensure a proper func-
tion of the off-centered mode.

Due to the fact

that the range
of the master
is more than
one step
smaller than
the range of
the slave,
details outside
the 6 NM
(=2 x 3 NM)
range are not
visible!

Master, 3 NM Slave, 12 NM
Sketch is not to scale!

Fig. VIII-4 PPI Cut Due to Master with Smaller Range Compared to Slave

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Operating Instructions 4. The RADAR Sidebar

4.3 RADAR Pulses of Magnetron Transmitter

Long Pulse is available for any range of the radar.
The internal pulse length changes with respect to
the selected range automatically.
The default setting for the pulse length should be
the short pulse, which means no check mark on
Long Pulse.
The short pulse delivers a better resolution, targets
which are very close together will be displayed as
separated echoes.
A longer pulse has a higher energy, but not a higher
amplitude. Thus, it delivers stronger echoes and
possibly a better target visibility at longer ranges.
But it may be possible tat two targets which are very
close together would be displayed as one echo.
In general, it is advisable not to use the long pulse
in rainy conditions.
It is allowed to switch between the two pulse
lengths at any time.
If target enhancement or any other filtering methods
are active, the stronger echoes of the long pulses
are processed by the filters and are able to improve
a weak radar picture. To optimize detection perfor-
mance for the different weather conditions, the
radar provides different pulse lengths and repetition rates.

The selected transceivers Tuning and Interference Rejection can only be adjusted
by the workstation (MFD) which is selected as Master for this transceiver. If Master
is not selected, the Adjust control will be insensitive.

The pulse repetition rates in relation to the range and the pulse length are shown in the
following table:

Table VIII-5 Pulse Length and Repetition Rate of RADAR Pulses

Scanner rotation 23/28 rpm

frequency
Range (NM) [1] 0.25 0.50 0.75 1.5 3 6 12 24 48 96
Short pulse 1.00 [2](
0.08 0.15 0.30 0.50 [3]
Pulse length (µs) 0.90
PRF (Hz) 2000 1000 500
Long pulse 1.00 [2]
0.15 0.30 0.50
Pulse length (µs) 0.90 [3]
PRF (Hz) 1000 500
[1] All values of the 0.25 NM range are also valid for the 250 m/500 m ranges
[2]
12.5 kW X-Band Transceiver
[3] 25 kW X-Band and 30 kW S-Band Transceiver

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4. The RADAR Sidebar Operating Instructions

4.4 Radar Pulses of Solid State Transmitter

4.4.1 Overview
The Solid State Transmitter uses a complex sequence
of short, medium and long pulses on different
frequencies. They are in the range of 20 MHz below
and above carrier. Each time the radar antenna has
made a full 360 degree turn, one scan is completed.
At 24 RPM (revolutions per minute) each scan takes
about 2.5 sec.
For S-Band the PTRF (pulse train repetition
frequency) is 1280 Hz and the transmitter sends out
3200 sweeps during each scan.
For X-Band the PTRF is more dynamic. It is adapted
to the operating mode which can change several times
within one scan. The PTRF is in a range between 1170
Hz and 4000 Hz and the transmitter sends out the
corresponding number of sweeps.
Each of these sweeps comprises a number of short,
medium and long pulses. They are sent out in varying
patterns depending on a number of user settings.
The different pulse lengths and patterns are described
below. In general it can be said that short pulses are
used to detect targets in short range (up to 0.75 NM),
medium pulses are used for medium ranges (<2.5 NM
/ 4.5 NM) and long pulses are applied to long ranges
(>2.5 NM / 4.5 NM).
The medium pulse causes a blind sector around the own vessel which is covered by a short
pulse. The blind sector of the long pulse is covered by a combination of short and medium
pulse.

4.4.2 Pulse Lengths and Patterns for X and S Band

 Short Pulse S1 with 120 µsec, no pulse compression, video resolution about 3 m
 Medium Pulse M1 with 4 µsec, 40:1 compression ratio, video resolution about 3 m
 Medium Pulse M2 with 6 µsec, 60:1 compression ratio, video resolution about 6 m
 Long Pulse L1 with 25 µsec, 125:1 pulse compression ratio, video resolution about 12 m
 Long Pulse L2 with 55 µsec, 137.5:1 pulse compression ratio, video res. about 24 m

The following pulse patterns are applicable only for basic operating modes, off-centering and
out of range target tracking will change the pattern:
 0.75 NM Mode - sequence of one short and one medium pulse S1 and M1

 1.5 NM Mode - as above

 3.0 NM Mode - one long pulse L1 covering about 5 NM followed by the 0.75 NM sequence

 6.0 NM Mode - one long pulse L1 covering about 11 NM followed as above

 12.0 NM Mode - one long pulse L1 covering about 21 NM followed as above

 24.0 NM Mode - one long pulse L1 covering 24 NM followed as above

 24.0 NM Long Mode - one long pulse L2 followed by a medium pulse M2

 48.0 NM Mode - one long pulse L2 followed by a medium pulse M2

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Operating Instructions 4. The RADAR Sidebar

4.4.3 False Echo Suppression

S-Band: In each operating mode the pulses can be time shifted by a negative or positive
value between 5 and 25 µsec. The shift changes with each sweep. The shift sequence
comprises 32 different values and is repeated after 32 sweeps. By correlation of consecutive
sweeps false echoes can be reduced.
X-Band: In each operating mode the pulse train can be time shifted by 0 or 25 µsec. By
correlation of consecutive sweeps false echoes and second time around echoes can be
reduced. For both radar types frequency shift between pulses are applied in addition to
further reduce ghost echo display.

4.4.4 Adaptive Pulse Trains for Target Tracking and Off-

Centering
The transceiver uses a dedi-
cated operating mode for
each range beginning from
0.75 NM and up to 48 NM.
Each operating mode is
defined by a specific combi-
nation of short, medium,
and long pulses for this
range.
If the radar image on the
Master MFD is centered, and
the trails are turned off and
no targets are tracked, the
transceiver uses the pulse
train pattern which has been
assigned to the range as
selected at the master MFD.
Up to a range of 24 NM the
pulse train patterns resulting from the range setting are adapted to the real target scenario.
For instance, if targets are tracked outside the selected range, additional pulses are sent out
in those azimuth sectors where the corresponding targets are located (the blue sectors in
the right figure). The adaptive pattern can be changed up to 64 times within one scan.
The same applies when off-
centering is used within the
range up to 24 NM, here
additional pulses are sent out
in the bow sector, as the
picture on the lower right
shows.
If a range of 24 NM or higher
is selected on the Master
MFD, or in case trails are
used, the adaptive mode is
left, and a fixed pulse
sequence is sent out.

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4. The RADAR Sidebar Operating Instructions

4.5 Tuning the Magnetron RADAR Transceiver

AUTO Tune
- Tuning of the transceiver is done auto-
matically. The check box AUTO Tune is
set per default.
The slider is moved automatically by the
system into the position for the optimal
frequency.
If two X-Band or two S-Band systems are
being operated simultaneously, disturbance
of automatic tuning might occur. In such
cases, manual tuning is appropriate:
- Select the transceiver
- Switch to 12 NM range
- Set the check box for Master mode.
- Clear the AUTO Tune check box and
use the slider to perform manual tuning.
The green indicator bar above the slider
corresponds to the amplitude of the received
signal. Observe more than one antenna rota-
tion (5 sec) to find the maximum.

Interference Rejection
Transmissions from other radars working in the same radio frequency band occur as distur-
bances in the form of small points or dashes. These move in rapid succession along straight
or curved tracks to the center of the screen or in the opposite direction. These disturbances
appear particularly clearly at the larger range settings, but they impede radar observation
to an insignificant extent only. They can be almost completely eliminated by means of the
Interference rejection function.
The default setting for Interference Rejection is On, but it can be switched off by the oper-
ator for special radar observation.

Performance Monitor
With the performance monitor, the transmitter performance and the receiver sensitivity can
be checked. It comprises a small auxiliary antenna in the radiating region of the main
antenna. The received signal is processed and produces a "good/ bad" indication.
This check thus covers the entire RF transmitting branch including magnetron, wave-guide
and antenna. The receiver sensitivity is checked by feeding a signal directly to the receiver
input providing a "good/ bad" indication again.
During the check the RADAR cannot be used for navigation!
For more details please refer to page 339.

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Operating Instructions 4. The RADAR Sidebar

4.6 Tuning the Solid State RADAR Transceiver

Frequency
- Selection of frequency is done manually,
set to default values ch1 or ch 2.
If two transceivers are being operated simul-
taneously, either on your own ship or on
another ship in close distance, disturbance
might occur. In such cases, manual change
over of frequency is recommended:
- Select the transceiver
- Switch to 12 NM range
- Set the check box for Master mode
- Select another channel so that distur-
bances disappear.
Observe more than one antenna rotation (5
sec) to find the best suitable frequency.

Interference Rejection
Transmissions from other radars working in
the same radio frequency band occur as disturbances in the form of small points or dashes.
These move in rapid succession along straight or curved tracks to the center of the screen
or in the opposite direction. These disturbances appear particularly clearly at the larger
range settings, but they impede radar observation to an insignificant extent only. They can
be almost completely eliminated by means of the Interference rejection function. This func-
tion is always active for the Solid State Radar.
Constant False Alarm Rate - CFAR
Received signals are processed and compared with a variable threshold (Constant False
Alarm Rate - CFAR) to detect the presence or absence of targets and to suppress unwanted
returns (clutter) from sea and rain. Set the slider to the top left position to switch the CFAR
function off. Set one step to the right to have a small effect enhancing targets and the
contrast of coastlines. This is the recommended position. Set the slider to the top right posi-
tion to suppress most of the clutter and show strong targets only. For S-Band the CFAR
function is switched off automatically in the longer ranges above 6 NM. For X-Band there
is no range limitation.

Performance Monitor
With the performance monitor, the transmitter performance and the receiver sensitivity can
be checked. Note that the normal operation will be interrupted for the duration of this proce-
dure, so that the radar image will be unavailable for about 30-90 seconds for S-Band. For
X-Band the interruption takes 1-2 seconds only.
The Solid State Transceiver has a directional coupler at the end of the transmit path to
determine the amount of power that is currently transmitted. The performance monitor
samples this power, compares it with the reference power value from the time of installation
and produces a “good/bad” indication.
The receiver sensitivity is determined using a very weak test signal. This signal couples
directly from the transceiver into the receiver of the Solid State RADAR. The performance
monitor samples the amplitude of the received signal, compares it with the reference ampli-
tude value from the time of installation and produces a “good/ bad” indication.
During the check the RADAR cannot be used for navigation!
For more details please refer to page 339.

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4. The RADAR Sidebar Operating Instructions

4.7 Setting the RADAR Gain

4.7.1 Manual Gain (input amplifica-
tion)
Switch off the ACR function. Use the Gain slider,
and increase the value with the trackball until
slight noise is visible on the PPI. Then reduce the
value a little until the noise has just disappeared,
but not more.
Switch on the ACR function again and, if neces-
sary, increase the gain a little (up to 100% for a
favorable sea state).
 With the ACR function activated, the
change in gain only has an effect after
several revolutions of the antenna.
 On the keyboard, manual adjust is
performed by turning the Gain knob.
 Manual gain has the same system gain (or
signal threshold) effect in every pixel along
the PPI (bearing and range).

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Operating Instructions 4. The RADAR Sidebar

4.7.2 Auto Gain

Auto gain function can be selected to set manual gain automatically. However, later SW
versions from Platinum 2.1.22 onwards include an adaptive Auto Gain functionality which
combines CFAR and other filtering techniques. This advanced feature utilizes an adaptive
noise filter changing along the PPI (bearing and range) to significantly improve the detect-
ability of small targets.
Switch on the Auto Gain and choose the appropriate level of ACR to suppress the clutter
and obtain a better detection for small targets.
 Auto Gain includes already certain sea clutter reduction. Consider additional Sea
Filter in case of high sea states. If Sea Filter is changed with slider, adaptive Auto
Gain adjusts itself to the new sea suppression. .

WARNING

Automatic mode is generally for open waters. During navigation in areas with close
proximity to landmasses, such as port entry or coastal navigation, it is recom-
mended to turn off adaptive Auto Gain function and/or lowering the ACR level.

The comparison of adaptive Auto Gain and with Auto Gain functionality is presented below.

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4. The RADAR Sidebar Operating Instructions

Auto Gain with ACR Off Adaptive Auto Gain with ACR Off

Auto Gain with ACR Medium Adaptive Auto Gain with ACR Medium

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Operating Instructions 4. The RADAR Sidebar

4.8 Setting the Sea Filter

The Sea Filter reduces radar echoes from objects
close to the vessel very much and echoes from
more distant objects very little. Due to the fact that
the distance of a target is represented by the time
its echo needs to return to the antenna, this is
called „Sensitivity-Time-Control“ (STC).
Nevertheless, echoes which are as strong as the
unwanted reflections of the sea may be suppressed
and not visible, or they may appear and disappear,
depending on how strong the surrounding
unwanted reflections are.
In automatic mode, a proper value for the sea filter
is dynamically calculated for each sweep. The auto-
matic mode is generally used for open sea. It may
overshoot during departure and arrival, e.g. when
being close to shore. Advantages or limitations to
the effect are the same as in manual mode.

Manual Suppression of Sea Clutter

Use the Sea slider to set the value so that the clutter caused by a rough sea is as weak as
possible but radar targets are still clearly visible 1) . I
If the ACR function is switched on, the radar requires several revolutions of the antenna in
order to adjust itself to new anti-clutter sea values. Therefore, any large adjustments should
only be made slowly (step by step).
On the keyboard, manual adjustment is performed by turning the Sea knob.
Automatic Suppression of Sea Clutter
Select the Auto Sea check box. In case Auto Gain and ACR are selected, use Auto Sea
only in high sea states since Auto Gain also suppresses the sea clutter.

WARNING
In the case that the sea filter value is set too strong, weak targets can be lost, espe-
cially at close range. If the sea is very rough, it can be expected that radar targets
which only produce weak reflections will remain undetected, even if the setting is
correct.

The automatic sea filter function has the advantage that the clutter values taken into
account in the upwind direction are different from those taken into account in the downwind
direction. To check the display of very small target-echoes, it is necessary to switch over to
manual operation.

1) If the Platinum workstation is connected to an old RADARPILOT 1000/1100 transceiver in the

context of a retrofit, it is important to note that the manual STC control range has been widened
in comparison to old RADARPILOT 1000/1100 workstations. If the sea clutter at both worksta-
tions is compared, the Platinum workstation will show more clutter due to a higher control range.
Just increase the sea filter (about 10 to 30%) to observe the same result as on the old worksta-
tion.

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4. The RADAR Sidebar Operating Instructions

4.9 Setting the Rain Clutter Filter

The suppression of rain clutter can be set indi-

vidually.
Use the Rain Slider and increase the value
with the trackball until a disturbing rain cloud
changes into a slight noise visible in the PPI.
This is typically the case with slight to medium
rain where the slider is set to approximately 2/
3 of full range.
In case of strong rain the full range has to be
used. In this case the ACR filter should be
switched on in addition.
The rain filter is suppressing echoes from rain
droplets which are typically appearing only once during a scan. During the next scan they
will appear at another place.
The ACR filter is using auto correlation technique to improve the detection of weak target
signals.
Choose one of the values so that the boundary of the rainy area is clearly visible and the
clutter in the region behind it is as weak as possible. However, radar targets should still be
clearly visible.

WARNING
In the case of heavy rain, snow and hail, it can be expected that, even if the setting
is correct, radar targets which only produce weak reflections - especially targets
situated behind a strong rain front - will remain undetected. Such targets can
appear suddenly when leaving the rainy area.

Simultaneous Operation of Sea Clutter and Rain Clutter Filter

WARNING
In case that Rain and Sea Filter are operated simultaneously, especially in very
rough weather conditions, the detection of radar targets may fail even if all settings
are correct, because the sum of clutter (reflections of sea and rain) is as high as or
even higher than the reflection of targets.

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Operating Instructions 4. The RADAR Sidebar

4.10 Setting the ACR Filter (Auto Clutter Reduction)

The target ACR function is a scan-to-scan tech-
nology that supports to distinguish between radar
targets and noise. It is used to display even very
small or weak targets. It can be set to Off or to
three automatic values: Low, Medium or High.
Refer to page 296 for the correct gain setting in
combination with the activation of the ACR function.
The ACR filter uses additional Correlative Filter.

The Correlative Filter works in scan to scan

mode or over several scans respectively with its
parameters relative to the selected range. In large
ranges, the correlation filter will need several scans
until an effect to the picture is visible, in smaller
ranges the effect of the filter is faster. It is also able
to suppress noise.

 ACR Filter removes only residual noise left on the radar image after Gain, Sea and
Rain filters have filtered the radar image.

WARNING
When the ACR function is running, the scan-to-scan correlation might have the
result that small, fast-moving targets or RACON codes are displayed with reduced
intensity or might be suppressed. Consider using Auto Gain functionality in combi-
nation with ACR function for SW version Platinum 2.1.22 onwards.

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4. The RADAR Sidebar Operating Instructions

4.11 Setting Highlight and Hiding Video or the Overlay

Highlight
Highlight can be used to increase the visibility of
targets in the PPI. Very strong echoes will be high-
lighted. It can help to decide whether an echo is
resulting from one or from two partly overlapping
targets.
For example, without Highlight an echo is only repre-
sented by a large green spot.
If Highlight is switched on, the green spot is
displayed with two smaller highlighted dots in the
center resulting from two different echoes from two
different targets.
Structures on land or in rainy clouds or in sea clutter
can be made more visible (i.e. light house at shore or
buoys in close distance to the land where the echoes
would normally melt into the land area).
 The Highlight function is switched on and off
by selecting or clearing the Highlight check
box in the Radar Video group.

Hiding Video or Overlay

The radar video or the superimposed synthetics overlay (i.e. charts or navigation tool lines)
can be suppressed temporarily by holding down the appropriate push buttons. As soon as
the push buttons are released, the video or the synthetic overlay are displayed again.

Example for the High Gain Function

The two screen-shots below are showing an example for the effect. In the right picture the
target which is nearly hidden by a shore structure is clearly highlighted.

Fig. VIII-5 Example for the Effect of High Gain

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Operating Instructions 4. The RADAR Sidebar

4.12 Summary of Settings for Magnetron RADAR

1. Select 12 nm Range
2. Select the Transceiver and set own workstation to Master
3. Click to Adjust and check that Tune is in AUTO mode (green tune bar on maximum)
4. Check Pulse length: Long Pulse = Off (box is cleared)
5. Switch off Sea filter: Slider in left start position, AUTO box cleared)
6. Switch off Rain filter: Slider in left start position
7. Switch off ACR filter: Box cleared
8. Switch off Highlight: Box cleared
9. Set Gain: Increase gain slider with trackball until slight noise is visible on the PPI. Use
Auto Gain in open waters in combination with a suitable level of ACR. In that case, use
Auto Sea only in high sea states.
10.Reduce the value a little until the noise has just disappeared and no more
11.Select the Range which is actually required for the traffic scenario, e.g. 3 nm
12.In case of rain clutter adjust Rain slider correspondingly until rain cloud just disappears
except of contour line
13.In case of sea clutter adjust Sea filter manually so that sea clutter just disappears but
targets are still visible (in difficult scenarios try AUTO adjustment, see page 299 as well) 1)
14.Set the ACR filter to Low so that small echoes are enlarged, wait a few seconds, and if
necessary increase Gain slowly until targets are clearly visible. In difficult scenarios try
Medium, or High.
15.If required switch on Highlight to separate objects which are close together and melted
to one spot

Points 2) to 4) are transceiver related and if they have been passed once for a certain trans-
ceiver and not changed, there is no need to repeat these for a second or further worksta-
tion.
The second or further workstation can be set in Slave mode (=Master not activated) as
well.

1) If the Platinum workstation is connected to an old RADARPILOT 1000/1100 transceiver in the

context of a retrofit, it is important to note that the manual STC control range has been widened
in comparison to old RADARPILOT 1000/1100 workstations. If the sea clutter at both worksta-
tions is compared, the Platinum workstation will show more clutter due to a higher control range.
Just increase the sea filter (about 10 to 30%) to observe the same result as on the old worksta-
tion.

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4. The RADAR Sidebar Operating Instructions

4.13 Summary of Settings for SSR

1. Select Range appropriate for the nautical task
2. Select the Transceiver and set own workstation to Master
3. Click to Adjust and check selected frequency, choose Ch1 or Ch2 if no interference is
visible
4. Switch off Sea filter: Slider in left start position, AUTO box cleared)
5. Switch off Rain filter: Slider in left start position
6. Switch off ACR filter: Box cleared
7. Switch off Highlight: Box cleared
8. Set Gain: Increase gain slider with trackball until slight noise is visible on the PPI. Use
Auto Gain in open waters in combination with a suitable level of ACR. In that case, use
Auto Sea only in high sea states.
9. Reduce the value a little until the noise has just disappeared and no more
10.In case of rain clutter adjust Rain slider correspondingly until rain cloud just disappears
except of contour line
11.In case of sea clutter adjust Sea filter manually so that sea clutter just disappears but
targets are still visible (in difficult scenarios try AUTO adjustment, see page 299 as well)
12.Set the ACR filter to Low so that small echoes are enlarged, wait a few seconds, and if
necessary increase Gain slowly until targets are clearly visible. In difficult scenarios try
Medium, or High.
13.If required switch to Highlight to separate objects which are close together and melted
to one spot

Points 2) to 3) are transceiver related and if they have been passed once for a certain trans-
ceiver and not changed, there is no need to repeat these for a second or further worksta-
tion.
The second or further workstation can be set in Slave mode (=Master not activated) as
well.

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Operating Instructions 5. The RADAR Keyboard

5. The RADAR Keyboard

Several RADAR functions can be operated as well from the radar keyboard installed option-
ally in the left part of the operating console.

Adjust RADAR Video Alarm management

with gain and sea Stop buzzer and
clutter suppression acknowledge alert

Display Bright- Stepwise

ness RADAR Range Setting in
nautical miles
Relative/True Setting
Suppression of
Video and
Overlay
Centering/ Off-
Centering the Own
Ship

Operation of EBL, VRM and PI Lines

Fig. VIII-6 The RADAR Keyboard

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6. The RADAR Application Area Operating Instructions

6. The RADAR Application Area

As shown in one of the previous volumes about GENERAL FUNCTIONS the monitor screen
is divided into a left part with permanent sidebars for navigation, display functions and also
radar functions and a right part for the applications. The RADAR application is shown below.
It comprises the Center and Range control in the top left corner, and the RADAR PPI with
bearing scale.
Several operating functions are available by context menus, either by a right mouse click
(MORE) into the PPI area or by selecting first an object (target, symbol) and then right click
to this target.
Parallel index line
Heading
Pointer with line
Center and position infor-
Range Bearing scale mation
Control

Guard- /
Aquisition
Zone

Stern
line

RADAR video, EBL1/VRM1, Vector, Parallel index lines

with emphasis centered bottom track
and superim- and look-ahead
posed AIS target sector EBL2/VRM2, de-centered
symbol

Fig. VIII-7 PPI with Superimposed Elements

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Operating Instructions 6. The RADAR Application Area

6.1 The Center and Range Control

The Center and Range Control in the Platinum NAVIGATION System consists of plus and
minus buttons to adjust the range setting. The center control consists of a button, which
can be used to center the image around the own ship.

Center screen around

own ship

Range Up

Range Down

Fig. VIII-8 Center and Range Control

To range up (zoom out) incrementally, click on , you will then see the next larger range.
To range down (zoom in) again, click on the . You will then see the next smaller range.
To center the display around own ship, use the center
button. It is also possible to off-center and re-center the CENT
ship by means of the context menu or by means of the
buttons on the radar keyboard. or
Due to the fact that the bearing scale relates to the posi-
tion of the CCRP in the PPI, the division of the bearing
scale is altered in a way that the scale still fits to the de-
centered position of the CCRP.

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6. The RADAR Application Area Operating Instructions

6.2 Presentation of Vessel Outline in Small Ranges

In the case that a very large ship uses a very small scale for the display (e.g. 250m) it might
happen that parts of the ship´s outline are situated outside of the PPI. But neither the CCRP
nor the indication of the position of the selected radar antenna itself can ever leave the PPI,
regardless of the settings for CCRP.

Origin of the
bearing scale

Fig. VIII-9 Presentation of Vessel Outline in Small Ranges

Before either the CCRP or the indi-

cation of the position of the
selected radar antenna will leave
the PPI, they will be shifted back
to the opposite point where they
are supposed to leave according to
the ship´s movement at the time
when the CCRP/the antenna indi-
cation have reached 70% of the
radius of the PPI, measured from
the center.

Indication of the position of CCRP

the selected radar antenna

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Operating Instructions 6. The RADAR Application Area

6.3 Context Menus

Context Menus in the Application Area
Context menus are available in the Application Area. Details of the menus are described in
the subsequent chapters. This chapter shall give an overview about the entire context
related functionality.
By a DO or a MORE click into the application area a context menu is opened which contains
all possible user actions at the current click position.

Context Menus with DO

If more than one object is found, the context menu opens and the operator must select the
operation which he wants to access.

Examples:
- Waypoint 9 / Leg 009-010 / PI3:
The waypoint symbol, the leg behind waypoint 9 or the Parallel Index Line 3 can be
selected.

Context Menus with MORE

The MORE click into the application area presents a predefined selection of functions.

Target Add Synth

Off-Center Cancel all
Layer
Radar Video
Clear Trails
ENC Chart
Chart Information
Nav. Tools
Create LOP
Scales
Reset PI Lines Set
Targets
Rulers Reset
Routes
Man Overboard
User Symbols
Own Ship
Anchor watch
Curved HL
Man Overboard

Fig. VIII-10 Context Menus in the Application Area - here PPI

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7. RADAR Specific Target Handling Operating Instructions

7. RADAR Specific Target Handling

The handling of AIS and ARPA targets in general has already been covered by the volume
TARGET HANDLING.
Please refer to that volume for:
 Dangerous Target Settings
 Acquisition and Guard Zone Settings
 Target Fusion
 ARPA and AIS Target Handling and Target List

Some specific functions only available on RADAR are covered in the following section.

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Operating Instructions 7. RADAR Specific Target Handling

7.1 ARPA Targets

Two types of targets can be handled on the Platinum NAVIGATION System, ARPA targets
and AIS targets. For the targets, the AIS electronics unit and the ARPA electronics of the
radar are two independent sensors whose displays and operating procedures take place on
one and the same MFD. The two sensors deliver data independently, the data of both
sensors are used for the collision avoidance computation, which takes place in the back-
ground of all actions. It can raise alarms, for instance if objects are on collision course. The
tracking of ARPA targets is independent from any AIS target information and takes place
already in the transceiver. The transceiver maintains an ARPA target list which is sent peri-
odically down to the MFD.
 A radar echo that is supposed to be taken in account is called an acquired target.
 An AIS target that is supposed to be taken in account is called an activated target.
Targets can be acquired/activated manually a mouse-click to the target or automatically by
the system.
ARPA targets are acquired and tracked radar echoes received from the selected transceiver.
They can be tracked from a distance near 0 NM depending on antenna height and the
target’s ship structure up to 24 NM irrespective of the range scale in use. Before a radar
echo can be used as ARPA target, its echo is evaluated by the ARPA electronics during a
number of antenna revolutions. ARPA targets can be of the following kind:

Table VIII-6 Symbols of ARPA Targets in RADAR

ARPA targets

A radar echo on the PPI. It is displayed as a green bunch of pixels

A radar echo that has been acquired manually and that is under evalua-
tion now

A radar echo that has been acquired automatically by the examination of

the radar video in an acquisition/guard zone. flashing,
red

An acquired target that is tracked by the ARPA electronics. Its past posi-
tions and speed/direction vector can be shown

A tracked target, which is selected and whose data are marked in the
target list
ARPA targets may have a label displayed on the bottom right of the
symbol. The label consists of a consecutive number generated by the
system preceded by the selected transceiver number. 1 04

Lost Target. If any of the above mentioned targets gets lost, a flashing flashing,
cross is superimposed above the target symbol. red
1 04

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7. RADAR Specific Target Handling Operating Instructions

7.2 AIS Targets

AIS targets are all targets whose data are received by the AIS electronics unit connected to
the system. All AIS targets are visible per default after switch-on of the MFD.
 The display of groups of AIS targets (Class A, Class B, All) may be switched on and
off by the operator. Select All if you want to see all targets received from the AIS
electronics unit.
AIS targets can be of the following kind:

Table VIII-7 Symbols of AIS Targets

AIS targets
A sleeping AIS target is a target that is displayed in the PPI. Its data are
evaluated by the collision avoidance computation.
An activated AIS target is displayed with detailed data such as heading
line, ROT indicator, true scaled outline (if available and the PPI scale is
small enough), speed/direction vector, and past track. Its data are evalu-
ated as above. Activation is either manually by the operator or automati-
cally by an acquisition guard zone.
If the dangerous target function is flashing,
switched on under Settings any red
AIS target, sleeping or activated,
and falling within the TCPA/CPA
limits of the collision avoidance
computation is activated (if not
done already) and is presented as
a dangerous target flashing in red.
After acknowledgment it is shown
steady red.

An activated AIS target, which has been selected and whose data are
marked in the target list

AIS targets may have a label displayed at the bottom right of the symbol.
The label shows the call-sign or ship name or MMSI.
BXGHE MS Hamburg
Lost Target. If any of the above mentioned targets gets lost, a flashing flashing,
cross is superimposed above the target symbol. red
For AIS targets the lost target alarm can be switched off in the Target
settings.

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Operating Instructions 7. RADAR Specific Target Handling

7.3 Target Fusion

Due to the fact that an AIS target within the radar range normally also
produces a radar echo, the symbols of tracked and activated targets are
displayed close to each other:
In this case, it is possible to decide whether the object is to be treated
as an AIS target or as an ARPA target. In terms of an improved display
readability and avoidance of cluttering the screen, the objects can be
merged if they meet some boundary conditions. That means, that they
can be displayed only as either AIS or as ARPA target depending on user
selection. See page 403 for details on Target Fusion.
 The number of ARPA and AIS targets being tracked should be kept as small as
possible; the presence of too many targets causes confusion on the screen and
distracts the operator's attention from what is really important. Targets that are no
longer relevant should be deleted (RADAR) or deactivated (AIS).
 In the case of tracked targets entering a clutter area (rain or sea clutter), a “target
swap” might occur; parts of the rain front can suddenly be “tracked”. A target swap
can also occur if there are targets situated close to each other or close to land. In the
case of target swaps, no warning is given.
Target fusion is applied only on the two symbols, the AIS symbol and the ARPA symbol. The
AIS data are not used to support the tracking process of the ARPA targets. The ARPA target
tracking processes takes place independently in the transceiver.

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7. RADAR Specific Target Handling Operating Instructions

7.4 Manual Target Acquisition

Acquiring a target with DO
Move the pointer on top of the desired object. The pointer then becomes a hand or a
gun site symbol . This depends on the object underneath the pointer:
Table VIII-8 Manual Target Acquisition

------------------------
Pointer ----------------------
becomes
a hand a gun sight
not clearly identifiable, it could be an AIS clearly identifiable, it is a single AIS
Object is
target or a radar echo target or a single radar echo
the object is an AIS target with no radar
echo (transceiver off or bad radar condi-
AIS target and radar echo appear on the
reason tions) or the object is a radar echo that
same position or they are merged
carries no AIS

radar echo with

AIS target activated
indication after activated ARPA
click with DO function

make the choice...

radar echo with

AIS target activated
activated ARPA
function

Acquiring/Deleting a target with MORE

Clicking on the target symbol with MORE
opens the context menu. Choose Target and
select
- Deselect in order to stop the accentua-
tion of this target in the target list.
 It is not necessary to Deselect a target
before another target can be selected, in
fact it is possible to change the selection
of targets by just clicking them with DO.
- Cancel ARPA to stop tracking the object
as ARPA target
- Cancel AIS to stop tracking the object as AIS target, making it a sleeping target
- Cancel All to stop tracking for all targets, all activated AIS targets become sleeping
targets
- Acquire ARPA to force a radar echo to be tracked as ARPA target
- Reverse Fusion to make a merged target that is handled as AIS target become an
ARPA target and vice-versa

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Operating Instructions 7. RADAR Specific Target Handling

7.5 Reference Target Tracking

If at least one ground fixed ARPA target 1) is selected as a reference target, the radar can
determine the own ship's speed vector with the aid of this target's relative motion. By means
of this “reference target tracking”, the radar also acts as a speed sensor, and can be called
up as such under REF TGT Speed in the COG/SOG sensor selection menu. It is recom-
mended to use more than one target for own course and speed calculation in order to create
as stable values as possible.
The resultant course and speed is calculated by averaging the relative speed data evaluated
from all selected reference targets.
 This method will provide only SOG (speed over ground values). In most cases it will
be already sufficient to use SOG data from the GNSS satellite receiver (GPS,
GLONASS, or other). If the GNSS signal is also not available and the current naviga-
tion is based on dead reckoning, reference target tracking could support the naviga-
tion task. But further steps have to be taken into account to control the position,
please refer to the Lines of Position chapter on page 442.
Selecting a reference target:
Click on the fixed ARPA target with the MORE key,
and then click on REF Target On/Off (with the DO
key) in the context menu.
The first reference target is given an R1 as its target
label. If there is more than one reference target
defined, all reference targets are given an indepen-
dent sequential number in addition to the letter R as
prefix.
Canceling the selection: Click on the reference
target with the MORE key, and then click on REF
Target On/Off (with the DO key) in the context
menu.

Important to know:
 Up to five reference targets can be selected.

1) A fixed target is a tracked radar echo of a fixed object like a buoy, a light house, a landmark etc.
In the true vector mode, it shows no or a very short vector. If a moving target is selected by
mistake, the own speed determined will be incorrect. To ensure accurate determination of speed,
several fixed targets should be selected as references. AIS targets cannot be selected as refer-
ence targets.

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7. RADAR Specific Target Handling Operating Instructions

 The speed input “Reference Target Tracking” is treated as a ground stabilized speed
sensor (speed over ground), displayed as COG/SOG data, but it is never used for
calculation of relative course and speed of AIS targets (according to the IMO rules) 1) .
CAUTION
During reference target tracking, it shall be checked repeatedly if the selected refer-
ence targets are still displayed as fixed targets. Loss of a tracked reference target
may reduce the accuracy of the evaluated own speed and course, whereby the true
data of other tracked targets may be deteriorated.

1) As long as REF TGT Speed is selected as COG/SOG input, the display of relative target data for
AIS-targets is blocked. The reason is that the display of true vectors of AIS targets is based on
the received AIS data only. The true vector presentation depends on external sensor data only.
If now the display is switched over to relative vectors, these true vector data are converted by
applying the own ships speed which has been derived from reference target tracking. If now the
input value for the own ships SOG is wrong, the AIS targets are displayed also with wrong values.

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Operating Instructions 7. RADAR Specific Target Handling

7.5.1 Reference Target Lost

The loss of a tracked reference target triggers the Lost Target warning. The method is the
same as with the loss of a standard target.
If a reference target is not detected during 16 consecutive antenna turns it is assumed that
it is lost. The lost target warning causes a buzzer signal and a warning in the alert line.
Each further lost reference target updates the lost target warning.
If there is no tracked reference target left, a Ground Speed Invalid warning is triggered.
Speed data are no longer being received. Another speed sensor will have to be selected by
the operator. At present, the speed that was last sent as the valid speed is being used.
In this case it is recommended to enter the speed manually. The value can be measured as
follows:
1. If the GNSS receiver is still available and provides speed data, just switch over to speed
from the GNSS receiver.
2. If the GNSS receiver is not available it is assumed that dead reckoning is currently used
for navigation. In this case take two position fixes by optical means as described in the
chapter about lines of position (LOP) starting on page 442. Measure the traveled distance
from the previous to the actual position fix with VRM and multiply with 6 to get the speed
in Kn, refer to page 417 for VRM.

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7. RADAR Specific Target Handling Operating Instructions

7.6 Limitations of the Tracking Process

The tracking process for target ships or for reference targets is restricted by some physical
boundaries as follows:
- The tracking is independent of the selected range and covers an area close of the
vessel up to 24 NM.
- The number of tracked targets is 40 and can be configured up to 100.
- Targets can be tracked up to a target speed of 100 Kn.
- The tracking process confirms a target if the antenna has detected it at each of 16
turns without interruption. The corresponding time is 16/24 x 1 min. = 40 sec.
- The tracking process is canceled if a target disappears for more than 7 consecutive
antenna turns. The corresponding time is 7/24 x 1 min. = 17,5 sec.
- All tracked targets are deleted if the Gyro signal is lost for more than 25 seconds. After
this event the MFD is no longer updated and generates a Lost Target Message after 55
seconds (25+30 sec).

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Operating Instructions 8. ARPA Training

8. ARPA Training
The ARPA Training can be activated from the Super
Home page. Click to the corresponding button.
It can be used to check certain transceiver functions and
to train basic radar operating procedures like target acqui-
sition.
Beforehand, it must be ensured that a transceiver is
selected for use and at least in Stand By mode.
The radar picture is complemented with a spoke-pattern
with artificial radar echoes.
These echoes can be acquired manually for ARPA tracking.

When the acquisition / guard zone is placed over one or more targets, automatic acquisition
takes place together with the associated symbols and alarms. The targets must be tracked
automatically.
All targets travel along with your
own ship. Therefore, their true
courses and true speeds must be the
same as your own ship's course and
speed.
It can be observed whether the
tracking works correctly. Further-
more, the user can observe the
target graphics and display of the
ARPA data in the appropriate display
windows and make himself familiar
with this function.
To turn off the ARPA Training
facility, navigate to the Super
Home page again and click on
RADAR Monitoring.

The depiction S indicates that this is a simulated

picture.

WARNING
As long as the ARPA Training facility is in use, the radar picture will not show
echoes received by the appropriate transceiver.
All displayed echoes are artificial. For safety, make sure to keep an eye on another
activated transceiver while using ARPA Training.

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9. Doppler Emphasis (SSR only) Operating Instructions

9. Doppler Emphasis (SSR only)

The Doppler Emphasis button changes the colors of the
PPI display to reflect the underlying Doppler Speed
information in the Radar data.
1. Targets that are moving with a relative speed of zero
will be displayed in green color. This will apply to
vessels that are not changing their distance to your
vessel. Be aware that a vessel moving on a circle
around your vessel does not change it's distance to
your vessel, so it's Doppler speed is zero and thus will
be displayed in green color.
2. Targets approaching your vessel will be displayed in
red colour.
3. Targets moving away from your vessel will be
displayed in yellow color.
4. Targets with a relative speed of less than 4 knots will
be displayed in green color.
5. Targets with a relative speed of more than 64 knots
will not be identified correctly and may be displayed in
any color in S-Band. In X-Band, this relative speed
threshold can be lower than it is in S-Band.
Clutter of different origins is displayed in different colors, depending on the nature of the
clutter source. For instance, sea clutter will be displayed differently from rain clutter.
 The Doppler Emphasis button is 'spring loaded' and will only be active while it is
pushed. Once the mouse button is released, the PPI will return to the standard display
colors.
The following two screen-shots show the standard PPI presentation (left) and the same
scenario with Doppler function active. Targets approaching own vessel are clearly visible.

The non-IMO conform operation is indi-

cated in one of the bottom corners

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Operating Instructions 10. Chart Radar Mode

10. Chart Radar Mode

If in addition
to the
RADARPILOT
Platinum
application the
ECDISPILOT
Platinum
application is
installed on
your system, you have a MULTIPILOT and that can be operated in Chart Radar mode.
In this case the drop-down menu in the Charts group of the Navigation Sidebar is selectable.
Select ENC in order to switch on the ECDIS chart in the background of the radar PPI. Select
Off if you want to switch off the chart presentation permanently.
The operating of all the radar functions in the Radar Sidebar remains as it used to be in
RADAR Mode. Also the tabs in the Display Functions and Tools Sidebar remain as they used
to be.
Under the tab Presentation the new tab Chart is displayed and can be opened with the
Display menu for setting of the chart display category and the Depth menu for setting of
the safety depth and safety contour.
Under the tab Alarms the new tab ECDIS Alerts appears and can be opened for activating
i.e. the safety contour alarm etc.
- If the Chart Radar option is installed, the SOLAS category of the radar system is
extended with the suffix C as follows:
With 22” & 24" TFT monitor: CAT 2 C
With 26” & 27" & 32" TFT monitor: CAT 1 C

In the following chapters the chart functions specific for RADAR are introduced.
More general chart functions can be found in the volume about CHART FUNCTIONS.

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10. Chart Radar Mode Operating Instructions

10.1 Selection of Charts and Hiding of the Chart Back-

ground
The drop-down menu in the Charts group of the permanent area provides access to the
different charts that are installed with your ECDISPILOT application.
Only vector charts are permitted for chart radar operation and only these are selectable from
the RADAR menus. Raster charts (RNC) can not be used.

Temporary Hiding of the Chart Background

If ENC is set and the
chart presentation
shall be hidden just for
a few seconds in order
to identify details of
the radar image, just
press Hide Overlay.
The result is an empty
screen except for the
pure radar video.

Selection of the ECDIS No Data Pattern

If ENC is set and there are no ECDIS data at the actual position a dark background or the
ECDIS no data pattern background is shown. The select box is available in the chart settings
menu and active only if ENC is set to On.

RADAR Dark Background

ECDIS No-Data Pattern

Fig. VIII-11 Select ECDIS No Data Pattern

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Operating Instructions 10. Chart Radar Mode

10.2 Reference, Scale and Matching of Chart with

RADAR
Reference
In Chart Radar mode the same reference system for own ship’s position, speed, heading,
time, etc. is used as in RADAR mode.
The common reference point is called Consistent Common Reference Point (CCRP).
It can be selected from the drop down menu REF in the Display group of the Navigation
Sidebar (select Conning which is the default, or Radar, or Tracking).
For Route Monitoring against ECDIS objects and user objects the track control reference
point which is typically at the bow of the vessel is used. This point is also called the system
position. The guard sector (also called look-ahead sector) starts from there.

Range Scale and Modes

In Chart Radar mode the same range scale as in RADAR mode from 250 m to 96 nm is
applied. The larger scales of an ECDIS with up to 800 nm are not available.
The Chart Radar mode is providing the same orientation as in RADAR mode with North Up,
Head Up, and Course Up.
Further-on it provides also the same screen stabilization with True and Relative Motion. The
Browse mode which can be found in ECDIS for planning tasks is not available.

Matching the Chart with the RADAR Presentation

If the chart overlay (which is in reality an underlay because the most important RADAR is
on top) is not matching the radar PPI, the user may adjust the position data of the position
fixing device. This function is available from the Navigation Sidebar in the Position WGS84
group.

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10. Chart Radar Mode Operating Instructions

10.3 Selecting the Display Group or a Category of

Groups
Chart symbols, areas, lines and labels (collectively called chart objects in the following) are
individually stored electronically in a separate data base and are displayed in the vector
chart.
Object classes (complete sets of similar objects) are grouped into display groups; for
example, the object class Restricted Areas together with the object class Military Prac-
tice Areas and other similar object classes are grouped together in the display group
Cautionary Areas.
An appropriate and, at the same time, uncluttered display can be achieved by selecting only
those display groups which are required for the actual nautical task.
Furthermore, for a number of objects (e.g. buoys), there is a choice between two symbol
presentations (plain and symbolized).
In addition the number of text labels displayed can be influenced.

IMO has defined three pre-defined categories for the selection of display groups that are to
be shown:
- Display Base: Consists of the display groups which, as a minimum requirement, defi-
nitely have to be displayed. They can not be influenced by the user and they are shown
all the time. They are normally not sufficient for safe navigation (only coast lines and
obstacles).
- Display Standard: Contains the display groups which are normally necessary for
voyage planning and voyage monitoring (all standard display groups as shown below)
- Display All: Contains above two categories and all other display groups which are
available in the electronic chart
For the Chart Radar one further category is defined in the IEC 62388 test standard:
- Display Primary Radar: The Primary Chart Information Set covers the display
base plus fixed and floating aids to navigation (buoys and beacons, details on following
page).
Finally for Platinum we have added a category named Customized. In this category, all
settings can be made individually.

Please refer to the volume about CHART FUNCTIONS for more details on the categories
(volume included in MULTIPILOT Manual).

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Operating Instructions 10. Chart Radar Mode

10.4 Chart Radar Application Area

The screenshot below shows the Chart Radar in Head-up mode.
Center and Acquisition/Guard
Zoom Control Zone 1 and 2 Route Heading line and
look-ahead sector

Plot

EBL2/
VRM2,
decen-
tered

AIS/
RADAR
target
with video
emphasis
and trail

EBL1/VRM1, centered

Fig. VIII-12 Chart Radar Application Area with superimposed elements

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10. Chart Radar Mode Operating Instructions

10.5 Application Area Context Menu

A click with the MORE key in the
application area opens the context
menu. The available chart specific
functions are as follows:
- Select Layer to set the bright-
ness and visibility of the various
layers forming the complete
display (see screenshot beside).
For the Chart Radar especially
the brightness of the Chart
information is important and
can be set.
- Chart Information. In this
window, information about
different characteristics of the
chart database and the chart
cells can be displayed. For Fig. VIII-13 Select Layers and Chart Info
details please refer to the
volume about CHART FUNC-
TIONS.

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Operating Instructions 10. Chart Radar Mode

10.6 Presentation of Depth Colors in the Chart

On the chart overlay for RADAR the colors indicate the depth as adjusted in the dialogue
box shown below, from brown (land) to blue (shallow), gray (navigable) and black (deep).

The four different depth settings can be

adjusted by dragging the sliders on the
depths bar.

Shallow contour

Set the transparent Safety Depth Slider

to display spot soundings and single
objects below Safety Depth more prom-
inently and raise the depth alert.

Set the filled Safety Contour Slider for

the depth alarm.

Deep Contour.

Fig. VIII-14 Presentation of Depth Colors in the Chartradar

Note:
The colors defined in this chapter are based on the ECDIS color schemes "Dusk" and "Night"
so that the radar video and the target graphics are not obscured. After a restart of the
system all depth contour values are set in the same way they have been set before.

Shallow Water settings

Non-navigable areas of vector charts can be marked by means of a pattern, particular
dangers within non-navigable areas can be accentuated.

Pattern
Non-navigable areas (shallow water) can be displayed
criss-crossed if this option is checked.

Danger
The display of the isolated danger symbols which are situ-
ated in shallow water can be switched on and off here.
Those symbols are only displayed if the display category is
set to Standard at least.

Fig. VIII-1 Multi-

Antenna
Operation

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10. Chart Radar Mode Operating Instructions

10.7 Main Differences between Chart Radar and ECDIS

Mode
The ECDIS application can be operated in Chartradar or in ECDIS mode. The main differ-
ences between the two modes can be summarized as follows:

Table VIII-9 Differences between Chartradar and ECDIS Mode

Function ECDIS Mode Chartradar Mode

Overview
(the two screen-shots
show exactly the same
position of own vessel
and the same bright-
ness settings)

The chart is presented in a full rectangle The chart is presented in the radar PPI
Planning With the Browse function any position in the No Browse function selectable, the own ship
worldwide chart can be shown in the center remains always visible within the PPI, no plan-
ning
Presentation of radar The ECDIS color set according to IHO S-52 The radar video is always in the foreground, the
video and chart presentation library appendix 2 is used with ECDIS is presented as an underlay providing a
color sets for day, dusk, and night. The radar dark background for radar video (colors are
video is in the background and superseded by closely aligned to ECDIS dusk and night color
any ECDIS symbols tables)
Presentation of no- An area with no-chart data The no-data area is shown
chart data areas of any kind is marked with as the radar background,
the “no data” symbol here in black. Later SW
defined in the IHO S-52 versions are fitted with a
presentation library
appendix 2/3.2.3(14) select box for either no data
pattern or dark radar back-
ground.
Operating of radar Operating of radar TX functions possibl, access Operating of radar TX func-
via Settings menu tions possible, corresponding
side bar is available

Operating of navigation LOP, EBL, &VRM and PI lines are available from EBL, VRM and PI lines are available from the
tools ->Tools ->NAV tab, or from SW version 2.x radar function side bar in the permanent area,
onwards via Tools Bar LOP from ->Tools ->NAV tab or Tools Bar
Display object groups Can be displayed per category: Base, Stan- Same as ECDIS plus Primary category; Select
dard, All and Customized. The last one Primary to set the Primary Chart Info Set (IEC
provides individual selection of groups. 62388)
Display ECDIS Symbol ECDIS Chart1 is a tab that can be opened in the No comparable function available, the symbol
Library Chart1 application area, shows a legend of symbols legend would cover the radar presentation, not
used permitted

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Operating Instructions 10. Chart Radar Mode

10.8 Priority of Layers in Chartradar Mode

The table on the next page is presenting the most important layers and the related priority
shown for Chartradar mode. The arrangement of layers is shown from top to bottom.
All common functions as listed earlier and the layers as listed in the previous table are inte-
grated to a complete application for RADAR or for ECDIS.
If the two applications RADAR or ECDIS are combined on a single workstation to build-up a
chart radar or MULTIPILOT only those functions are added, which are not already available
with the first application. Each of the functions as listed above is only started once on a
workstation. But depending on the actual configuration it may have a slightly different
appearance. Differences are listed i.e. at the end of the Chartradar chapter.
The arrangement for the MULTIPILOT with ECDIS is slightly different. The priority of the
radar video is changed in favor of the chart objects. The radar video layer is shifted down
and placed in between basic chart areas and chart objects acc. to IEC 61174. The dusk and
night color sets used for the chart areas are extended to the full daylight color set. All other
functions are the same.

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10. Chart Radar Mode Operating Instructions

Table VIII-10 Priority of Layers in Chart Radar Mode

Data Source Function Controls Presentation Layer Objects and Priority

(for chart radar)
Own Ship (on top),
with head-marker, vector and trails,
AIS and ARPA targets

From navigation sensors

none Navigation Tools, comprising EBL,
VRM and LOP

RADAR Video,
raw video as received from antenna
unit, sea and rain filtered as selected
by the user

Chart Objects
buoys, beacons, traffic separation,
text labels, dangerous zones, coast-
lines, planned route

User symbols,
user defined buoys, beacons, lines
and areas

Basic Chart Area,

land, water, depth lines

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Operating Instructions 11. Multi-Antenna Operation (optional)

11. Multi-Antenna Operation (optional)

The RADARPILOT Platinum can be upgraded with the option for MULTI-ANTENNA OPERA-
TION.
This option is relevant if the antennas on a certain ship are not covering a full 360 degree
sector due to high superstructures interrupting the radar beam.
In that case the radar signals of up to four antennas for X-Band distributed over the vessel
can be combined such that they are displayed together in one PPI. A typical configuration
is the combination of a bow radar and stern radar antenna.
Merging of X-Band antennas with different length of the antenna beam or with significant
differing installation heights has to be released by the Wärtsilä Voyage service department
after careful evaluation of the ship installation.

Preparation during System Commissioning

Up to four antennas, each with their corresponding trans-
ceiver, and covering together the required full sector are
configured during commissioning of the RADAR as a group.
For each antenna the free sector is entered. One antenna is
defined as the main. The others follow one after the other.
During operation this group can be selected by the user like
any of the single antennas.

The merging algorithm is as follows:

The radar signal of the main antenna is displayed first with
its full sector as defined in the configuration (here bow
antenna).
The remaining sector is filled up with the signal of the next
antenna as far as available (here stern antenna).
If the stern antenna is covering a wider part of the
remaining sector, the information from the stern antenna,
which is overlapping with the bow antenna, is discarded.
This procedure can be continued with further antennas up
to three in total. Again the overlapping information is
discarded.
The purpose of combining the signals of two or more
antennas is to provide radar coverage over two sectors, but
not to improve the performance by dual radar coverage of
a common sector.

 If any of the radar is being used in Beacon Mode, a large B is shown in the Radar
PPI, indicating that the Radar is not optimized for standard target detection. See
chapter 15.10 on page VIII-353.
 If the frequency is being changed in any of the radar, a large M is shown in the
Radar PPI for a short time until it is calibrated for the selected new frequency. See
chapter 3.2 on page VIII-280

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11. Multi-Antenna Operation (optional) Operating Instructions

11.1 Transceiver Group and Master-Slave Selection

Transceiver Group Selection
From the drop-down list select the transceiver group
which shall be displayed on the MFD. The group is
indicated by the letters MX (Multi- Transceivers) in
front instead of TX (Single-Transceiver) and a suit-
able group name (here Bow Stern) which has been
edited during system commissioning. The chosen
transceivers and antenna motors are activated, if not yet done by another MFD.
If No TX Selected is chosen, the appropriate transceivers are turned off and the respective
antennas are stopping rotation, if they are not selected by another MFD.
In order to have the current status of all the transceivers in the group, move the pointer to
the depiction of that transceiver group and let it stay for about one second, a small window
pops up and shows the information for all transceivers in the group.
If the selected group contains a transceiver which is actually not available i.e. due to
malfunction, the whole group cannot be activated or controlled in any way. In that case the
single transceivers have to be used.

Master Slave Selection

The Master-Slave function for a group of antennas is operated in the same way as for a
single antenna. Refer to page 290 for details. The only difference is that in Master mode
the Adjust button is not active because adjusting of a transceiver is only possible for a
single transceiver and not for a transceiver group.

If Master is selected, the actual MFD becomes the

master operating unit for all transceivers in this
group. The master status is indicated as shown on
the right screen shot. The former master MFDs for
each of the selected transceivers are no longer
master and on their screens the check mark will
disappear.

WARNING
In Slave mode picture distortions may occur if the radar range of a certain trans-
ceiver in the group which has been selected by another master MFD is more than
one step smaller than the radar range of the slave and the slave indicator is de-
centered. Refer to page 290 for details.

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Operating Instructions 11. Multi-Antenna Operation (optional)

11.2 RADAR Video Settings and Reference Position

Video Settings
The options for gain control, anti-clutter sea and rain
control, and video enhancing are influencing only the
display of the radar video on the operated MFD. They
are affecting all sectors of the radar PPI in parallel.
They are not influencing any other MFDs which are
connected to the same transceivers as slave or master.

Setting the Reference Position

The selection of the Reference Position
is limited to the CCRP position (which is
typically the position in front of the
Conning display) during Multi-Antenna
operation. If another reference position
like one of the radars or Track is
selected, the indication falls back to
CCRP.

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11. Multi-Antenna Operation (optional) Operating Instructions

11.3 Dead Zones and Target Handling between

Antennas
Dead Zones
A configuration with one bow and one stern antenna,
covering together a full 360 degree sector, and merged
into one group may have two remaining small dead
zones next to the own ship. The size is in the range of
the ship dimensions.

This effect is due to the distance between the two

antennas and can be reduced by optimal placement.
The two dead zones are indicated in the PPI by grey
areas as shown in the picture.

Target Handling between Antennas

If a target, which has been acquired automatically or manually, is leaving one antenna
sector and entering another one, it is handed over to the tracking process of the new
antenna. In the target list the source indication changes i.e. from TX 1 to TX 2.

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Operating Instructions 11. Multi-Antenna Operation (optional)

11.4 Example for Multi-Antenna Operation

The following screen shot shows an example of a Multi-Antenna Operation with one antenna
at the bow and one antenna at the stern. The two antenna sectors are overlapping
smoothly. Borders between the sectors are not visualized.

Fig. VIII-15 Example for Multi-Antenna Operation Radar Video

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12. Radar for HSC Operation (optional) Operating Instructions

12. Radar for HSC Operation (optional)

For HSC (high speed craft) operation the antenna
revolution rate can be doubled resulting in a higher
radar video update rate 1) .
Switching-over is achieved by checking the HSC
box. This box is visible only if the selected trans-
ceiver is capable of doubled antenna revolution rate.
SSR transceivers are not capable of doubled
antenna revolution yet.

1)
If the appropriate antenna gearbox is installed.

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Operating Instructions 13. FMCW Docking Radar (optional)

13. FMCW Docking Radar (optional)

13.1 Overview
The Platinum NAVIGATION System can be complemented with a
short range FMCW radar transceiver. The radar picture is
displayed on the Platinum MULTIPILOT as any other Platinum
radar transceiver picture (Magnetron or Solid State).
The FMCW radar does not provide target tracking. It uses a low
power (100 mW) continuous wave signal at 24 GHz achieving a
much higher resolution due to the increased frequency (about
2.5 times compared to X-band) and it can evaluate the phase of the signal as well. On the
other hand the beam is much smaller compared to the 8 feet X-band antenna. Finally the
objects are displayed with a much better range resolution (75 cm) but the angular resolution
is slightly increased only (1.44 deg). The output of the FMCW radar uses a standardized
radar data format according to the Eurocontrol ASTERIX CAT-240 format.
 The FMCW radar is primarily intended for docking maneuvers. It is not approved as a
replacement for an IMO radar and shall not be used for navigation.
The integration package comprises the RS24 Sensor, the transmitter interface unit IP-TIU
RS24 which converts the ASTERIX Video Protocol into the Platinum Internet Protocol, and a
24 V power supply. The radar data are fed into the standard Platinum network ready to be
presented by any MULTIPILOT workstation in the Platinum system. The Main Platinum work-
stations for collision avoidance (Radar) and route monitoring (Chartradar or ECDIS), in a
typical INS configuration these are MFD 01 and MFD 02 (see below), must not be used or
configured for RS24 operation. The configuration of each application project is subject to a
case-by-case approval in order to ensure that these workstations are not used for RS24
operation. The RS24 Dome Radar Installation and Use is described in Doc. ID 94-0601-C
RS24. The IP-TIU RS24 ASTERIX Protocol Converter is described in Doc. ID 390008528.

INS NAUT-OC (ICS)

Antenna Unit TX1 Antenna Unit TX2
with RS24 Radar Sensor
& optional Planning WS

MFD 5 Route Mon. MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Route Mon. MFD 4 Route Mon.

Trackpilot

Sensor Interface 1 Sensor Interface 2

TP Interface
MFD 6 Voyage Plan.*

ASTERIX Protocol
Vessel Converter

1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind VDR
5) AIS 5) NAVTEX

* MFD 6 for Voyage Planning is required for ships engaged in worldwide trade

Fig. VIII-16 RS24 FMCW Docking Radar Integrated in Platinum INS

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13. FMCW Docking Radar (optional) Operating Instructions

13.2 Operating the FMCW Docking Radar

Select the Radar
Click on the top line of the
radar group, and select
the K-Band RS24 entry
from the list, the chosen
transceiver and the
antenna motor are acti-
vated, if not already done
by another workstation in
your system.
If No TX Selected is
chosen from the list, the
transceiver is turned off
and its antenna stops
rotation (if not still
selected by another work-
station in your system).
For displaying of the
transceiver status, move
pointer to the transceiver
of interest in the list, let it stay for a second, and a small window will show the status.
A transceiver showing the status Not Connected cannot be controlled. After a time-out
period the status indication is extended with a No Video message. In addition a No RS24
Video Caution is generated and displayed in the alert list (see RA017 in alert list
page 809). This Caution disappears from the alert list if the transceiver is connected again
or if the selection is changed to another transceiver or to No TX Selected.
Radar Video
Adjust Gain and Sea Clutter filter in the same way as with X-Band or S-Band transceivers,
see page 296.
Hide Video or Overlay in the same way as with X-Band or S-Band transceivers, see page 302.
Range
The list of available radar ranges changes to a reduced list as soon as the K-Band RS24
transceiver is selected. Choose one of the entries between 0.75 Nm and down to 250 m.

WARNING
The RS24 Sensor will not track any targets, the IMO approved X-Band or S-Band
transceivers must be used for collision avoidance.

The RS24 Sensor will operate at temperatures ranging from -25 to +55°C. When
starting at very low temperatures the sensor may require up to 40 minutes to warm
up sufficiently to start producing a radar image.

 If the Ethernet connection between the RS24 Radar and the IP-TIU is removed and
established again it might happen, that the RS24 Radar is not coming up with a video.
In this case the RS 24 Radar has to be powered down and started again.

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Operating Instructions 14. Checking the RADAR Function

14. Checking the RADAR Function

Overview
On user level the Platinum NAVIGATION System is providing two important checks for the
correct RADAR function. The first one is the check of the magnetron hours which can be
done quickly during the selection of the transceiver. The second one is a test with the
performance monitor which will take a minute or more. Further steps like adjusting the
head-marker are accessible from a service menu which is protected by password. Please
refer to the Technical Manual of the Platinum system.

Magnetron Radar Hours

The transmitting valve or magnetron is
the only device which has in compar-
ison to other electronic devices in the
radar system a limited lifetime.
In order to check the actual operational
hours of a specific magnetron just place
the cursor on the transceiver in ques-
tion in the selection list and a small
status window is opened with the
magnetron hours.

Solid State Radar Hours

The solid state transmitter has in
comparison to other electronic devices
in the radar system a similar lifetime.
The operating and run time are shown
for information only.

Radar Video Time-out

If a transceiver is selected from the list, which is currently
not available, i.e. is warming up, or data connection is
missing, or power break down occurred, the radar video
time-out alarm is given.
It shows a red alarm symbol next to the transceiver entry.
Move the pointer to the alarm symbol to open a tool-tip with the status message.

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14. Checking the RADAR Function Operating Instructions

14.1 Performance Monitor

14.1.1 Background Magnetron Radar
The performance monitor provides the operator with a simple go/no-go tool to check the
transmitter performance as well as the receiver sensitivity in one step. It comprises a small
test oscillator and a microwave diode with amplifier. Both modules are installed under a hole
in the gearbox. The hole is hermetically sealed with a transparent plastic cover.
The diode receives the radar pulse which is transmitted by the magnetron via wave-guide
and scanner into the air. The received signal is amplified and gives an indication about the
function of the complete transmitter path.
The test oscillator transmits a pulse at about 1 msec after the main pulse. This pulse lies
outside the display space and is not visible in the radar image. It simulates a target being
far away. This signal is picked up by the scanner and gives an indication of the proper func-
tion of the complete receiving path.

14.1.2 Background Solid State Radar

The performance monitor provides the operator with a simple go/no-go tool to check the
transmitter performance as well as the receiver sensitivity in one step. The Solid State
Transceiver has a directional coupler at the end of the transmit path to determine the
forward- and backward power. A variable gain amplifier (VGA) is used to keep the forward
power at a constant level during operation.
The performance monitor samples the current forward power and compares it with the
reference power from the time of installation, which gives an indication about the function
of the complete transmitter path.
In a second step, the performance monitor checks the sensitivity of the receiver. It uses the
signal component that couples directly from the transmitter into the receiver of the Solid
State RADAR. In normal operation, the receive window is shifted so that this signal compo-
nent is not visible in the radar image. During the performance measurement, this direct
signal component is clearly visible as a wide ring in the RADAR image at about 0.5 NM. 1)
For S-Band, the performance monitor transmits a very weak test signal with a fixed gain for
the variable gain amplifier (VGA) and the radar receiver records the internally coupled signal.
This is done for different carrier frequencies within the specified frequency range. The
measured frequency domain results are transformed into the time domain. This result is
evaluated at a predefined delay of the internal coupling. The coupling coefficient is used to
asses the receiver performance. For X-Band, the generated signal is evaluated and
compared with a reference signal after digitization. The comparison is done only one carrier
frequency.
The result of a successful measurement gives an indication about the function of the
complete receive path.

1)
Early designs show a 4.5 NM ring.

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Operating Instructions 14. Checking the RADAR Function

14.1.3 Performance Measuring

The performance of the selected transceiver can
only be tested by the MFD which is selected as
Master for it. If Master is not selected, or the
selected transceiver is not available, the Adjust
control will be insensitive.
Click the Transceiver Adjust control, the corre-
sponding sub-menu will open. Check the control
for Performance Monitor. Wait for 30 to 90 sec,
the result will be shown as follows:
- General: If both indications from TX and RX
path together are OK, the test is shown with
an OK in the Transceiver Adjust box.
- Magnetron: If the sum of both indications
from TX and RX path is degraded by more
than 10 dB, the test is shown with a
Reduced result.
- Solid State: If the indication from the TX
path is degraded by more than 2 dB or the
one from the RX path by more than 10 dB,
the test is shown with a Reduced result.
- Solid State SSR-S: If all three frequency
channels of receiver sensitivity check are
found to be disturbed by interference, the
test is shown with Measurement failed
result.
Switch off the performance monitor by closing the Transmitter Adjust box.

CAUTION FOR MAGNETRON RADAR

During the test, the radar is fixed to 12 nm and cannot be switched to another
range or setting. Do not start the performance test with a cold transceiver, wait 30
min after switching-on. The test result could be disturbed by heavy snowfall or rain,
shading the hole in the gearbox. The test result could also be disturbed by other
transceivers on-board. They should be switched off. Blanking sector is automatically
switched off during test.
If "Most Critical" is shown as the result, this means that the performance quality
of the radar system is no longer adequate for safe radar operation. Request service!

CAUTION FOR SOLID STATE RADAR

Do not start the performance test with a cold transceiver, wait 30 min after
switching-on. The receiver sensitivity check might fail due to interferences. These
are to be expected especially near ports and places with high traffic density. If
"Measurement failed" is shown as the result, repeat the check later on and
possibly at a different location. If still not successful, request service.

 If the test shows that the magnetron has reached the end of its useful life, the
toothed belts in the gear box shall be checked and must be exchanged as well during
the necessary service work.

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15. Setting and Evaluation of the RADAR Video Operating Instructions

15. Setting and Evaluation of the RADAR Video

Generally, the echo data received by the transceiver can be amplified, attenuated or filtered
in order to enhance the display of desired data like targets. The main intention of the signal
processing is the clear and unmistakable display of radar targets and the suppression of
unwanted echoes like sea clutter, rain clutter or interferences.
Amplification, attenuation or filtering is done in several ways, with continuously or digitally
working filters. (Some can be set from 0% to 100%, others can only be switched on or off).
Further on, echo data with the same azimuth delivered from one or more radar pulses
(„sweep-to-sweep-data“) can be processed or data from one or more antenna turnarounds
(„scan-to-scan-data“) can be evaluated.
The amplitudes of echoes can be evaluated in order to determine whether the echoes are
targets or noise, or the correlation of sweep-to-sweep or scan-to-scan data can be used to
enhance the radar picture:

Processing
Amplitude Processing

Amplification
Attenuation

Correlative Processing

Raw RADAR Data Sweep-to-sweep Filtered RADAR Data

Scan-to-scan

Fig. VIII-17 Scheme of RADAR Video Evaluation

Amplitudes are influenced for example by the Gain and Sea settings, correlation is done
amongst others by the ACR function.
In the following, the different filters, their basic techniques and advantages or limitations
are described in the sequence they appear in the RADAR Sidebar.
The TUNE function can be set manually or automatically. TUNE influences the center
frequency of the entire radar echo evaluation process. For the adaption of TUNE, no radar
echoes are needed and interference from other radar devices is suppressed so that auto-
matic tuning (AFC) has the best results and should be used as default. An optimum tuning
is not only important for a clear visual display of the targets on the video but is also a neces-
sary prerequisite for the ARPA functions.
Gain setting influences the amplitudes of all echoes and works like an amplifier that makes
it possible to enhance all echoes and noise in the same way in order to get a better picture.
But, as said before, also the noise will be amplified and can disturb the clear display of
targets. Gain should in any case be set in such a way that slight noise is always visible.

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Operating Instructions 15. Setting and Evaluation of the RADAR Video

15.1 RADAR Accuracy

Background
The correct measurement of a target position by radar is determined by the bearing and
range accuracy of the radar system. Both parameters are depending on physics, on instal-
lation, and on the ability of the user to read accurate values from the screen.
As far as the physics is concerned, the accuracy of bearing measurement basically depends
on the narrowness of the radar beam. The radar beam for X-band has a horizontal beam
width of 1.5° with the 5 foot antenna and 0.95° with 8 foot antenna. For S-band the corre-
sponding value is 1.8° with 14 foot antenna. These values describe the 3 dB corners on each
side of the beam, where the transmitted power is half of the center value. Experience
shows, that typically at sea these values are doubled. So the practical beam width of an 8
foot X-band antenna is about 2°. It provides an echo with a size of:

-> 6 nm x sin 2° = 387 m

Further on physics is involved with range measurement. It depends on the pulse rate and
length which are determined by the user selected range. To minimize error when measuring
the range of a target, put the target echo at an outer position on the screen by selecting a
suitable range.
In terms of installation the bearing is usually taken relative to the ship's heading, and thus,
proper adjustment of the heading line at installation is an important factor in ensuring
bearing accuracy.
Finally the user aspect has to be considered. To minimize error when taking the bearing of
a target from screen, put the target echo at an outer position on the screen by selecting
again a suitable range.

Results for Magnetron RADAR

According to IMO (MSC.192/5.2) the radar system range and bearing accuracy shall be as
follows:
 “Range: within 30 m or 1 % of the range scale in use, whichever is greater;
 “Bearing: within 1°
in typical operational and environmental conditions.
1)
A well adjusted RADARPILOT Platinum is exceeding these requirements as follows:
 “Range: within 15 m or 0.3 % of the range scale in use, whichever is greater;
 “Bearing: within 0.5°
in typical operational and environmental conditions.

1)
in terms of trigger delay and heading line adjustment

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15. Setting and Evaluation of the RADAR Video Operating Instructions

15.2 Achievable RADAR Range

The theoretically achievable radar range limited by the curvature of the earth depends
on the height of the antenna above the water surface and the height of the target, and is
applicable under normal atmospheric conditions - see the following table.

Table VIII-11 Achievable RADAR Range

Theoretically Achievable RADAR Range

Antenna Height at a Target Height of
Above Water Surface
1m 3m 10 m 30 m 100 m 300 m 1000 m
8m 9 NM 12 NM 13 NM 18 NM 28 NM 44 NM 76 NM
15 m 11 NM 13 NM 16 NM 21 NM 31 NM 47 NM 79 NM
30 m 12 NM 16 NM 19 NM 23 NM 34 NM 50 NM 82 NM

Whether radar targets can be detected up to this theoretical range, even with optimum
video setting, depends not only on the atmospheric conditions but also on the characteristics
of the target:
- Large targets with good reflection characteristics produce strong echo signals and are
displayed with corresponding clarity on the screen.
- Smaller targets situated in the shadow of large objects are not illuminated by the radar
pulses and are therefore not displayed.
- Flat coasts have an unfavorable reflection cross-section and cannot be recognized until
they have been approached more closely. On the other end, high coastlines and moun-
tainous regions further inland are recognized at a very early stage.
- In the coastal approaches, the tide rip lines and surf areas are displayed similarly to
coastlines. However, this rather irritating display can be a valuable orientation aid for
the coastal navigator.
- The reflections of radar waves from ice depend largely on the surface structure of the
areas illuminated by the radar. Rough and jagged surfaces produce good echo displays,
whereas smoothly frozen-over surfaces, rounded surfaces and surfaces at an oblique
angle generally reflect the transmitted pulses away from the ship. Thus, for example,
the echo display of large icebergs can fluctuate extremely severely, depending on the
existing aspect.
- The detection of low-lying blocks of ice (growlers) probably presents the greatest
uncertainty:

WARNING

Even if the anti-clutter facilities are operated carefully, the echoes from growlers can
no longer be definitely identified if moderate disturbances from the sea surface are
present.

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Operating Instructions 15. Setting and Evaluation of the RADAR Video

15.3 Distortions of the RADAR Video

Because of the physical characteristics of the radar principle used, the video displayed does
not correspond exactly to the position and form of the reflecting target. A distinction must
be drawn between radial distortions (in the direction of the target) and azimuthal distortions
(perpendicular to the target direction) - see figure on next page.

Radial Distortions
Radial distortions in the direction of transmission are caused by the fact that a target reflects
the transmitted pulse for as long as the pulse is moving past the target 1) . Thus, radial
lengthening depending on the pulse duration occurs on the screen. In the case of range
measurements, it must be noted that the echo edge facing own ship corresponds to the true
front edge of the target.
If there are several targets behind one another with small (radial) distances between them,
they are shown separately on the screen if, and only if, their distance apart is so large that
the radial lengthened echoes do not overlap.

Azimuthal Distortions
Azimuthal distortions are caused by the width of the beam radiated by the antenna. A point
target appears wider the further away it is. At a distance of 10 NM with a horizontal
antenna-beamwidth of 1.5°, an individual target is displayed as an arc with a length of
480 m. Because of this effect, individual targets situated beside one another can merge to
form a single target.
 Not only individual targets but also small spits of land aligned in the radial direction
appear wider than they really are, and radially oriented entrances appear narrower
than in reality.As a result of azimuthal distortions and/or changes in the target posi-
tion, the radar centroid of a target can change, especially at short range. In the case
of a target being tracked, this can lead to a sudden change in the displayed vector.
In addition to these undesirable azimuthal distortions, targets can also be deliberately
widened with increasing distance, so that narrow, close-range targets too can be seen
clearly. This function is used in the Enhance modes Medium and High. It ensures that
the azimuthal distortion corresponds to the radial distortion over a wide range of distances.
Because the radial distortion depends on the pulse length, the targets are displayed partic-
ularly large by the selection of Long Pulse.

1)
The pulse length setting Long Pulse thus generates larger radial distortions than Short Pulse.

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15. Setting and Evaluation of the RADAR Video Operating Instructions

Two adjacent targets merge Width of the beam radi-

to form one radar echo ated by the antenna
(azimuthal distortion)

A spit of land is displayed

wider

An entrance is Land contour

Two targets behind one displayed narrower
another merge to form one or not at all
radar echo (radial distortion)

Azimuthal distortion
RADAR video
Actual size of the target Radial distortion RADAR video

Fig. VIII-18 Radial and azimuthal distortions of the radar video

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Operating Instructions 15. Setting and Evaluation of the RADAR Video

15.4 Undesirable Echo Displays and Effects

Disturbances of the radar video are caused by
- meteorological processes,
- reflections from the sea surface,
- radar signals from other transmitters,
- false echo displays,
- sectors of reduced radar visibility,
- super-refraction and sub-refraction.

Influences of Meteorological Processes

The influence of meteorological phenomena such as fog, rain, snow or hail on the radar
video increases with the size of the droplets in relation to the radar wavelength, and with
the density of the droplets. The shorter-wave X-Band radar (with a wavelength of 3 cm) is
therefore generally impaired more severely by meteorological influences than is the longer-
wave S-Band radar (10 cm wavelength).
The following table describes the influences of rain and the influences on the radar:

Table VIII-12 Influences of Meteorological Processes

Reduction of target detection S-Band, S-Band; X-Band, X-Band,

short pulse long pulse short pulse long pulse
Rain, 4mm/h, close range < 5nm Slightly Severely Slightly Severely
Rain, 4mm/h, medium range Nearly none Up to half Slightly Severely
Rain, 4mm/h, long range > 10nm Nearly none Slightly Slightly Severely
Rain, 16mm/h, close range < 5nm Slightly Severely Up to half Severely
Rain, 16mm/h, medium range Nearly none Severely Up to half Severely
Rain, 16mm/h, long range > 10nm Nearly none Severely Up to half Up to half

In general, it is advisable not to use long pulse in rainy conditions and it is better to use
the S-band radar rather than the X-band. If no S-band radar is available, it must be consid-
ered that X-band radars lose 50% of their coverage in heavy rains.

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15. Setting and Evaluation of the RADAR Video Operating Instructions

15.5 Reduced Range by Rain in X-Band (Magnetron

RADAR)
Even in the X-Band radar, fog causes practically no disturbances, whereas precipitations with
larger droplets attenuate the transmitted radar pulses and thus weaken to a greater or
lesser extent the display of targets situated behind extensive areas of precipitation. Further-
more, throughout their entire extent, rain, snow and hail reflect part of the transmitted
energy and produce echoes in the form of milky areas in the radar video (backscatter).
Because of the very different signal structures of useful targets and rain areas, rain clutter
can be noticeably reduced by the rain clutter suppression function.
In the case of strong, extended areas of rain, the losses become so great that the achiev-
able range is reduced very severely. Useful targets might be completely concealed.

Fig. VIII-19 Reduced Range of First Detection depending on Rain in X-Band

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Operating Instructions 15. Setting and Evaluation of the RADAR Video

15.6 Reduced Range by Rain in S-Band (Magnetron

RADAR)
The S-Band radar “sees” through the rain with practically no attenuation losses, and even
detects targets in and behind a rain area. The echo signals caused by the rain are only
displayed weakly. Similar behavior is exhibited in the case of hail and snow.
In this case too, unusually heavy rain can reduce the achievable ranges and thus cause
sudden loss of targets.

Fig. VIII-20 Reduced Range of First Detection depending on Rain in S-Band

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15. Setting and Evaluation of the RADAR Video Operating Instructions

15.7 Disturbances by Reflections from the Sea Surface

Clutter echoes from the surface of the sea can be recognized from the fact that a mostly
circular but eccentric area displaced in the wind direction and having non-uniform brightness
is formed around the own ship symbol (sea clutter). These echoes make targets in this
region more difficult to detect and track, but they have no effect on the display of targets
situated behind the reflection zone.
These disturbances are more severe in the case of a radar antenna mounted high up than
for one mounted lower down. The area covered by these disturbances increases with
increasing sea state, and is increased particularly by steeper waves.
With the aid of the sea clutter suppression function, the disturbance echoes described above
can be reduced. However, since this also weakens the display of targets and because the
target might not be displayed with every revolution of the antenna, maximum concentration
by the observer is necessary. In the case of automatic target tracking, the sea clutter
suppression function can lead to the loss of targets due to the attenuation of the signals.

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Operating Instructions 15. Setting and Evaluation of the RADAR Video

15.8 Other Disturbances

Transmissions from other RADARs
Transmissions from other radars working in the same electrical frequency band occur as
disturbances in the form of small points or dashes. These move in rapid succession along
straight or curved tracks to the center of the screen or in the opposite direction.
These disturbances appear particularly clearly at the larger range settings, but they impede
radar observation to an insignificant extent only. They can be almost completely eliminated
by means of the Interference Rejection function which is activated automatically on the
Platinum RADAR but which can be switched off if required.

False or Indirect Echo Displays

False or indirect echo displays (“ghost echoes”) occur as a result of reflection of the radar
pulses by the ship's own superstructures of all kinds and by nearby objects that reflect very
well. Therefore, a typical feature of these echoes is that they appear at the bearing of the
reflecting surface, regardless of the real position of the targets. The false echoes caused by
the ship´s own superstructures can be masked out by Sector Blanking. Refer to page 355
for details.
When two ships pass one another on parallel courses, multiple echoes can often be
observed as a result of pulses reflected to and from several times between the ships' sides.
On the screen, a series of equispaced echo displays of decreasing intensity appears at the
bearing of the object.

Sectors of Reduced RADAR Visibility

Sectors of reduced radar visibility occur as a result of own ship's superstructures which
impair and prevent rectilinear propagation of the radar pulses. Theoretical determination of
the geometry of these sectors and of their influence on the display of targets is possible to
an inadequate extent only. An effective practical method consists of determining the shadow
sectors against the background of disturbance signals from the sea surface (sea clutter).

Super-refraction - Sub-refraction
If the normal refraction gradient for the radar wave in the maritime boundary layer of the
atmosphere is changed by external influences, sub-refraction occurs when the transmitted
beam is bent upwards away from the earth's surface, and super-refraction occurs when the
transmitted beam is bent down towards the earth's surface.
In the case of super-refraction, false echoes of targets outside the set range of measure-
ment can occur: the echo of a transmitted pulse is not received within the set range but
during the next transmit cycle or by the one after that. The resulting ghost echoes can occur
at any position. Since the position of ghost echoes depends on the pulse repetition
frequency, ghost echoes can be recognized as such by switching over the pulse length or
the range on the master radar.
 Every pulse length has a particular pulse repetition frequency assigned to it; there-
fore, when the pulse length or range is changed, the repetition frequency changes too
(Refer to page 291).

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15. Setting and Evaluation of the RADAR Video Operating Instructions

15.9 Sector Blanking

If parts of the own ship's superstructure do not allow the radar to transmit properly in a
certain direction, these sectors can be blanked in order to avoid false echoes. These sectors
are indicated by one or more highlighted circle sectors.

Display of Sector Blanking (Example):

Sector Blanking is
active from 60 to
110 degrees rela-
tive.(115 to 165
degrees true)

The superim-
posed AIS target
does not show a
radar echo like
the other targets.

Fig. VIII-21 Example for Sector Blanking

The start and stop angle (relative to the ship) are set by the service technician using the
NACOS Platinum Integration Manager tool.
 The above picture shows a configuration where the sector has been extended more
than required just to demonstrate and visualize the principle.

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Operating Instructions 15. Setting and Evaluation of the RADAR Video

15.10 RADAR Setting for RACON and SART Codes and

Target Enhancers
RACON and SART Codes for X-Band based on Magnetron
The code of a RACON consists of a radially arranged dash-dot code which is starting in the
radar video closely behind the beacon position. By means of different codes described in the
List of Lights, the approach points equipped with a RACON can be clearly identified.
Most RACONs transmit in the X-Band, but there are some RACONs installed which transmit
in the S-Band. The majority of RACONs change their transmission frequency slowly
throughout the entire frequency band, and so they are not received in every revolution of
the antenna.
The code of a SART consists of a radially arranged dash-dot code with 12 equal dots which
is starting in the radar video closely behind the beacon position.
For the setting of the radar, the basic principles given by IMO Circular 161 are applicable
(refer to page 355).

The most important point is that filters for Sea and

Rain must be set to manual or off when initially
searching for a SART or a RACON.
In addition the target ACR filter has to be switched
Off as well.
Further on the Interference Rejection has an
impact on the detection of SARTs and should be
switched off if in doubt. The check-box for Interfer-
ence Rejection is accessible via Transceiver Adjust
menu. Click to the Adjust button in the top right
corner of the Radar Sidebar to open this menu and
deactivate the interference rejection.

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15. Setting and Evaluation of the RADAR Video Operating Instructions

RACON and SART Codes for X-Band SSR

In standard operating mode the pulse timing
of the SSR-X is not optimized for the precise
locating of a RACON or a SART.
They are indicated as virtual targets, but the
starting point of the coded line is not at the
position of the RACON or SART.
For a precise locating the pulse timing of the
SSR has to be switched to Beacon Mode.
This can be done in two ways:
RACON
For the precise indication of a RACON just
click to the RACON button in the Radar
sidebar and as long as the button is pressed,
the pulse timing is in Beacon Mode.
This function is typically used to compare
quickly the position of a RACON in the ECDIS with the presentation in the radar.
As soon as the button is released, the standard operating mode is applied again.
SART
For the precise search for a SART click to the Adjust button to open the Radar Options
menu and check the SART Mode box. As long as this box is activated, the SSR is in
Beacon Mode as well with corresponding pulse timing.
Indication of Beacon Mode
During Beacon Mode a large gray shaded B is shown in the Radar PPI, indicating that the
Radar is not optimized for standard target detection. As soon as the box is deactivated, the
standard operating mode is applied again and the letter B in the PPI disappears.
If another MFD is requesting the Master function for this transceiver, the Beacon Mode is
switched off automatically.
The Beacon Mode is switched off as well if the Default Settings button in the bottom menu
line is activated.

When using Beacon mode consider that the detection of targets (vessels, landmarks,
objects) is reduced due to the special pulse form and period used in Beacon mode.
As long as the Beacon mode is active, this radar antenna can not be used for reli-
able collision avoidance. Switch back to normal radar mode as soon as possible.

Target Enhancers
The target enhancer is an active device on a target vessel which transmits an X-band pulse
upon reception of any X-band radar signal. The pulse length of this secondary radar pulse
does not typically reflect the size of the actual target vessel but is fixed. In general this kind
of equipment is used on small boats which have not a significant radar profile like pleasure
boats or wooden boats or lifeboats. There are no special settings required for detection of
target enhancers. They are just visualized like a very well reflecting target.

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Operating Instructions 15. Setting and Evaluation of the RADAR Video

15.10.1 RADAR Setting for SART Detection (X-Band only)

The information needed for reliable detection of SART's is described in IMO Circular 161.
The content of that paper is reproduced on the following pages.
ANNEX

OPERATION OF MARINE RADAR FOR SART DETECTION

WARNING: A SART will only respond to an X-Band (3 cm) radar. It will not be seen on
an S-Band (10 cm) radar.

Introduction

l. A Search and Rescue Transponder (SART) may be triggered by any X-Band (3 cm)
radar within a range of approximately 8 n.miles. Each radar pulse received causes it to
transmit a response which is swept repetitively across the complete radar frequency band.
When interrogated, it first sweeps rapidly (0.4 sec) through the band before beginning a
relatively slow sweep (7.5 sec) through the band back to the starting frequency. This
process is repeated for a total of twelve complete cycles. At some point in each sweep, the
SART frequency will match that of the interrogating radar and be within the pass band of
the radar receiver. If the SART is within range, the frequency match during each of the 12
slow sweeps will produce a response on the radar display, thus a line of 12 dots equally
spaced by about 0.64 n.miles will be shown.

2. When the range to the SART is reduced to about 1 n.mile, the radar display may show
also the 12 responses generated during the fast sweeps. These additional dot responses,
which also are equally spaced by 0.64 n.miles, will be interspersed with the original line
of 12 dots. They will appear slightly weaker and smaller than the original dots.

RADAR Range Scale

3. When looking for a SART it is preferable to use either the 6 or 12 n.mile range scale.
This is because the total displayed length of the SART response of 12 (or 24) dots may
extend approximately 9.5 n.miles beyond the position of the SART and it is necessary to
see a number of response dots to distinguish the SART from other responses.

SART Range Errors

4. When responses from only the 12 low frequency sweeps are visible (when the SART
is at a range greater than about 1 n.mile), the position at which the first dot is displayed
may be as much as 0.64 n.mile beyond the true position of the SART. When the range
closes so that the fast sweep responses are seen also, the first of these will be no more than
150 meters beyond the true position.

RADAR Bandwidth

5. This is normally matched to the radar pulse length and is usually switched with the
range scale and the associated pulse length. Narrow bandwidths of 3-5 MHz are used with
long pulses on long range scales and wide bandwidths of 10-25 MHz with short pulses on
short ranges.

6. A radar bandwidth of less than 5 MHz will attenuate the SART signal slightly, so it
is preferable to use a medium bandwidth to ensure optimum detection of the SART. The
RADAR Operating Manual should be consulted about the particular radar parameters and
bandwidth selection.

Note about item 6: The bandwidth of the radar is not less than 5 MHz. Therefore, the setting described here is not necessary

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15. Setting and Evaluation of the RADAR Video Operating Instructions

RADAR Side Lobes

7. As the SART is approached, side lobes from the radar antenna may show the SART
responses as a series of arcs or concentric rings. These can be removed by the use of the
anti-clutter sea control although it may be operationally useful to observe the side lobes as
they may be easier to detect in clutter conditions and also they will confirm that the SART
is near to own ship.

Detuning the RADAR

8. To increase the visibility of the SART in clutter conditions, the radar may be detuned
to reduce the clutter without reducing the SART response. RADARs with automatic
frequency control may not permit manual detune of the equipment. Care should be taken
in operating the radar in the detuned condition as other wanted navigational and anti-colli-
sion information may be removed. The tuning should be returned to normal operation as
soon as possible.

Gain

9. For maximum range SART detection the normal gain setting for long range detection
should be used i.e., with a light background noise speckle visible.

Anti-Clutter Sea Control

10. For optimum range SART detection this control should be set to the minimum. Care
should be exercised as wanted targets in sea clutter may be obscured. Note also that in
clutter conditions the first few dots of the SART response may not be detectable, irrespec-
tive of the setting of the anti-clutter sea control. In this case, the position of the SART may
be estimated by measuring 9.5 n.miles from the furthest dot back towards own ship.

11. Some sets have automatic/manual anti-clutter sea control facilities. Because the way
in which the automatic sea control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto sea control on the SART response can then be compared
with manual control.

Anti-Clutter Rain Control

12. This should be used normally (i.e. to break up areas of rain) when trying to detect a
SART response which, being a series of dots, is not affected by the action of the anti-
clutter rain circuitry. Note that RACON responses, which are often in the form of a long
flash, will be affected by the use of this control.

13. Some sets have automatic/manual anti-clutter rain control facilities. Because the way
in which the automatic rain control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto rain control on the SART response can then be compared
with manual control.

Note:

The automatic rain and sea clutter controls may be combined in a single ’auto-clutter’
control, in which case the operator is advised to use the manual controls initially until the
SART has been detected, before assessing the effect of auto.

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ICE RADAR
(optional)
ICE RADAR (optional) NAVIGATION SYSTEM Platinum
1. Overview about Optional Ice Radar Operating Instructions

1. Overview about Optional Ice Radar

The Ice Radar provides a picture of the ice
coverage around the own ship. The image
is derived from post-processing of the
radar image from up to two X-band trans-
ceivers. The range is the same as used for
radar but details of the ice image will
disappear on longer ranges.
Compared to satellite ice images, which
are quite often used on ships in polar
regions, the coverage of the images is less
wide but details are better visible and the
picture has a high degree of actuality.

Compared to separate ice radar systems

displaying the ice image on a separate
monitor somewhere on the bridge, the
system introduced here is fully integrated
in the NAVIGATION SYSTEM Platinum
system.
Operation is done from the Platinum radar
sidebar and visualization is on any Plat-
inum workstation (MFD) where RADAR is
activated. This could be e.g. the main
workstations for track monitoring or colli-
sion avoidance.
The presentation is based on the same
layers and priority of layers as applied for RADAR (see also page 329):
1. Own ship with headmarker, vectors, trails, AIS and ARPA targets are displayed on top.
2. Navigation tools like EBL, VRM, LOP are displayed below.
3. The radar image or the ice image are the next.
4. User symbols are the next and if chart radar is active, ECDIS objects are shown as well.
5. Finally in chart radar mode basic sea and land areas are displayed.
The radar post-processor uses the same IP video stream as distributed to the workstations.
Up to two X-band transceivers can be assigned to it and it can display an ice image based
either on the first or the second transceiver as selected by the user.
The radar image is analyzed in terms of ice type and form and a new image is composed
presenting the ice scenario. This image is transferred to the Platinum network again as an
output of one further virtual transceiver. Each workstation can display this ice image upon
user request instead of the original radar image.
The post-processor is based on the Sigma
S6 SW package from Rutter and a standard
Platinum display electronics but without
Platinum SW and monitor. The post-
processor is integrated into the Platinum
network as an embedded computer
without own monitor or operating devices.
It starts automatically after power-on.

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NAVIGATION SYSTEM Platinum ICE RADAR (optional)
Operating Instructions 2. Sigma S6 Ice Navigator from RUTTER

2. Sigm a S6 Ice Navigator from RUTTER

The sigma S6 Ice Navigator SW package from Rutter is a radar-based system that can iden-
tify open water, ice pans, leads in ice fields and ice ridges. It provides operators with
unprecedented detailed navigational information and situational awareness. Capital expendi-
ture and costs typically associated with activities in the ice-threatened areas can be dramat-
ically offset.
The sigma S6 Navigator package offers:
High Definition Imaging
High resolution image processing provides high definition ice imaging leading to superior
detection and tracking.
Ice Analysis
The Ice Navigator can reliably detect and distinguish between ice leads, ridges, as well as
icebergs in pack ice.
 Further functions of the Ice Navigator like tracking of targets, camera integration and
ice drift analysis are not used in this context. Some of them are already part of the
standard NAVIGATION SYSTEM Platinum system and would interfere when integrated.
The improvements in situational awareness enabled by the Ice Navigator occur across a
wide range of sea states, weather, and low light conditions - making the tactical information
it provides essential for route planning and decision making.

Table IX-1 Comparison of Hazardous Ice Detection Capability 1)

Size - Height Distance Visible Distance Visible

Above Sea Level Ice Navigator X-band Radar
Bergy Bit 1 to 5 m Greater than 4 NM 1 to 0.5 NM
Growler Less than 1 m Greater than 2 NM Less than 0.5 NM

1)
Source: Rutter brochure citing Canadian Coastguard

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ICE RADAR (optional) NAVIGATION SYSTEM Platinum
3. ICE RADAR in Context Operating Instructions

3. ICE RADAR in Context

The ICE RADAR processor is connected via network switch with the Platinum Navigation
system (see bottom right in below diagram).
It receives from the selected X-band radar transceiver the same 8 Mb/s video stream as all
the other workstations with radar. S-band is not applicable for ice radar.
It receives further basic navigation data like heading, course, speed, and position.
The ICE RADAR processor is operated as a virtual transceiver in the Platinum system. It
distributes the pre-processed radar image with ice coverage to all workstations (MFDs). The
data stream has the same size as the original output of a radar transceiver (8 Mb/s).
At the workstation (MFD) the user can select either the original radar picture from the trans-
ceiver or the post-processed picture from the ice processor.

Fig. IX-1 Sigma S6 Ice Radar Integrated in Platinum INS

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NAVIGATION SYSTEM Platinum ICE RADAR (optional)
Operating Instructions 4. Operating the ICE Radar

4. Operating the ICE Radar

Select the Radar
Click to the top line of the radar group and select
one of the two transceivers (TX) which are
connected to the ice post-processor from the list.
These are typically marked with the additional text
ICE in the transceiver name.
Once a transceiver with ice function has been
selected, the radar sidebar changes its appearance
slightly, a check box for Ice operation is added as
shown to the right. Activate this box. If another
transceiver without ice function is selected, the Ice
box disappears again.
The chosen transceiver and the antenna motor are
activated, if not already done by another worksta-
tion in your system.
The radar picture shows the ice coverage in the
selected range. Please allow for a few minutes after
start to process the full picture.
Please refer to page 363 how to interpret the
display of ice coverage.
If No TX Selected is chosen from the list, the
transceiver is turned off and its antenna stops rota-
tion (if not still selected by another workstation in
your system).
For displaying of the transceiver status, move the pointer to the transceiver of interest, let
it stay for a second, and a small window will show the status.
A transceiver with the status Not Connected cannot be controlled and shows a failure
status if selected. An alarm is generated as well.

WARNING
Icebergs cannot be detected in any case. Regardless of iceberg type, they
all have a common identifying feature that is very often visible within the
radar image. Due to their height above the water surface, icebergs often
show a shadow behind them (opposite of the radar antenna) in the radar
image, which is the area where radar energy is blocked from reaching. In
any case it is recommended to keep careful lookout.

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ICE RADAR (optional) NAVIGATION SYSTEM Platinum
4. Operating the ICE Radar Operating Instructions

4.1 Example of an Ice Radar Image in Platinum

The following screenshot shows an ice radar image embedded into the PPl, data are
received from a replay of a real passage of a ship in the arctic.
Compared to the Platinum standard radar image, the ice image has less contrast but more
details, the reason is that the ice image is displayed with 255 bit intensity and the radar
image with 16 bit only.

Fig. IX-2 Example of an Ice Radar Image in Platinum

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NAVIGATION SYSTEM Platinum ICE RADAR (optional)
Operating Instructions 5. Identifying Ice Features in Radar

5. Identifying Ice Features in Radar

The radar imagery provided by the Sigma S6 ICE Radar can be used to identify specific ice
features and ice hazards to navigation. Ice features of interest include (among others):
 Ice types and forms
 Icebergs, bergy bits and growlers
 Open water leads
 Ice ridges
 Ice free-board
 Concentration
The following sections provide some detail on how to visually identify such ice features and
attributes.

5.1 Ice Types and Forms

Sea Ice is categorized by ice types, general ice type categories include:
 new ice
 nilas
 young ice
 first-year ice
 old ice.
Further, each ice type can take on different forms, including:
 pancake
 brash
 cake
 floe
 fast ice
It is possible to visually distinguish among some of these ice types and forms using the
Sigma S6 Ice Radar.
Refer to the table on the next page for a summary of ice types, and to the table on the
page after for a summary of ice forms.
Note, these tables are samples only, like many other aspects of the natural world, ice
appearance on radar can vary greatly, depending on snow cover, snow melt, etc.

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5. Identifying Ice Features in Radar Operating Instructions

5.1.1 Summary of Ice Types

Table IX-2 Ice Radar - Summary of Ice Types

Ice Type Description Sample Image

New Ice Recently formed, thin/weak ice, may be slushy. Also referred
to as frazil ice, grease ice, etc. No free-board is visible, and it
is easily navigable. Usually smooth, so in a radar image, it
appears darker due to limited radar energy reflection. In the
image to the right, the area circled in red is New Ice, note the
smooth appearance relative to the surrounding ice.

Nilas A thin layer of ice, up to 10 cm think. In response to waves,

it cracks up and forms a broken pattern, and may begin to
raft. No free-board is visible, and it is easily navigable. Usually
smooth, except for the cracked edges, so in a radar image, it
appears darker due to limited radar energy reflection, while
the cracks are easily identifiable. In the image to the right,
you can see the broken structure of the ice, at the same time
the non broken portions retain their smooth appearance,
similar to new ice.

Young Ice Young ice is a transition stage from Nilas to thicker first-year
ice, and may be up to 30 cm thick, no free-board is visible. In
the image to the right, once can still see traces of the cracking
structures of Nilas, but the ice has primarily transitioned to
Young Ice at this stage, and is heavily broken.

First-Year First-year ice can be several meters thick, and therefore may
Ice present a significant free-board in the radar image. Heavy
rafting, and some ridging possible. May be difficult to navigate
through with lighter ice class vessels. In the image to the
right, the first-year ice is heavily consolidated (9/10ths), there-
fore not presenting and free-board. Small open water areas
are visible (the dark areas) among the ice.

Old Ice Old ice (or multi-year ice) can be many meters thick, and is
very hard compared to first-year ice and Young/Nilas/New ice.
Old ice should be avoided during navigation, as it can damage
even the heaviest of ice class vessels. Old ice is only seen in
areas where ice survives through at least one summer season,
to refreeze for a second (or third/fourth) winter season. Unfor-
tunately, there is no way with radar, to distinguish between
first-year and old ice. Therefore, the image to the right is the
same as is used to illustrate first-year ice.

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Operating Instructions 5. Identifying Ice Features in Radar

5.1.2 Summary of Ice Forms

Table IX-3 Ice Radar - Summary of Ice Forms

Ice Form Description Sample Image

Pancake Ice Formed when waves/ swell break up new or Nilas ice, into
small, yet thin (10cm) pieces of ice up to 3 m in diameter. The
image to the right illustrates how pancake ice may appear in
a radar image. Note the similarity to Nilas ice in previous
table.

Brash Ice Brash ice consists of mostly small pieces of broken ice (could
be any form of ice) up to 2 m in diameter. In the image to the
right the brash ice has no real defining characteristics, it
appears as a very smooth, grey/white mass.

Cake/ Pan An Ice cake (or pan) is a piece of ice generally 20 m or less
in diameter, or across. These sometimes have free-board that
is visible in the radar image when the ice pan is in open water.
Ice cakes/pans generally consist of first-year or multi-year ice.
In the image to the right, many ice pans are visible in rela-
tively open water (ice concentration is ~2-3/10 ths). Free-
board is not visible

Floe An ice floe is similar to an ice cake/pan, but larger. An ice floe
can be 1 Km+ in size. Ice cakes/pans generally consist of first-
year or multi-year ice. In the image to the right, a large ice
floe is circled in red. The ice floe is surrounded by smaller ice
pans.

Fast Ice Fast ice is frozen to the shoreline, and typically appears with
a well defined edge where it meets the open water. In the
image to the right, shore fast ice is readily visible. Depending
on the stage of the fast ice, and if covered in snow, or not, it
can appear dark (no snow cover, smooth ice), or grey (snow
covered, rough ice). In this example, the fast ice is young ice,
with no snow cover, therefore it appears dark in the radar
image.

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5. Identifying Ice Features in Radar Operating Instructions

5.2 Icebergs, Bergy Bits and Growlers

Some of the most dangerous navigational hazards are icebergs, growlers and bergy bits.
These terms are used to describe the relative size of the glacial ice piece. These are all hard,
glacial ice that can inflict severe or critical damage to the hull or propulsion system of a
vessel. Keep in mind that the majority of the mass of an iceberg, growler or bergy bit, which
is about 9/10ths of the volume, is below the waterline, and not visible.

5.2.1 Icebergs
Icebergs are the largest pieces of glacial ice, greater than 5 m in size, but often much, much
larger with a great height (10ths of meters high). They may be categorized as tabular, and
non-tabular. Tabular icebergs are typically very large icebergs, and have steep sides and a
flat top. Tabular icebergs appear in a radar image quite visibly, due to their steep sides
being an efficient reflector of radar energy. Non-tabular icebergs can be further subdivided
into categories:
 Dome: A dome iceberg has a rounded top. These are the more difficult icebergs to iden-
tify with radar, as the rounded top is an inefficient reflector of radar energy back the
radar antenna.
 Pinnacle: A pinnacle iceberg has tall peaks and spires. These are some of the easier
icebergs to identify with radar, as the uneven and flat sides of the peaks act as an effi-
cient reflector of radar energy back the radar antenna.
 Wedge: A wedge iceberg has a steep side, and a side that slopes gradually to the water-
line on the side opposite of the steep side. Depending on the side of the iceberg that the
radar is 'looking' at, these icebergs can present clearly in the radar image (when looking
at the steep side, or they can be difficult to identify with the radar (when looking at the
sloped side).
 Dry-dock: A dry-dock iceberg has undergone significant erosion and weathering to form
a channel in it's centre, typically resulting in peaks and spires. Therefore, similar to
pinnacle type icebergs, these icebergs tend to be easier to identify with radar, as the
uneven and flat sides of the peaks act as an efficient reflector of radar energy back the
radar antenna.
 Blocky: A blocky iceberg is similar to a tabular, just smaller in proportions, such that it
appears almost as high out of the water as it is wide at the waterline. Like tabular
icebergs, blocky icebergs appear in a radar image quite visibly, due to their steep sides
being an efficient reflector of radar energy.
Regardless of iceberg type, they all have a common identifying feature that is very often
visible within the radar image. Due to their height above the water surface, icebergs often
show a shadow behind them (opposite of the radar antenna) in the radar image, which is
the area where radar energy is blocked from reaching. The figure below shows some exam-
ples of such a shadow.

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Operating Instructions 5. Identifying Ice Features in Radar

5.2.2 Bergy Bit

A bergy bit is smaller than an iceberg, between 2 and 5 meters across. Even though rela-
tively small, these can also inflict significant or critical damage to a vessel, as 9/10th's of
their mass is under water and not visible.
Due to their smaller size, and the fact that wave erosion often have these washed smooth
such that they present similar to a dome type iceberg (which is an inefficient reflector of
radar energy back to the radar antenna), bergy bits can be difficult to see within the radar
image, especially in rough seas where waves may actually be washing completely over
them. Close eye must be kept to the ice radar to see these, but they will be visible.

5.2.3 Growler
A growler is the smallest, less than 2 meters across. Even though small, these can also inflict
significant, or even critical damage, to a vessel, as 9/10th's of their mass is under water and
not visible.
Due to their small size, and the fact that wave erosion often have these washed smooth
such that they present similar to a dome type iceberg (which is an inefficient reflector of
radar energy back to the radar antenna), growlers can be very difficult to see within the
radar image, especially in seas where waves will be washing completely over them. Close
eye must be kept to the ice radar to see these, but they will be visible.

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5. Identifying Ice Features in Radar Operating Instructions

5.3 Open Water Leads

In areas of heavily consolidated ice (7/10ths+),
identifying and utilizing open water leads to navigate
through can save significant time, fuel, and decrease
risk of damage to the vessel hull or propulsion
system.
Open water leads are caused by winds and currents
pulling the ice apart to form areas of open water.
The ice radar can be used with relative ease to iden-
tify open water leads, which will present as dark
areas within the ice pack, and maybe even with
some sea clutter if the lead is large enough for
waves to begin forming.

5.4 Ice Ridges

Ice ridges are some of the most extreme features
that can be seen within pack ice. They are formed
by winds and currents pushing large ice floes
together with so much force that they raft upon one
another.
The effect are ice ridges that can be tens of meters
thick, and impenetrable to even the heaviest ice
class vessel.
Another interesting factor is that ice ridges do not
necessarily always present as clearly visible above
the surface of the surrounding ice floes - they can
also form, though less often, below the water line
where they are not visible. Ice ridges should be
avoided when navigating in ice.
Ice ridges that rise above the surrounding ice floes can be easily identified within the radar
image due to their roughness and height above their surroundings. They act as a very effi-
cient reflector of radar energy back to the radar antenna.
Within the radar image, they appear as solid lines across an ice flow, and if high enough
above their surrounds, you will also see a shadow area behind then (as you would with
icebergs).
Within the radar image, is it possible to mistake an ice ridge for a large iceberg.
However, as both must be avoided, the resulting action is the same - steering clear of the
hazard. The figure shows a good example of what an ice ridge looks like on the ice radar.

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Operating Instructions 5. Identifying Ice Features in Radar

5.5 Ice Freeboard

Ice freeboard is the general height of an ice floe or
pan above the water surface.
Generally, an ice floe or pan might have a free-
board of 0.5-2m, or possibly even more.
The visible freeboard gives an indication of relative
ice thickness, which can be an important decision
making factor for navigation through, or around the
ice floe.
In addition to the natural freeboard that would indi-
cate ice thickness, freeboard can also be increased
due to ice floes and pans pushing and crashing
against one another, and waves/spray building up
additional ice and debris along the edge of the floe.
It is steep and rough, and acts as a very efficient
reflector of radar energy back to the radar antenna.
On the ice radar, the freeboard can be relatively easy to identify as a solid line along the
edge of the ice, facing towards the radar antenna.
The more intense/brighter this line is compared to its surroundings, generally means a
higher freeboard, and therefore an indication of thicker ice.
The figure shows an image of ice freeboard in a radar image. In this image, the relative
white line indicates a fairly significant freeboard along the edge of the large ice floe.

5.6 Ice Concentration

One of the most important factors of the ice navigators decision making process is ice
concentration. Ice concentration is simply a measure of ice coverage on the ocean surface,
measures in '10ths'.
Heavy, 100% coverage is 10/10ths, and limited, very partial cover would be 1/10th.
The radar image can be a very effective tool to estimate ice concentration within your local
areas (within 4-5 NM), and can be used to make navigational decisions, when coupled with
the identification of open water leads, icebergs, etc. The below figures some examples of
estimating ice concentration from the ice radar image.

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 ICE RADAR (optional) NAVIGATION SYSTEM Platinum
6. Glossary of Ice Terminology Operating Instructions

6. Glossary of Ice Terminology

The following pages are showing an alphabetical list of typically used expressions for various
types and forms of ice. For further and more deep information please refer to Wikipedia or 1)

BRASH ICE
Describes small, floating fragments of sea ice or river ice with fragments not more than 2 m across.

BREAKUP
Describes a large number of fractures through a compact ice cover.

CONCENTRATION
The concentration describes the ratio, in tenth, of the ice covered sea surface. It can be expressed as follows:
• Compact pack ice 10/10, no water visible.
• Consolidated pack ice 10/10, floes frozen together.
• Very close pack ice 9/10.
• Close pack ice 7/10 to 8/10, floes mostly in contact.
• Open pack ice 4/10 to 6/10, floes not in contact.
• Very open pack ice 1/10 to 3/10.

CRACK
Any fracture that has not yet parted.

DEFORMED ICE
Describes ice that has been squeezed together and forced upward or downward.

DIVERGENCE
Describes the ice drift velocity.

DRAUGHT
The distance between the lower surface of the ice and the water level.

FAST ICE
Fast ice is sea ice that is "fastened" to the coastline, to the sea floor along shoals or to grounded icebergs.

FIRST-YEAR ICE
Sea ice of one winter having a thickness of 30 cm to 3 m.

FLAW
Describes an arrow separation zone between pack ice and fast ice.

FLAW LEAD
Describes a waterway opening between pack ice and fast ice. Flaw lead occurs annually at the time when central
pack ice drifts.

FLOE
Describes a flat piece of sea ice 20 m or more across. Floes are subdivided as follows:
• Giant floe - more than 10 km across
• Vast floe - 2 - 10 km across
• Big floe - 500 - 2000 m across

1) Sea Ice: Physics and Remote Sensing, Mohammed Shokr, Nirmal Sinha, 27 March 2015, American
Geophysical Union, Book Series: Geophysical Monograph Series

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Operating Instructions

• Medium floe - 100 - 500 m across from a glacier.

• Small floe - 20 - l00m across ICE CAKE
flat piece of sea ice less than 20 m across, if less than
FLOODED ICE 2 m across, it is a small ice
Sea ice that has been flooded by water and is heavily cake.
loaded with water and wet
snow.
ICE COVER
FRACTURE The sea ice cover is one of the key components of the
Any break through very compact pack ice, fast ice, or polar climate system. A
a single floe resulting from 2018 study of the thickness
deformation processes. of sea ice found a decrease
The length may be some of 66% or 2.0 m over the
meters or many kilometers. last six decades and a shift
from permanent ice to
FRAZIL ICE largely seasonal ice cover.
is a collection of loose, randomly oriented, plate or
discoid ice crystals formed ICE EDGE
in supercooled turbulent border between the open sea and sea ice of any kind,
water. whether fast or drifting.

FREEBOARD ICE FIELD

The distance between the upper surface of the ice Area of pack ice greater than 10 km across, consisting
and the water level. of floes of any size:
• Large ice field > 20 km across
GREASE ICE • Medium ice field about 15-20 km across
a very thin, soupy layer of frazil crystals clumped to- • Small ice field about 10-15 km across
gether, which makes the
ocean surface resemble an ICE FREE
oil slick. Grease ice is the area without any ice present except of icebergs.
second stage in the forma-
tion of solid sea ice after ice ICE ISLAND
floes and then frazil ice. large piece of floating ice, free-board is about 5 m,
broken away from an Arctic
GRAY ICE ice shelf, about 30-50 m
Young ice, 10-15 cm thick, less elastic than nilas and thick, and covering few
breaking on swell. thousand square meters to
several hundred square ki-
GRAY-WHITE ICE lometers.
Young ice, 15--30 cm thick, under pressure, it is more
likely to ridge than to raft. ICE LIMIT
the extreme minimum or maximum extent of the ice
GROUNDED ICE edge around the year.
Floating ice that is aground (stranded) in shallow wa-
ter. ICE SHELF
floating ice sheet of considerable thickness, 2-50 m or
HUMMOCK more above sea level, at-
a hump or ridge in an ice field. tached to the coast, parts
of it may be aground. The
ICE BERG seaward edge is called an
massive piece of ice of greatly varying shape, with a ice front.
free-board of more than 5 m, which has broken away

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Platinum NAVIGATION System LISTS AND INDEXES
Operating Instructions

INTERNATIONAL ICE CODE Any accumulation of sea ice, other than fast ice.
New ice, including frazil, grease, slush, shuga, and
pancake . . . . . < 10 cm PANCAKE ICE
Nilas . . . . . . . . . . . . . . . . . . . . . . . . . . < 10 cm circular pieces of ice from 30 cm to 3 m across, and
Young ice . . . . . . . . . . . . . . . . . . . . . . 10-30 cm up to about 10 cm in thick-
Gray ice . . . . . . . . . . . . . . . . . . . . . . . 10-15 cm ness, with raised rims due
Gray-white ice . . . . . . . . . . . . . . . . . . 15-30 cm to the pieces striking
First-year ice . . . . . . . . . . . . . . . . . . . 30-200 cm against one another.
Thin first-year or white ice . . . . . . . . . . 30-70 cm
Medium first-year ice . . . . . . . . . . . . . 70-120 cm POLYNYA
Thick first-year ice . . . . . . . . . . . . . . . . .>120 cm Any nonlinearly shaped opening enclosed in ice Polyn-
old ice - second-year or multi-year ice, second-year yas may contain brash ice
ice, multi-year ice or be covered with new ice,
nilas, or young ice.
LEAD
Any passage through sea ice that is generally too PRESSURE RIDGE
wide to jump across. A lead any elongated ridge like accumulation of broken ice
may contain open water caused by ice deformation.
(open lead) or be ice-cov-
ered (frozen lead). RAFTING
one piece of ice overrides another most obvious in
LEVEL ICE new and young ice.
Sea ice that has been unaffected by deformation.
RUBBLE FIELD
MELTPOND An area of sea ice that has essentially all been de-
accumulation of melt-water on the surface of sea ice formed.
that exceeds 20 cm in
depth, is embedded in the SASTRUGI
ice (has distinct banks of complex, fragile shapes of snow on top of sea ice that
ice), and may reach tens of resemble sand dunes.
meters in diameter.
SECOND-YEAR ICE
MULTI-YEAR ICE old ice that has survived only one summer's melt, be-
ice that has survived at least two summers. cause it is thicker and less
dense than first-year ice, it
NEW ICE stands higher in the water.
recently formed ice including frazil ice, grease ice,
slush, and shuga. SHEAR ZONE
An area in which a large amount of shearing deforma-
NILAS tion has been concentrat-
A thin elastic crust of ice up to 10 cm thick, with a ed.
matte surface. Bends easily
under pressure, dark nilas, SHORE LEAD
up to 5 cm thick, is very A lead between pack ice and the shore.
dark in color; light nilas, 5-
10 cm thick, is lighter in col- SHUGA
or. a form of new ice, composed of spongy, white lumps
a few cm across, that tend
OLD ICE to form in rough seas.
Sea ice that has survived at least one summer's melt.
SLUSH
PACK ICE snow that is saturated with water on land or ice sur-

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LISTS AND INDEXES Platinum NAVIGATION System
Operating Instructions

faces, or forms as a viscous

mass floating in water after
a heavy snowfall.

SNOW ICE
equigranular ice that is produced when slush freezes
completely.

YOUNG ICE
Ice in the transition stage between nilas and first-yew
ice, 10--30 cm in thickness.

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ICE RADAR (optional) NAVIGATION SYSTEM Platinum
6. Glossary of Ice Terminology Operating Instructions

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 MANOEUVRING
ASSISTANCE (Optional)
MANOEUVRING ASSISTANCE (Optional) NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
The Manoeuvring Assistance (MA) Tool supports the nautical officer during harbor passages
and docking maneuvers with a display of the predicted path of own ship based on actual
rate of turn and actual speed and acceleration. The predicted path is embedded in an ECDIS
presentation. Charts are uploaded and maintained automatically from the Platinum worksta-
tions. In comparison to the own ship symbol in true scale, the prediction graphics are drawn
with thinner lines. In the first step the nautical officer plans a maneuverer by adding up
modules like straight leg, curve, turning circle, and approach to pier. For each module, the
limits can be set. During the real maneuver, the results of each step like thruster and rudder
commands are visualized by the predicted path. Users can open Manoeuvring Assistance
from the Typical NACOS Platinum Super Home page as shown in Figure X-1.

Fig. X-1 Super Home Page of NACOS Platinum

Compared to chart and radar related functions presentation, the system introduced here is
fully dedicated to the port Manoeuvrings. The operation is done on any Platinum workstation
(MFD). This could be e.g., the main workstations for track monitoring or collision avoidance.
Manoeuvring Assistance combines the most important indicators from NACOS Platinum for
docking maneuver and displays them for the purpose of supporting the safety of maneuver
in confined waters. The Manoeuvring Assistance screen is divided into two areas as shown
in Figure X-2,
 a center area for graphical visualization of chart and ship data with different zooming
options.
 a left and top sidebar for permanent indicators and selections.

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Operating Instructions 1. Overview

Dimming Non-IMO

Super Home

Fig. X-2 Overview of Manoeuvring Assistance Screen

The 3rd party application (in this case Manoeuvring Assistance) is embedded as a sub menu
in the NACOS Platinum page as above. Super Home and Dimming functions are always avail-
able as seen above.
After opening the application from NACOS Super Home, the typical process is to plan a
docking maneuver from the upper right side of the screen by DO click to Plans. User can
add a new docking plan for desired port and berth. After saving, the plan can be edited,
duplicated, deleted, or executed. It is also possible to run MA without any docking plan. MA
Tool can be divided into planning and execution functions as described in the next sections.
MA Tool does not trigger any alert but the System Health status can be observed from
the middle of top bar. System health status blinks with a certain frequency. If the system
freezes or hangs, it stops blinking. Incoming AIS information status can be observed in right
side of System Health indicator.
In the absence of navigation data to the MA Tool for 5 second, there is no data displayed
in the related field.

CAUTION
Manoeuvring Assistance application is marked with the indication non-IMO
meaning that this application is not IMO approved and must not be used if
in doubt of the navigational situation. In this case please refer back to the
IMO approved equipment like Radar or ECDIS or depth sounder.

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2. Manoeuvring Assistance in Context Operating Instructions

2. Manoeuvring Assistance in Context

The MA Tool processing unit is connected via network switch with the Platinum Navigation
system (see bottom right in below diagram). The application server uses the same naviga-
tional data as NACOS Platinum uses from the ring network. Precondition is that the 3rd party
product is running on a separate operating system. The web server based 3rd party equip-
ment is connected via a firewall to the NACOS navigation ring. MA Tool available from
NACOS Platinum SW version 2.1.24.

Fig. X-3 Manoeuvring Assistance Integrated in NACOS Platinum.

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Operating Instructions 3. Planning a docking operation

3. Planning a docking operation

The first action to use the Manoeuvring assistance may be to plan a docking maneuver. The
docking maneuver is planned in the Planning mode. The planning of manoeuvre is
performed on the ENC data. The ENC data in the planning and the execution mode is the
same chart data as in NACOS Platinum. So the route, waypoints and safety corridors are
available in MA Tool if available in ECDIS.
Existing plans can also be edited in the Planning mode. If the plan is active, any changes in
the Planning mode are going to be displayed in Execution mode immediately after editing.
Active plan can be distinguished by a check mark in the left side of the plan name.
The Planning mode includes adding ship in the berthing position, manoeuvring lines and
turning circles. Click with DO to Plans -> New Plan to create a new docking maneuver
plan. An existing plan can be searched by plan name or data range filter. These filters can
be removed by CLEAR FILTER selection.

Search a plan
with plan name
and date range
filter.

Select already available plan. Clear the filters to

enter new criteria
Create a new Manoeuvring
plan of interest

If an already available plan is selected a preview is shown on the right side of the application
screen as below. Additionally, other selections become available (See below).

Execute the
selected plan Remove
the plan
Deactivate the Edit the active
active plan. A plan in the plan- Duplicate the
dialogue will
selected plan
and save with a
different name.
Preview of the
selected plan. Use

Fig. X-4 Configuration of Plans.

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MANOEUVRING ASSISTANCE (Optional) NAVIGATION SYSTEM Platinum
3. Planning a docking operation Operating Instructions

Planning mode
The planning mode opens automatically with the request of “Click on the chart to define
berth position” as seen in Figure X-5. Clicking on the chart result in a ship outline on the
chart.

Click to add ship

to a desired

Enter latitude Click to add turning

and longitude
manually to set Click to add Manoeu-
the berthing

Save the

Set the desired

Heading of the Cancel and Undo and Redo
Remove the quit from the planning. It
selected object the Plan- applies to the
every single modi-

Fig. X-5 Manoeuvring Assistance Planning Mode.

The exact berthing position of the ship can also be set by manually
entering the latitude/longitude for CCRP and heading of the ship from
here after clicking on the chart .
A ship outline appears on the chart as shown on the right. Then the
berthing position can also be set with mouse/trackball by dragging
and turning the ship. Intersection of heading and beam line is the
CCRP.
Another way of setting a berthing position is to save the current posi-
tion as a berthing position from Setting menu in the execution mode
by “SET FINAL BERTH POSITION” button. As soon as the final
position is set as a final berth position, this can be saved as a plan in
the planning mode. When in the Execution mode, the berthing posi-
tion can be modified from the Plans -> Edit Plan.

 “SET FINAL BERTH POSITION” function is available only when the speed of the ship
is below 0.2 knots.

 After editing an active plan which is running, it is updated also in the execution
mode.

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NAVIGATION SYSTEM Platinum MANOEUVRING ASSISTANCE (Optional)
Operating Instructions 3. Planning a docking operation

Adding lines
The design of a fairway in a port area depends on multiple factors such as, traffic volume,
type of navigation planned, geometric characteristics, types of AtoNs, fairways depth and
cross geometry and environmental conditions. Typically, the fairway's overall width is the
sum of nominal width (B_n) and additional reserve width (B_r). However, this fairway width
and design may change from port to port widely and include shallowness or other obstacles.

Fig. X-6 Width of Fairways with a Single Navigation Line.

By using the fairway knob Navigator can set own fairway by observing shallowness
and port infrastructure. Manoeuvring lines are in purple color to be distinguished from ENC
objects. Navigator can start adding Manoeuvring lines by adding single points (active
points), one after another, with DO (left click) to create a multi-line on the chart. After
clicking the ADD LINE knob, Manoeuvring line is added on the chart. Active points can be
removed by REMOVE POINT knob.

Manoeuvring

Active
Fairway knob is
shaded

Add line after

finish the multi- Remove active

Fig. X-7 Adding Manoeuvring lines

Undo and Redo: Use undo and redo option to revert the changes in the planning of
Manoeuvring lines.

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3. Planning a docking operation Operating Instructions

 After selecting the Manoeuvring lines tool, a Manoeuvring line can inserted by DO click
onto the chart. A hint appear as below for guidance.

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Operating Instructions 3. Planning a docking operation

Adding turning circles

The path described by a vessel's
center of gravity when turned
whilst keeping a constant engine
speed and rudder angle is called
the turning circle. Graphical repre-
sentation of such circles for
different speeds and rudder
angles are called turning diagrams
and provide an excellent overview
of the vessel's behavior, allowing
the officer to forecast the path the
vessel will follow. Because of
these characteristics, the turning
circle can be considered as a safe
Manoeuvring area in port areas.
Turning circle can be added on
the navigational chart to support
the turning maneuvers in the port
area. The turning circles can be a maneuver or boundary circle for different use. A typical
use case of turning circle in combination with Manoeuvring lines is shown above. A safe area
that ship can make perform turning is combined with route defined with Manoeuvring lines.
The color of the
turning circle is
purple (shaded
differently). The
position, radius and Boundary
open arc of the
turning circle can be
adjusted both by
mouse/trackball and
configuration menu
below. The type of
the circle can be
chosen from the
configuration menu
as well.

Manoeuvre
Click to add

Undo and Redo: Use undo and redo option to revert the changes in the planning of
Manoeuvring circles

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MANOEUVRING ASSISTANCE (Optional) NAVIGATION SYSTEM Platinum
3. Planning a docking operation Operating Instructions

It is also possible to rotate the turning circles

by mouse click. Click with DO on the icon
inside the circle to rotate the turning circle
with mouse. Click with DO on the other icon
inside the circle to open and arrange the arc
in the turning circle

Change the arc

of the turning Rotate the turning

 After selecting the Manoeuvring circle tool, a circle can be inserted by DO click on to
the chart. A hint appear as below for guidance.

Saving and Loading a docking plan

After saving a plan, it will be added into the available plans. Plans can be searched by name
or creation date. Any plan can be selected from the available plan list. A selected plan can
be executed, deactivated, edited, deleted or duplicated.

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Operating Instructions 4. Executing the docking operation

4. Executing the docking operation

As soon as the activated route of NACOS will be distributed to other Platinum Navigation
System MA Tool will be able to monitor this route as well. Waypoints, safety corridor and
route are displayed in the MA Tool planning and execution mode.

4.1 AIS Targets

The number of AIS targets that can be displayed in Manoeuvring
Assistance is the same as in NACOS. Only class A and class B AIS
targets, available in the NACOS Platinum, are displayed in the MA
Tool. If the system is receiving the AIS data without a problem, the
AIS target status in the top center of the screen is green.
If there is no AIS data from NACOS, the AIS status indicator in the top bar changes to
disabled with an indication of “No AIS data available at the moment”. The yellow and
red colors of AIS target status mean that the number of received AIS targets exceeds 95%
and 100% of the display capacity. The AIS targets are presented according to IEC 62288-
2021 standard as long as practicably possible.

 If the message from an AIS target contains ROT information, a turn indicator in the
direction of turn is displayed.

4.2 Monitoring
While performing navigation in confined waterways, it is important to have a continuous
view of ship dynamic motion and environmental forces affecting the ship structure. The
general parameters e.g., heading, COG, ROT and depth below keel (DBK) are presented in
the top bar of the screen. The heading after docked can also be seen in the top bar as
“HDG at dock” if there is an active plan with final berthing position. The ROT indicator has
also a property with red and green coloring to indicate the direction of change. At the center
of the top bar, there is also a scale that represents the ROT together with coloring as seen
in Figure X-8.

Fig. X-8 Presentation of rudder command together with ROT

indicator.

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4. Executing the docking operation Operating Instructions

There may be two ship motions parameter during port

maneuver to take account significantly. These are surge and
yaw. Surge is the longitudinal speed of the ship. Yaw speed
represented as transverse bow and transverse stern in knots
on fore and aft of the ship. These parameters are presented
permanently both on the left hand side of the screen and near
the ship outline. However, the yaw speed of the ship can be
different in bow and stern depending on the actual pivot posi-
tion.

All speed indicators are speed over ground.

The source of transverse and longitudinal ground
speeds
are provided by NACOS Platinum via VBW sentences. Stern
and bow transverse ground speeds are calculated by MA
according to CCRP.
Manoeuvring assistant provides permanent presentation of
ship propulsion. For example, a ship with two propulsion and
four bow thruster representation can be seen in left. Both
applied force and direction is presented.

Pivot point of ship can change according to speed, ROT and external forces (e.g., tugs) and
it can be outside of the ship. Some examples can be seen below.

Pivot
Pivot
Pivot

Force
Force
Force

Fig. X-9 Pivot point examples.

Navigator can enable/disable the

visualization of pivot point from
the Tools menu under Own
Ship configuration. If enabled
the pivot point is displayed
below 4 knots.
Tools

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Operating Instructions 4. Executing the docking operation

Ship outline and distances

Ship outline can be seen when the beam of own ship’s true
scale outline is more than 3 mm. Otherwise simplified ship
symbol is displayed according to IEC 62288:2021. The
environmental parameters can be seen below 0.5 NM zoom
level. Manoeuvring assistance tool provides continuous
display of shortest distance between ship outline and route
corridor boundary. If there are Manoeuvring lines drawn
during planning, the shortest distance from these lines is
displayed for nautical officer. However, when the distance
to the final berthing position is below 200 meters, than the
distances to the route corridors and Manoeuvring lines are
hidden. The distances from route corridor and lines are
displayed only when the distance to exact berthing position
is above 200 meters. See Chapter 5.1 "Settings" on page
391 for details
When the distance to go to exact berthing position is
between 200 and 1000 meters, the distance is displayed on
top or bottom of the screen depending on the direction.
The distances to exact berthing position from bow, CCRP and stern are displayed after the
distance to exact berthing position is less than 200 meter. The distance measurements can
be set on/off from the settings see Chapter 5.1 "Settings" on page 391. MA uses CCRP
(conning position) and ship dimensions to calculate accurate ship outline.

CAUTION
Distances are calculated based on the sensor data and CCRP position
processed from NACOS Platinum to the MA Tool. A strict lookout should
be performed by sight during maneuvers.

Route Predictor
Manoeuvring Assistance tool can make a
route prediction base on COG, ROT and SOG.
The predicted ship position with actual ship
outlines is presented with a specified time
ahead. The number of ship outlines can also
be configured from the Settings -> Predic-
tors -> Numbers. If Numbers is set to zero,
the Route Predictor is disabled. Time ahead for total route prediction can be configured from
Settings -> Predictors -> Time ahead from one minute up to ten minutes.

A typical example can be seen on the right side, the

ship is turning to make a reverse maneuver. Practi-
cally, it is hard to predict the distance from quay at
which ship stern cut the quay edge. MA display the
future geometrical positions of ship outline while
turning with different transverse speeds.

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4. Executing the docking operation Operating Instructions

Another example can be

observing future ship positions.
The ship future outlines are
below the final berthing positions
at first. As the maneuver
continues, the future ship
outlines become horizontally
equal with the final berthing
position.

Navigation in fairways
MA tool provides additional features for route monitoring in
narrow fairways. MA tool includes port related segment of a
planned route. In addition to safety corridor obtained from the
activated route, the distance from the bow and stern to the
True
safety corridor are also displayed. These distances are not
displayed if the distance to the exact berthing position is below
200 meters.

Relative

Environmental Forces
The relative/true wind direction and speed are represented by pennants as indicated by IEC
62288:2021. The half barb is representing 5 knots, the full barb is representing 10 knots,
and the solid pennant is representing 50 knots. The direction of current and wind are as
represented. An example of relative and true wind presentation is as below.

 The visualization of wind speed is not change for the values above 100 knots. If there
is no incoming data for wind, the visualization disappears.

Wind speed (15 Wind speed (100

knots) visualization knots) visualization

Drift and set are displayed next to the ship outline as showed on left.

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Operating Instructions 4. Executing the docking operation

4.3 Performing docking

Fendering systems and designs
Berths should be provided with a suitable fendering system to protect berth structures and
vessels from damage, taking into account operating conditions, e.g., as defined in BS 6349-
1-1:2013. The velocity at which a vessel approaches a berth is the most significant of all
factors in the calculation of the energy to be absorbed by the fendering system.
A good berthing condition might be when a vessel:
 can be brought to a stop parallel to the berth; and
 can maneuverer or be maneuvered, without hindrance from other vessels, onto the berth
with assistance from tugs and/or thrusters.
A difficult berthing condition might be when a vessel:
 is berthing with assistance from tugs and/or thrusters and the vessel is not brought to a
stop parallel to the berth; or
 cannot maneuverer to a position alongside the berth without hindrance from other
vessels; or
 might be required to change its direction in relation to the berth; or
 has a significant angular velocity.
An adverse berthing condition might be when a vessel:
 is berthing with the assistance from tugs and/or thrusters and the vessel is not brought
to a stop parallel to the berth; and
 cannot maneuver to a position alongside the berth without hindrance from other vessels;
and
 might be required to change its direction in relation to the berth; and
 has a significant angular velocity.
As a guidance below figure can (See Figure X-10) be used for berthing velocities when assis-
tance from tugs or thrusters are used. The berthing velocities might be considerably higher
than those given below. Curves refers to;
a. good berthing, sheltered (i.e. not exposed to waves and/or currents);
b. difficult berthing, sheltered;
c. good berthing, exposed to waves and/or currents;
d. difficult berthing, exposed to waves and/or currents;
e. adverse berthing, exposed to waves and/or currents.
For example, a typical fendering system may have the capacity of absorbing the energy from
a vessel of 100.000 tonnage if it berths with the velocity of less than 0.08 meter/second.
This supposed to be a good berthing in sheltered harbors. If the harbor exposed to waves,
and/or currents, the fendering system may still have the capacity of absorbing the energy
from the same vessel with approximately 0.13 meter/second berthing speed. Below these
berthing speeds, there may be no damage neither on the fendering system nor on the ship
hull. Please refer to BS 6349-1:2013 for more information.

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4. Executing the docking operation Operating Instructions

Fig. X-10 Design berthing velocity as function of

navigation conditions and size of
vessel.

Docking with MA
MA tool supports nautical officer for managing the berthing maneuver without having any
damage on the hull. User can monitor the applied forces on the ship e.g., thruster, propeller,
wind, current.
Nautical officer can monitor the predicted ship positions just
before the contact of the ship with the quay. There are four
major information available at the same time that can help
the nautical officer;
 Future position of ship at a specific time.
 Distance to the exact berthing position from bow, center

and stern.
 Surge and yaw speed of the ship
 Wind and current speed together with direction
For example, the ship on the left hand side is 21 meter
ahead of the exact berthing position. The lateral (or hori-
zontal) distances from bow and stern are 72 and 95 meter,
respectively. The position of the ship after two minutes can
be seen as a third predicted ship outline. The surge and yaw
speeds together with wind and current information are also
available to the user to evaluate the berthing maneuver and
take evasive actions.

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Operating Instructions 5. Configuration

5. Configuration
The settings of MA tool can be change from two different place. One is the Settings section
on the top right side of the screen. The other one is Tools, the bottom right side of the
screen. The main difference of these two configuration menus is that changes applied in
Settings do not have any effect to the MA Tool opened in another MFD. However, they have
if changes done from Tools.

5.1 Settings
View Distance
Navigator can change the size of the
fonts and graphics without changing the
map scale from View Distance tab.

Color & Brightness

The selected color & brightness set in
NACOS changes the color set in MA tool
as well. If the Navigator set bright day in
NACOS, the scheme in MA tool will be the
same and change automatically. See
Chapter 3.1 "Dimming" on page 133 for
details. You can use the moon and sun
buttons in the top left corner of the title
bar to change the dimming of the screen.

Orientation
Two orientation mode is available, bow-
up and bow-down.

Measurements
Set & Drift, true/relative wind measure-
ment displays can be turned off and on
from Settings -> Features menu item.
The display of distance measurements for Manoeuvring lines can be configured with three
different configuration when the distance is below 200 meters.
 Strict: The distance from the sides of the ship to the Manoeuvring lines are displayed. If
the ship crosses the Manoeuvring lines, distance to Manoeuvring lines are hidden.
 All: If ship crosses the Manoeuvring line, the distances from both sides of the ship to the
Manoeuvring lines will be displayed.
 OK/Warnings: The distance for those points crosses the lines can be displayed in this
mode. But the distance from the other side of the Manoeuvring lines will not be
displayed.

 The distances to the route corridor are also displayed. But if there are Manoeuvring
lines and route corridor, only distances to the Manoeuvring lines are displayed.

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5. Configuration Operating Instructions

Predictor
MA Tool provides a route prediction base on
navigational data (SOG, COG and ROT). The
prediction length can be set by the Time
ahead value in the slider belonging to the
Predictors setting. Choose between one to
ten min. The number of ship outline in that
prediction time period can be set by
Numbers slider. Choose between zero and
five. Set zero to disable the Predictor.
Display Category: Select one of the
display categories for the details that are to
be shown in the chart as in NACOS Plat-
inum (See Chapter 2.1 "Categories of
Display Groups" on page 255). Standard,
base and other options can be selected
from drop-down menu. If the chart data is
not available in the MA tool, the chart area
will be black with “Chart tiles can not be
found” indication.
Point symbols: Select between paper
chart or simplified presentation as in
NACOS Platinum (See Chapter 3. "Display
of Raster Charts" on page 262).
Area boundary: Select between symbol-
ized or plain as in NACOS Platinum (See
Chapter 10.3 "Selecting the Display Group
or a Category of Groups" on page 324).
The setting for shallow, safety and deep
contours are available in NACOS ECDIS
(See Chapter 2.8 "Depth Contour" on page 260) to change the presentation of colors
between these separations base on the depth. But the depth in interest may be different in
narrow/port waters. Nautical officer can adapt the chart presentation in docking without
changing the ECDIS settings which can be used for main passages.
 Set shallow contour to an appropriate value of a few meters.
 Set safety contour according to your ship draft plus safety margin of few meters.
 Set the deep contour as appropriate.

Shallow As a result the colors in the ENC will indicate the depth as
pattern adjusted in the above dialogue, from dark blue for shallow
water, blue for unsafe water, light blue for safe water, and
finally white for deep water.
Set on or off the shallow pattern to see the shallow pattern
as stated in IEC 62288:2021 standard. When shallow pattern is
on, the water area that has a depth lower than safety contour
will be filled with shallow pattern.

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Operating Instructions 5. Configuration

Chart Maintenance

Charts in MA tool are updated as soon as ENC charts in NACOS Platinum are updated via
Chart Maintenance from a media (See Chapter 2.5 "Update of Charts from Media or from
another Workstation (MFD)" on page 729). The permits are installed to the MA Tool as well
during the steps as described in Chapter 2.2 "Installation of IHO ENC and ARCS Permits"
on page 726. During updating the ENC charts, MA Tool charts are also updated automati-
cally.

 It is important to note that when every time ENC chart updates is performed,
complete set of ENC is uploaded into the MA which can take long time than NACOS
Platinum updates. Consider the case that only the missing cells are uploaded to
NACOS Platinum where all cells are uploaded to MA.

After updating the charts as described in Chapter 2.5 "Update of Charts from Media or from
another Workstation (MFD)" on page 729, Verify Database should be performed from Main-
tenance Mode for NACOS Platinum Charts. The MA database verification is performed auto-
matically after verification of IHO ENC Database is complete and a message is displayed as
below.

 If a cell is deleted on the local MFD

database, it is automatically deleted
from the MA Tool chart database as
well.

 The media (e.g., USB stick or CD)

should only be removed when there is
no indication such as “Do not remove
the media, e.g. the USB - Stick!”.

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5. Configuration Operating Instructions

To upload the existing ENC charts directly

into the MA Tool, select Upload to the
“Manoeuvring Assistance” from the Func-
tions list and click with DO to the Start
knob.

 Upload directly to MA Tool is not

recommended unless the normal
upload of the ENC charts is not
working. There is no checks whether
the dataset is up to date nor the
sequence of dataset is correct, there-
fore the Navigator should make sure
that the uploaded data is correct.
Verify Database should be performed
from the Maintenance Mode (See
Chapter 2.10 "Maintenance of Charts
on your Workstation" on page 734).

ECDIS Chart Update message pop up to confirm MA chart updates while Upload to the
“Manoeuvring Assistance”. Click “Start Upload” with DO.

When removing complete database as described in Chapter 4. "Remove Complete Data-

base" on page 740 a message pop up to select or not select the same process also for ENC
charts in MA Tool as below. It is enough to delete the ENC charts of the MA Tool only once
from any MFD. After that, it is deleted for all MFD that has access to the MA Tool.

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Operating Instructions 5. Configuration

CAUTION
If the Verify Database function displays errors for the MA Tool or large
number of the installed cells are no longer needed, it is recommended to
delete the entire ENC database on the MFD and MA system and reinstall
the ENC database. However, it should be taken account that the installa-
tion of a large number of ENC cells takes a long time and therefore the
ECDIS is not fully operable during this installation.

CAUTION
MA Tool and NACOS Chart database are not identical anymore after these
operations,
1. Delete Permits: If one or more permits are deleted on the MFD, this is
not performed in the MA Tool and databases are not identical anymore.
2. Update IHO ENC Database Selection: The selected cells which should
be updated don’t passed on the MA Tool and databases are not identical
anymore.

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5. Configuration Operating Instructions

5.2 Tools
Navigator can make configuration changes regarding Range, Off-center and Own ship from
Tools menu of a different MFD. These changes have an effect on the MA Tools, opened in
other MFDs, as soon as they have been applied. The same does not apply for changes done
from the Setting menu.

Remote Control
The Tools menu is also available in NACOS Plat-
inum HMI. Click with DO to MA Remote Control in
Tools menu in NACOS Platinum. Changes
performed in here is applied all MFD with same
ID.

ID(1) is the ID
number of the

Range Tools
DO click to Tools -> Range and
select Manual range from Range
mode to change the zoom level
manually from the zoom in/out
buttons on the bottom-left side of
the screen or mouse/trackpad.
Click Auto Range to set the range to
predefined range.
Click Dynamic Range to allow the
range change base on ship speed
and size. Dynamic range does not
use the predefined range list and
have more frequent scale.

Off-center
DO click to Tools -> Off-center and turn on
auto offset to automatically set the ship position
on the center of the display.
Click arrow buttons to shift the ship from the
center of the display. One click will move ship
from the center by 10% of screen side length.
Use centering button in the middle to shift the
ship again to the center of the display.

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Operating Instructions 5. Configuration

Own Ship
DO click to Tools -> Own ship and add
heading line by clicking on Heading line
slider.
Add speed vector by clicking on vector line
slider. The speed vector of the ship is ground
stabilized and in 3 minutes length.
Add pivot point position display by clicking on
Pivot point slider.
Add or Remove the presentation of distance
from route corridor, Manoeuvring lines or
docking position by clicking on Distances
slider.

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5. Configuration Operating Instructions

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TARGET HANDLING IN
GENERAL
TARGET HANDLING IN GENERAL NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
The Target Tool provides menus for target handling. The most important function is the
target list showing the acquired/activated targets. The list can be sorted according to
distance of target, time to reach target etc. Another important function is the critical target
menu showing detailed data of the closest target. Further-on AIS receive and transmit
messages can be processed.
Many of the target related functions are activated by a click on the target, the target tools
tab is not used. These functions are described here as well.
 A radar echo that is supposed to be taken in account is called an acquired target.
 An AIS target that is supposed to be taken in account is called an activated target.
Targets can be acquired/activated manually using the trackball or automatically by the
system. This description first gives an overview of types of targets and their treatment in
the system. If necessary, cross references to manual/automatic target acquisition are noted.
Two types of targets can be handled on the Platinum NAVIGATION System, ARPA targets
and AIS targets. For the target processing, the AIS electronics unit and the ARPA electronics
of the radar are considered as two independent sensors whose display and operating proce-
dures take place on one and the same monitor.
The two sensors deliver data independently, the data of both sensors are used for the colli-
sion avoidance computation, which takes place in the background of all actions. It can raise
alarms if objects are on collision course.
This chapter describes the handling of AIS targets and ARPA targets in general.
Operating steps in relationship to the raw video which are specific for the RADAR are
covered by the RADAR FUNCTIONS section.

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Operating Instructions 2. ARPA Targets in ECDIS

2. ARPA Targets in ECDIS

ARPA targets are any kind of radar targets received from a host radar application either
operated on the same workstation or on a remote system. In case of a remote system the
target information is received by the NMEA message TTM. In this case the green center spot
is missing and these targets have already been acquired by the radar system. ARPA targets
can be of the following kind:
Table XI-1 Symbols of ARPA Targets in ECDIS

ARPA targets in ECDIS

An acquired target that is tracked by the ARPA electronics. Its past track
and speed/direction vector can be shown

A selected target, which is an acquired target whose data are marked in

the target list

ARPA targets may have an ID displayed on the top right of the symbol. 4
The ID consist of consecutive number generated by the system.

See the chapters below for further information.

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3. AIS Targets in ECDIS Operating Instructions

3. AIS Targets in ECDIS

AIS targets are all targets whose data are received by the AIS electronics unit. All AIS
targets are visible per default after switch-on of the system.
 The display of groups of AIS targets (Class A, Class B, all) may be switched off by the
operator.
AIS targets can be of the following kind:
Table XI-2 Symbols of AIS Targets in ECDIS

AIS targets in ECDIS

A sleeping AIS target is a target that is displayed in the PPI. Its data are
evaluated by the collision avoidance computation.
An activated AIS target is displayed with detailed data such as heading
line, ROT indicator, true scaled outline (if available and the PPI scale is
small enough), speed/direction vector, and past track. Its data are evalu-
ated as above. Activation is either manually by the operator or automati-
cally by an acquisition guard zone.
If the dangerous target function is flashing,
switched on under Settings any AIS red
target, sleeping or activated, and
falling within the TCPA/CPA limits of
the collision avoidance computation
is activated (if not done already) and
is presented as a dangerous target
flashing in red. After acknowledg-
ment it is shown steady red.

An activated AIS target, which has been selected and whose data are
marked in the target list

AIS targets may have a label displayed at the bottom right of the symbol. BXGHE AIS7
The label shows the call-sign or ship name or MMSI.

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Operating Instructions 4. Target Fusion

4. Target Fusion
Target Fusion
Due to the fact that an AIS target normally produces a radar echo, the
symbols are displayed close to each other:
In this case, it is possible to decide whether the object is to be treated
as AIS target or as ARPA target. In terms of an improved display read-
ability, the objects can be merged if they meet some boundary condi-
tions. That means, that they are displayed only as AIS or as ARPA target.

 The number of ARPA and AIS targets being tracked should be kept as small as
possible; the presence of too many targets causes confusion on the screen and
distracts the operator's attention from what is really important. Targets that are no
longer relevant should be deleted or deactivated (AIS).
 In the case of tracked targets entering a clutter area (rain or sea clutter), a “target
swap” might occur; parts of the rain front are suddenly being “tracked”. A target swap
can also occur if there are targets situated close together or close to land. In the case
of target swaps, no warning is given.
If a ship has been acquired both as an ARPA target and as an AIS target, it may only appear
as an AIS or ARPA target if both target data are matching (target fusion).
The priority for the entire display or for selected targets can be defined.
ARPA and AIS targets can be merged and therefore treated as one target as long as their
target data are similar in some categories and limits.

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5. Manual Target Selection Operating Instructions

5. Manual Target Selection

An activated AIS target (click on the target first to activate it, a
vector is shown) as well as an acquired ARPA target can be
selected. Then, its data are displayed in the target list.
To do so, click on the activated AIS target or the acquired ARPA
AIS
target with DO. The target will be marked with a broken frame. ARPA
The target data are marked in the target list with blue color. Only
one target can be selected at a time. Selected targets

Data of a selected target

accentuated in the list

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Operating Instructions 6. Automatic Target Activation

6. Automatic Target Activation

AIS targets can be activated automatically.
There are two possibilities to activate targets automatically:
By means of the collision avoidance computation for dangerous targets
- The collision avoidance computation observes every target in the PPI. For any of those
targets, the closest point of approach (CPA) and the time until the CPA is reached
(TCPA) are computed and compared with operator-defined limits. If the CPA and TCPA
values of a target fall short of the limits, the target is marked (ARPA) or activated (AIS)
and an alarm is raised.

By means of the acquisition/guard zones

- Two of those zones can be switched on in order to perform automatic target acquisi-
tion/activation. Any target that enters one of the zones will be marked/activated and
an alarm is raised.

Settings for Acquisition/

Guard Zones

Settings for collision

avoidance computation,
i.e. Dangerous Targets

Fig. XI-1 Settings for Automatic Target Selection

An activated/sleeping AIS target with neither HDG nor COG information is

oriented towards the top of the display.

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7. Prerequisites for the Collision Avoidance Computation Operating Instructions

7. Prerequisites for the Collision Avoidance

Computation
The collision avoidance computation can be performed only if the relative speed between
own ship and the target is known. This must be determined from the speed vector over
ground (SOG, COG) transmitted from the AIS target and from the own speed vector over
ground. The own speed vector over ground is mainly determined from the Bottom Track
data of the selected speed sensor; otherwise, it is determined with the aid of the SOG/COG
of the selected position sensor.
If an AIS target is not transmitting SOG and COG, no collision avoidance computation takes
place for this target. Therefore, the target cannot be acquired automatically. If it is already
being tracked, no Dangerous Target alarm occurs in the case of a dangerous approach.
The symbol of this AIS target is displayed dashed.
If, because of missing data or caused by sensor selection, the own speed vector over ground
cannot be determined, then for all AIS targets the collision avoidance computation and the
Dangerous Target alarm do not take place. The symbols of all AIS targets are then
dashed.

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Operating Instructions 8. Deletion and Loss of Targets

8. Deletion and Loss of Targets

An AIS target is tracked automatically until
- it is deleted manually or
- it is lost.
A tracked AIS target is lost if the AIS electronics unit does not receive any more signals from
that target within the specified time.

If an AIS target is lost within a defined range, a LOST TARGET (n) alarm appears and the
symbol of the lost target changes its shape and flashes until the alarm is acknowledged.

Deletion of a Target
Click on the target with the MORE key, and then choose
Target from the context menu and click on the desired
action with the DO key.
An ARPA target received from NMEA interface via TTM
message has to be deleted on the host radar system.

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9. Target List Operating Instructions

9. Target List
The target list provides an overview about all
targets followed up by the system 1) .
The classification of the targets/objects is
updated according to the new IEC 62288 Ed.
3 terminology. There are three possible
target/objects in the target list.
Acquired Targets: Acquired targets include
all acquired RADAR and AIS targets.
Locating Devices: Locating devices include
all AIS-MOB, AIS-SART and AIS-EPIRB
devices.
Data Reports: Data reports include all AIS
AtoNs (physical and virtual), AIS AtoNs
Mobile (physical and virtual), AIS AtoNs
synthetic, AIS SAR aircraft and AIS Base
Stations.
The columns of the displayed table are self-
explanatory, they can be sorted ascending or
descending by clicking on the appropriate
title of the column. A separate column
provides the Age of the target data. In the
screen shot shown here the message from
the SART is already 10 sec old.
Sorting takes place in the instant of the click,
afterwards the sequence of the entries
remains static, even if the values of the sort
criterion change. Fig. XI-2 Target List

If a target is selected in the chart/PPI area

(refer to the symbol below the red arrow in the screen shot to the right), it is also high-
lighted with blue color in the target list as shown here.
Vector True or Rel
An indication in the header line (see above) shows the current
vector setting True or Rel. This is just an indication, the setting
is possible from the navigation sidebar only (see right screen-
shot).

1)
The list includes all tracked ARPA targets and all activated AIS targets. The most important target
data of any target can also be assessed in the chart/PPI. Just move the cursor on the target
and a hovering target data window is opened.

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Operating Instructions 9. Target List

9.1 Critical Target and Details of a Selected Target

In order to display detailed data of a critical
target (especially AIS targets), just click with
MORE (right-click) to one of the target rows
and choose Show Details from the context
menu.
You may also cancel the acquisition of this
target or for all targets.

Select if the target list shall be sorted auto-

matically.

The two small windows Auto Sort Sort Options

underneath the target
data row will display
more target data like
BCR, BCT, HDG, ROT
and if available the AIS
data like length, beam,
draught, IMO Number
etc.
Choose, depending on
the target type, one of
the following sort
options if auto sort is
activated:
- All targets
- Acquired targets
- Locating devices
Data reports
The following abbreviations are used for the presentation in the list:

CPA - The designation Closest Point of Approach means the minimum distance between
the own ship and the target at the closest point of approach.

TCPA - The Time to Closest Point of Approach means the time until the CPA is reached.

BCR - The Bow Crossing Range means the distance between the own ship and the target
when the target crosses the course line of the own ship.

BCT - The Bow Crossing Time means the time that will pass until the target crosses the
course line of the own ship.
Data Terminal (DTE): Indicate to an application on the receiving side that, if set to avail-
able, the transmitting station conforms at least to the minimum keyboard and display
requirements.

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9. Target List Operating Instructions

 Target details are also available by a tool tip which opens if

the pointer is moved across an activated or acquired target
in the PPI or chart area.

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Operating Instructions 9. Target List

9.2 Calculation of Bow Crossing Range

The bow crossing range BCR and the corresponding bow crossing time BCT for a selected
target are calculated continuously by the Platinum NAVIGATION System and displayed in the
target list under details and in addition in the target tool tip (move cursor over the target).

BCR
BCT

BCR
Fig. XI-3 Calculation of Bow Crossing BCT

The calculation of the range is based on the crossing

point of the own ship course over ground line with the
target ship course over ground line 1) .
Crossing The range is measured from own ship bow up to the
point crossing point 2) .
The calculation of the time is based on the above range
Bow divided by the actual own ship speed.
crossing
range

Distance
between
bow and
CCRP

In the example to
the right the ship course line (vector line with double
arrow) points to north and will cross the target ship
course in a distance of 1.67 NM. It is assumed that own
ship and target ship speed are not changing.
Please note that the crossing point is a projection of the
future course, it is not visible up to now. The projected
crossing point is marked on the light blue range marker
ring with a small handle just for this example. The
range marker ring is set to 1.67 NM, the same value as
the projected crossing point (BCR= 1.67 NM).

1) The Platinum NAVIGATION System applies the course over ground line providing a more precise
information about the range, if BCR is taken manually the heading line might be preferred
because it is easily available looking out of the window.

2) The radar test standard IEC 62388 requires measuring from bow but has no requirement for
applying heading or course line.

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9. Target List Operating Instructions

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NAVIGATION TOOLS &
DISPLAYS
NAVIGATION TOOLS & DISPLAYS NAVIGATION SYSTEM Platinum
1. Overview of Navigation Tools & Displays Operating Instructions

1. Overview of Navigation Tools & Displays

For access to the Tools click to the TOOLS
button next to the Alarms menu. The TOOLS bar
will be opened. It is divided into several groups
as shown to the right. Select one of the entries
of the Navigation Tools or Displays group as
required. The following functions are available in
the Navigation Tools group:
1. The two Electronic Bearing Line and Variable Range
Marker (EBL&VRM) tool sets for measuring the bearing
and range of chart objects/targets are described on
page 416.
2. The User Symbols (User Sym) tool set for adding various
navigation symbols for lighthouses, wrecks, beacons etc. in
the chart wherever information is missing are described on
page 421.
3. The Pilotage lines (also Parallel Index Lines) for estab-
lishing a safe corridor for navigation on page 435.
4. The Lines of Position (LOP) tool set for the verification of
own ships position by taking optical bearings of known
landmarks is described on page 442.
5. The Speed and Distance tool provides an indication of
the sailed distance based on bottom track as well as water
track. It is described on page page 452.
 The Anchor Watch monitor for automatic alarm in
case of ship leaving the chor watch zone is described on
page 436. This tool is not listed in the Tools bar but
available by a right click into the chart.
These tools are extended by a number of options depending
on the actual installation:
- The Optical Bearing Device (OBD) function for automatic
processing of optical bearings is described on page 447.
- The Optical Detection Device (ODD) function provides
control of a camera or any other sensor which shall be
focused on a tracked ARPA or AIS target described on
page 455.
- The NAVTEX remote access with the list of received
NAVTEX messages on page 464. Fig. XII-1 Tools Bar

- The HELO function for guiding a helicopter landing is described on page 472.
- The Tender tracking function for visualization of own tender boats is not listed in the
Tools bar but available by a right click into the chart, see page 478.
Further functions are available in the Displays group:
6. The Depth and the Under-Keel-Clearance diagrams
7. The Weather and the Wind & Current indicators

If a further option is active, it is listed in addition in the Navigation Tools or

Displays group.

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Operating Instructions 2. EBL & VRM - Bearing Line, Range Marker and Rulers

2. EBL & VRM - Bearing Line, Range Marker and

Rulers
Two Electronic Bearing Line and Variable Range Marker (EBL&VRM) tool sets are
available for measuring the bearing and range of chart objects/targets. One of the two sets
is shown in the screenshot below. Operating is described on the following page. For quick
distance measurements two Rulers are available. They are described on page 419.
In addition some of the other tools like parallel index lines, lines of position, and user
symbols are shown in the screenshot below. They are described in the subsequent chapters.

Symbol
for
Anchor
Area

LOP 2 (Base
Line)

Parallel index lines

Symbol
EBL/VRM,
centered
LOP 1 (Base
AIS Line)
Target

Fig. XII-2 EBL & VRM - Bearing Line, Range Marker and Rulers

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2. EBL & VRM - Bearing Line, Range Marker and Rulers Operating Instructions

2.1 EBL - Electronic Bearing Line

With the EBL, the bearing of an object with
respect to own ship or the bearing between two
objects can be determined.
After switch-on by means of a click in the Tool Set
group, the electronic bearing line is superimposed
on the chart. It appears with the same data as
they have been displayed last time.
Alter the bearing of the EBL by a left-click on it in
the chart. The EBL is now displayed with a small
"handle" in its center. Click and hold the line
anywhere to pull it to the desired bearing.
Change the origin of the bearing line by a left-click
on it in the chart and pull its origin to the desired
position.
 Switch the EBL off and on again in order to re-center it to the own ship.
 If the display range is reduced when the EBL is in the switched-on state, the EBL
might be situated outside the visible range. Switch the EBL off and then on again, to
return it to the visible range.
The current bearing is displayed in the Tool Set group. To
switch off the display of the EBL, clear the check box in the
Tool Set group.

Latitude-Dependent Errors in the Display of the EBL

With the type of projection used for the longitude/latitude grid in the ECDIS, the parallels
of latitude become more strongly curved with increasing latitude, while the meridians
converge increasingly with increasing distance from the equator (i.e. the direction of a
meridian at the edge of the chart is not 0 - 180 but might be 358 - 182); in other words,
their directions no longer correspond to the degree scale at the edge of the chart.
In contrast to this, the EBL is always displayed as a straight line; its bearing displayed as
an EBL value has a deviation. The following table shows the maximum bearing deviation for
the various latitudes and range settings.
Table XII-1 Latitude-Dependent Errors of the EBL

Distance of EBL Geographical Latitude

from Own Ship
20 ° 40 ° 60 ° 80 °
10 NM < 0.1 ° 0.1 ° 0.3 ° 0.9 °
20 NM 0.1 ° 0.3 ° 0.6 ° 1.9 °
40 NM 0.2 ° 0.5 ° 1.2 ° 3.8 °
60 NM 0.4 ° 0.8 ° 1.7 ° 5.7 °
80 NM 0.5 ° 1.1 ° 2.3 ° 7.5 °

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Operating Instructions 2. EBL & VRM - Bearing Line, Range Marker and Rulers

2.2 VRM - Variable Range Markers

With the variable range markers, the
distance of an object from own ship or
(in conjunction with the EBL) the
distance between two objects can be
measured.
After switch-on by means of a click in
the Tool Set group, the variable range
marker is superimposed in the PPI. It
appears with the same data as they
have been displayed last time.
Alter the range of the VRM by a left-
click on it in the chart. The VRM is now
displayed with four small "handles".
Click and hold one of the handles and
pull the ring to the desired radius.
The origin of the range circle can be changed only if both EBL and VRM are switched on.
Please refer to page 418 how to operate EBL and VRM jointly.

The current radius of the VRM is displayed in the Tool

Set group. To switch off the display of the VRM, clear
the check box in the Tool Set group.
 If the display range is reduced when the VRM is
in the switched-on state, the VRM might be situ-
ated outside the visible range. Switch the VRM off and then on again, to return it to
the visible range.
 In ECDIS the accuracy of the radius of the VRM can deviate due to map projections.
Using Mercator projection the error may exceed 1% at ranges longer that 15 NM and
latitudes higher that 82 degrees. In RADAR the range marker is always accurate.

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2. EBL & VRM - Bearing Line, Range Marker and Rulers Operating Instructions

2.3 Operating VRM and EBL Jointly

If the EBL and the VRM in one Tool Set
have been switched on both, they are
linked to each other.
Move the cursor to the intersection
point of both, a cross appears, and by
left-click and hold draw them to the
jointly desired values for range and
bearing.
Move the cursor to the center point of
both (the own ships position) and by a
left-click draw them to the desired new
position.
To re-center it to the own ship, switch off and on again the EBL.

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Operating Instructions 2. EBL & VRM - Bearing Line, Range Marker and Rulers

2.4 Rulers for Quick Distance Measurements

Two rulers using the same color as VRM/EBL are available which are operated in the same
way but independently of each other. They can be used as an alternative to VRM/EBL in
order to determine in a simple way the bearing and range between any objects situated in
the PPI or chart area.
All information given here for ruler 1 is also applicable to ruler 2.
1. Click into the PPI or chart area either to a point of
interest or to any point by means of MORE, and in the
context menu which then opens up click on Rulers.
Select Ruler 1 or 2.
2. A ruler is now drawn between your initial point of
interest and the current cursor position.
3. Click to the small handle at the current cursor position
again and draw the ruler to a second point of interest.
4. Move the cursor to one of the handles on the ruler,
now you can read distance and bearing in the bottom
part of the tooltip.
5. The rulers remain fixed at the position they are set, i.e.
they also move out of the PPI. They cannot be
changed but can only be deleted and set again.
6. Delete a Ruler by clicking again
into the PPI or chart area and
in the context menu which
then opens up click on Rulers.
Select Ruler 1 or 2 to deacti-
vate them.
7. Modify a Ruler by clicking on
the small handle at one end
and draw it to a new position.
then, click on the new position.
8. By clicking on the origin, the
origin becomes the end of the
line and vice versa.

Range = 1.555 NM, Bearing = 243.0 deg

Fig. XII-3 Rulers for Distance Measurement

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2. EBL & VRM - Bearing Line, Range Marker and Rulers Operating Instructions

2.5 Drift Compensated Ruler for Dead Reckoning

(Optional Tool)
A further and drift compensated ruler is available as an optional tool for dead reckoning. It
is used to determine CTW and STW (course and speed through water) if a certain target
position shall be reached with a given current. This tool is more an additional planning tool.
During the passage the autopilot is doing this task automatically. It is set to a desired course
over ground (COG) and is steering the vessel at a course through water (CTW).
For manual planning please proceed as follows:
1. Click into the
PPI or chart
area to a point
of interest ( A
here marked
with A) by
means of MORE,
and in the
context menu
which then
opens up click
on 1Drift
Comp.... B
2. A ruler is now
drawn between
point (A) and
the current
cursor position
representing
COG and SOG
(blue line).
3. Click to the small handle at the current cursor position again and draw the ruler to a
second point of interest (B).
4. The triangle shown depends on the drift. Large drift values will generate a typical triangle
where the blue line is the course of interest and the brown line is the course which has
to be steered in order to get to point (B).
5. Move the cursor to one of the handles on the ruler, now you can read distance and
bearing in the bottom part of the tool-tip.
6. The ruler remains fixed at the position it is set, i.e. it also moves out of the PPI. It cannot
be changed but can only be deleted and set again.
7. Delete a ruler by clicking again into the PPI or chart area and in the context menu which
then opens up click on Drift Compensated Ruler again.
8. Modify the Ruler by clicking on the small handle at one end and draw it to a new posi-
tion. then, click on the new position.
9. By clicking on the origin, the origin becomes the end of the line and vice versa.
10.The drift value which is used for the triangle is automatically taken from the calculated
difference between bottom track and water track sensors. Change this drift value manu-
ally by clicking again into the PPI or chart area and in the context menu which then
opens up click on Edit Drift Compensated Ruler.
11.A menu is opened where you can enter a forecasted drift independent from the value
which has been calculated.

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Operating Instructions 3. User Symbols

3. User Symbols
User symbols are individual user
made chart objects which can
be inserted into the workstation
database in order to supple-
ment the radar presentation or
official electronic charts. Ensure
User symbols can be assigned correct
setting of
globally, as available in earlier Visibility Open submenu to delete
SW versions, or to a user Group. all symbols of a group
defined group or to any route
which is already stored on your
Platinum NAVIGATION System
system (latest SW version).
The assignment is made initially
when a symbol is dropped into the radar presentation or into the chart according to the
setting shown in the top line (red arrow). Ensure that this line, if available, shows Global
if nothing else is required from your side. The assignment can be changed at any time later.
User symbols which have been dropped by the user are stored permanently in the databases
on all connected workstations. Deletion of a selected symbol is one method to remove user
symbols from these databases (the only method in earlier SW versions). Further-on all
symbols assigned to a certain group, to a route, or all symbols globally can be deleted with
the Edit function as marked above. In addition they can be stored on external memory
devices like USB memory sticks. See main chapter DATA MAINTENANCE for details
(page 742).
The user symbols panel of the Display expander provides different object categories:
- Symbols (position fix, anchorage area, beacons, lights, platforms, radio stations and
wrecks etc)
- Areas (highlighted danger areas and feature areas, see page 425)
- Lines (safety lines, feature lines, user’s feature and clearing lines, see page 428)
- Events and text (for free text information and cautions, see page 430)
The figure to the right
Danger highlight (red)
shows examples of these
categories. Own safety line (orange; the
hatching points towards the
Switching On and Off the unsafe area)
display of all user
Feature area (ochre, brown)
symbols is achieved by a
MORE click into the PPI/ Names and notes are
chart area, select Layer displayed if the display
of the Text Labels is
from context menu and switched on
set/clear the box for User Feature line (orange)
Symbols.
Text note, information
If only those symbols
shall be visualized, which Text note, caution
belong to a certain group Symbols (examples)
or route, go to the Tab
Presentation > User
SYM (see page 431). Fig. XII-4 User Symbols

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3. User Symbols Operating Instructions

3.1 Placing a User Symbol - Graphic Mode

With this method, the user symbol can be placed in the chart area by means of the track-
ball/mouse. The procedure is explained here by means of the user-symbol beacon
cardinal.
Before starting to drop new user symbols please check if the visibility group as indicated in
the top line is set to your requirements, Global, Group, or Route. If uncertain, refer to
page 431 for details.
Select a Symbol
Open the User Symbols part of
the Display expander and click
on the + in front of the desired Ensure
category (Symbols, Areas, Lines, correct
Events). setting
of Visi-
A list of the different symbols in bility
the selected category will be Group
shown. Use the vertical scrollbar
to see the complete list.
Choose one symbol and select the appropriate check box if the symbol is to have a Top-
mark or an indication for a Light. Not every symbol can be set to have a top-mark or a light.
A name for the object and additional information text can be entered in the text boxes.
Dropping and Adjusting the Symbol
Click to highlight the desired symbol icon,
move the pointer into the PPI/ chart area and
click again to drop the symbol at the desired
position.
The object will be shown with an object abbre-
viation in front of its name. In the example, bn
means beacon. If the pointer is moved upon the object, additional information is displayed
as shown here.
Click to the symbol with DO (left-click), click again and hold, draw the symbol to the desired
location in the chart.
Symbol Information
Select a
symbol
which has
been
dropped
before by
clicking to it
with DO
(left click).
The symbol
is then
marked
with a small
handle.
Click with More (right-click) anywhere into the PPI/Chart area, to open the context menu.
Select Chart Information -> User Symbols -> Other -> Beacon, cardinal to see
detailed information about this user symbol.

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Operating Instructions 3. User Symbols

3.2 Adjusting a Symbol - Numeric Mode

Select a symbol which has been dropped before by
clicking to it with DO (left click).
The symbol is then marked with a small handle.
Click with MORE (right-click) anywhere into the PPI/
Chart area, to open the context menu 1) .
In the context menu, select User Symbols and Set
Coordinates of Beacon, cardinal.
Enter the desired position in the pop-up window.
Finally click to Set to adjust the user symbol to the
desired position.
If the data entry window shows UTM entry fields
instead of Latitude and Longitude fields, please refer
to the following page for switching back to latitude/
Longitude data entry mode.

The exact location of a symbol

Each user symbol shows a small orange line at
the bottom with a ring at the end, this ring is
the indication for a user symbol and is not
related to the center location. The symbol
itself is shown here in the paper chart style
setting.

Another example is given here for the simpli-

fied chart style setting.

The center location of a symbol is marked

with a small quad after having clicked on it
with the DO (left-click) button as shown here.

1)
Alternatively select a symbol from the tab menu (see page 422), right-click anywhere into the
chart area, and the data entry window will open as well. Input the position and click to set and
the symbol is placed at the desired location.

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3. User Symbols Operating Instructions

3.3 Adjusting a Symbol - UTM Data Entry

The UTM System (Universal Transverse
Mercator) is a world-wide coordinate
system 1) .
Select a symbol which has been dropped
before by clicking to it with DO (left click).
The symbol is then marked with a small
handle.
Click with More (right-click) anywhere into
the PPI/Chart area, to open the context
menu.
In the context menu, select User Symbols
and Set Coordinates of Position Fix.

The Data Entry Window for Setting Coor-

dinates is opened.
Click with More (right-click) anywhere into
the data entry window area to open another
context menu.
In this context menu switch-over to
Universal Transverse Mercator (UTM).
The Data Entry Window changes to the
UTM Input Format.

The Data Entry Window shoes the values

in UTM format which have been automati-
cally calculated from the current position of
the selected user symbol in Lat/Long format.
Enter the precise coordinates in UTM
format.
Finally click to Set to adjust the user symbol
to the exact position.
The UTM format mode remains for all
symbols until it is switched back by opening
the context menu again and switching-over
to Geodetic Latitude and Longitude.
Since the Latitude and Longitude coordi-
nates are based on WGS84, also the UTM
coordinates will be based on WGS84.

1)
It divides the earth surface (from 80° South to 84° North) in 6° wide vertical stripes
(zones), which are separately leveled with the optimal Mercator projection und covered with
a Cartesian coordinate system. The system can be based on WGS 84 and is step by step
introduced for land surveying.

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Operating Instructions 3. User Symbols

3.4 Placing an Area

Select an Area
Editing of areas is following the
same basic principles as
described above for symbols Ensure
(graphical point objects). correct
setting
Before starting to drop new user of Visi-
symbols please check if the visi- bility
bility group as indicated in the Group
top line is set to your require-
ments, Global, Group, or
Route. If uncertain, refer to
page 431 for details.
Open the User Symbols part of
the Display expander and click
on the + in front of the desired category (here Areas).
Choose a Danger highlight or a User’s feature area and enter a name for the area. Addi-
tional information text can be entered in the text box.

Danger Highlight
A Danger Highlight is a red colored filled area which can be detected by the chart monitoring
function.
Click on the Danger highlight icon first, and then click with DO in the PPI/Chart Area to set
the first vertex of the area. The moving cursor is then followed by a connection line to the
previously set graphical point of the area. In this way an area with 3 vertex points as a
minimum can be set. There is no upper limitation for the number of points which can be
created for one and the same area.
To close the area after the last vertex is set,
- click into the last connection line with MORE or
- set the last point directly on the first one
to end the edit mode and to complete (close) the created area.

User’s Feature
Editing of Feature Areas is following the same principles as shown above for Danger High-
lights.
Several areas with different transparency (No Fill / 25 / 50 / 75 %) can be created and
drawn on the electronic chart. In contrast to the Danger Highlight a Feature Area cannot be
detected by the chart monitoring function.

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3. User Symbols Operating Instructions

3.5 Removing or Modifying an Area

Select the area by a
click on one of the Handle
vertex points.
The handle shown at
the vertex indicates
the selection of this
area.
A click with MORE on
the handle or
anywhere in the chart
area shows the
context menu.
Select Delete:
Danger highlight to
delete the complete
area.
If you want to modify
the shape of the area
choose Delete Point
to delete just one
point of the area or
select Continue
Area to add further
points to this area
until the modify mode is ended by a MORE click in the PPI/Chart area.

Edit Details allows to set a name and

remarks to the area, as well as the
setting for the visibility group (see
page 431).

The coordinates of each handle can be

modified by selecting Edit Coordinate
separately, or all coordinates can be set
comfortably via Edit Coordinates in
Table.

Removing and modification of User’s Feature Areas is done in the same way as described
above.

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Operating Instructions 3. User Symbols

3.6 Using the Area Symbol for Critical Area Alerts

The user symbol for Danger Highlight
Areas can be used e.g. for critical area
alerts as follows:
1. Define a Danger Highlight area in
ECDIS, refer to page 425 for details.
2. Set length and width of the ECDIS Look-
Ahead Sector according to the nautical
situation, refer to the screenshot at the
right and also to page 201 for details.
3. Activate the Crossing Special Area
alert as shown to the right, select either
warning (with buzzer) or caution (only
visual alert). If the warning is not
acknowledged, it is escalated to an alarm.
This procedure is identical with the
general alert handling for an INS.
An example is given below, here a User
Defined Critical Area has been set and labeled accordingly. The own ship has entered this
critical area already with its look-ahead sector.
The Crossing Special Area alert has been activated as a warning and the warning has not
been acknowledged by the user. So it has been escalated to an alarm marked with a red
triangle.

Fig. XII-5 User Symbols - Crossing Special Area Alert

If the ECDIS is installed in the ECR, the alert can be given here as well.

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3. User Symbols Operating Instructions

3.7 Placing a Line

Editing of Lines is following the
same principles as shown for
Danger Highlight areas.
Before starting to drop new user
symbols please check if the visi- Ensure
correct
bility group as indicated in the top setting
line is set to your requirements, of
Global, Group, or Route. If Visibility
uncertain, refer to page 431 for Group
details.
In the selection list under Tools -
> NAV -> User Sym open the list of available lines by a click on the (+) symbol.
Select if you want to create an Own Safety or MARPOL Line or a User’s Feature line
by a click on the entry in the selection list. Refer to the next page for the Danger Bearing
Line.

Own Safety Line or Own MARPOL Line

An Own Safety Line is a line with orange color and with short lines (similar to scale marks)
pointing to the dangerous side. It can be monitored by the chart monitoring function. You
can create several safety lines at different locations each having a variable number of vertex
points, but a defined start and a defined end.
Click on the Own Safety Line icon first, and then
click with DO in the PPI/Chart Area to set the first
vertex of the line. The moving cursor is then
followed by a connection line to the previously set
graphical point of the line. In this way a line with 2
vertex points as a minimum can be set. There is no
limitation for the number of points which can be
created.
To end the line after the last vertex is set, click
into the last connection line with MORE to end the
edit mode and to complete the created line.The
orientation of the Own Safety Line (the dangerous
/ not dangerous side) can be changed by a click in
the context menu on Reverse Own Safety Line.
The handling for the MARPOL Line is the same,
the color is green/red, an alarm is given on crossing from both sides.

User’s Feature Line

Several line styles with 4 different patterns (solid
/ dashed / dotted / dashed-dotted) and 1 or 2
pixels line width can be created and drawn on
the electronic chart. In contrast to the Own
Safety Line the User’s Feature Line cannot be
monitored by the chart monitoring function, no
alarm is given.
Removing and modification of Safety-, MARPOL-
and User’s Feature Lines is done in the same
way as shown above for Areas via selection of the line on the screen and subsequent oper-
ation via the context menu by a MORE click on the selected line. You can choose to delete
one single point or the complete line.

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Operating Instructions 3. User Symbols

3.8 Danger Bearing or Clearing Lines

Danger Bearing Lines (also called Clearing Lines) shall indicate a limitation of the course to
be steered in certain sea areas. For this purpose a
- NMT Not More Than and a NLT Not Less Than line can be set.
In the selection list under Tools -> NAV -> User Sym open the list of available lines by
a click on the (+) symbol. Select Danger Bearing by a click on the entry. Select NMT or
NLT and set the line as required. Check if the visibility group is set to your requirements,
Global, Group, or Route. Go to page 431 for any changes.
The course value not to be exceeded is calculated automatically and is indicated together
with the line and a direction arrow. The clearing lines can only have two points (start and
end point).
To delete the line again, click on the start or end point and then with MORE > User Symbols
> Delete: Danger bearing the deletion can be executed.

The visibility group has

been set to Global, just
check if this setting is
correct or if User
defined or Route is
needed.

Fig. XII-6 Set a Clearing or Danger Bearing Line

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3. User Symbols Operating Instructions

3.9 Events and Text

Editing of events and text notes is another feature of the user object editor. You can drop
events which have the symbol and add text to it.
Additionally you can drop either a text object as Information or as Caution . The
procedure is identical for both objects.
The description for setting, modification and deletion is equivalent to the operation of point
symbols, i.e. you must select the relevant entry under User Sym, Events and Text, click on
the respective icon, add a text and then click into the PPI/chart area where the text note or
the event marker shall be located.
After selection and marking by the orange handle you can move the event marker or text
note to another location or delete it from the screen and from the storage device.
Check if the visibility group is set to your requirements, Global, Group, or Route. Go to
page 431 for any changes.

3.10 Switching Off the User Symbol Layer

User symbols are displayed on a separate layer on top of the basic chart or PPI area.
They are covered by higher prioritized objects as follows:
- by chart objects
- by the radar video
- by navigation tools (EBL, VRM, and LOP)
- and by the own ship symbol and ARPA and AIS targets (highest priority)
Nevertheless, if in doubt, and if a
user symbol covers a basic chart
information, the whole user symbol
layer with all symbols, regardless to
which group they are assigned, can
be switched off as follows:
Do a MORE click into the PPI/chart
area, select Layer and clear the box
for User Symbols.
It can be necessary, to check this
setting if user symbols are not visible
in the chart or PPI area, just activate
the setting again.

Fig. XII-7 Switch Off User Symbol Layer

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Operating Instructions 3. User Symbols

3.11 Assigning User Symbols to a Visibility Group

A new symbol which shall be dropped into the PPI/ chart area is assigned either globally, or
to a user defined group or to an existing route as indicated in the top line of the Edit User
Symbol menu (see red arrow in the screenshot below). Just select the required assignment
as described below before dropping a symbol.

Global Group
All user symbols which are dropped into the PPI/ chart area are visible at all times.

Of course the location of the symbol has to be included in the actual view on
the screen and the user symbol layer has not to be switched off.

User Defined Group

All group related user symbols which are dropped into the PPI/ chart area are visible as long
as their visibility group is switched on. Go to the Tab Presentation > User SYM to select
the visible groups of symbols. Before assigning any symbol to a group, this group has to be
defined.
Just click to Edit and New User Defined Group to add a new group to the database.
The remark in the yellow box applies here as well.

Route Related Group

All route related symbols which are dropped into the PPI/ chart area are visible as long as
their related route is activated. Before assigning any symbol to a route, this route has to be
defined (see ROUTE PLANNING AND MONITORING).
The remark in the yellow box applies here as well.

Assignment to a
visibility group,
change if required

Fig. XII-8 Assign User Symbol to a

Switching ON the User Defined Visibility Groups

Please refer to page 221 for details.

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3. User Symbols Operating Instructions

3.12 Modifying Assignment & Details of User Symbols

Select a symbol which has been dropped before by clicking to it with DO (left click).
The symbol is then marked with a small handle.
Click with More (right-click) anywhere into the PPI/ chart area, to open the context menu.
In the context menu, select User Symbols -> Edit Details.
Change the name and the remark for this
user symbol if required.
Change the Visibility Groups if required,
set to Global, User Defined, or Route.
If Global is selected, no further settings
have to be made. Click to Set to assign
the symbol to the global group.
If Route is selected, the opened routes
are already indicated. Select a route and
click to Set to assign the symbol to the
route. If no route is open, you have to
open one before.
If User Defined is selected, click to the next field to select one of the available groups.
Click to Set to assign the symbol to this group.
If the assignment shall be made to more than one group or route, just click to Edit and to
Add additional assignment to add a further line with another group or route.
If an assignment shall be deleted, click to Edit and to Remove Entry to withdraw this line.
Click to Cancel if the new settings shall be discarded.

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Operating Instructions 3. User Symbols

3.13 Protecting All User Symbols of a Group against

Unintended Shifting
All user symbols of a user defined visibility group can be protected against unintended
shifting. The protection only applies to shifting of a symbol, area, line, or event/text, on the
screen by using the cursor. It does not apply to editing the coordinates of a symbol in a
menu. This function is always available.

Setting the Protection for a new User Defined Visibility Group

Click to Edit and
enter a name for a
new user defined
visibility group.
The protection for
this group can be set
directly in this menu.
The protected visi- The closed padlock
bility group is indi- indicates a protected
visibility group
cated with a closed
padlock next to the
name.

Changing the Protection for an Existing User Defined Visibility Group

If the protec-
tion for an
existing user
defined visibility
group shall be
changed, click
to the
Settings
button in the
bottom menu
bar, select
User Symbols
from the
Settings bar
and click to the Select protection
on or off
button Select Fig. XII-9 Protect user Defined Group
User Defined
Groups.
Now the available user defined groups are listed and the protection for a certain group, here
named Elbe can be changed.
Just click to the small arrow after the word protection and select the necessary setting. A
protected group is marked with a padlock.

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3. User Symbols Operating Instructions

3.14 Table-based Editor for Lines and Areas

Editing a new line or a new area is additionally supported by a table-based editor. Each
segment of a linked line or each segment of the contour line of an area is represented by
two consecutive points in a table. They can be edited point by point by entering new posi-
tion data or by changing data.

Open the Tools bar and select a visibility

group, here the User Defined group
Elbe has been selected.
Select i.e. a Line with details, here
User’s feature has been selected, and
enter a name (here fishing border) and a
remark (here May - Sep).
The line can be edited now by drawing it
from point to point on the screen.
Alternatively click to the button Edit
Coordinates in Table to edit the line in
a table.
The Edit Coordinates Button is active
only as long as the drawing process of
the line is not completed.

Once a line has been edited it can be

changed by a click to the line (a small Right click on small
handle appears) and right click (MORE) to handle opens context
this small handle to open the context menu
menu.
Select User Symbols and Edit Coordi-
nates in Table to open the table again
and change any data.

The table to the right shows a

linked line with several interpola-
tion points. The coordinates of
each point can be adjusted, and
new points can be inserted at any
place in the table.
Just double-click to one of the
lines and the editor window is
opened.
Note that in case an area is
described by the table, the first
and the last point are identical. Fig. XII-10 Table based Editor for user

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Operating Instructions 4. Pilotage or Parallel Index Lines

4. Pilotage or Parallel Index Lines

There are four independent Parallel Index Lines avail-
able. Each of them can be adjusted individually.
The PI group is available in the RADAR application
directly from the RADAR sidebar and in the ECDIS appli-
cation from the EBL & VRM menu which can be
selected from the TOOLS bar.
Depending on the setting in the PI group, the bearing is displayed as true (T) or relative (R)
bearing.
After switch-on by means of a click in the PI group (red arrow), the lines are superimposed
on the chart.
 When parallel index lines are switched on, they appear in the form in which they were
set last. If the display range has been reduced in the meantime, they might be situ-
ated outside the visible range.
Alter the distance of a line by a left-
click on it. The line is now displayed
with three small “handles”. Click and
hold the center handle and drag the
line to the desired radius.
Change the bearing of a line again
by a left-click on it. Then click and
hold the line anywhere but not on
the small handles and rotate it to the
desired bearing.
Adjust the length of a line again by
a left-click on it. Then click and hold
the line at one of the outer handles
and draw to the desired length.
Fig. XII-11 Parallel Index Lines
The balloon-text shows the actual
data of the line.
To reset PI lines, right-click into the chart and choose RESET PI Lines from the context
menu.

Parallel Index Lines can be stored as a set of

four under a file name (here Hamburg
Approach) in a directory (here Hamburg).
Use the buttons as shown to the right, to
create a new PI-Line Set, to load an existing
one or to load the previous or next one.

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5. Anchor Watch Monitor Operating Instructions

5. Anchor Watch Monitor

An anchor watch monitor is avail-
able as a standard function for the
Platinum NAVIGATION System
system.
The context menu which opens
on right click into the chart area
shows an entry called Anchor
Watch. Click to this entry to open
the list of available functions as
shown to the right.
The anchor watch monitoring func-
tion is based on a watch sector,
which is set at the position where the anchor is dropped. Click to Create here or Create
at Ships Position to create a watch sector.
Click to Edit to set the anchor side, the number of anchor shackles used (length of anchor
chain and size of watch sector) and the maximum drift speed.

Click to Activate as soon as the anchor chain

has been brought out by drifting or maneu-
vering backwards.
Now the anchor watch monitor is active and if
one of the following conditions occur, a corre-
sponding alarm is raised:
1. The speed of your vessel exceeds the set
speed limit (typically 1 or 2 kn).
2. Your vessel is moving a certain distance
from the anchor position (calculated from
number of shackles and water depth).
3. Your vessel touches the contour of the
anchor watch sector.
In addition if the vessel finally is leaving the
anchor watch sector, a further alarm is raised.

The detailed operating steps are described in

the subsequent text.

Fig. XII-12 Anchor Watch

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Operating Instructions 5. Anchor Watch Monitor

5.1 Set the Anchor Position

The anchor watch sector is placed with its
end at the position where the anchor will
be dropped or has been dropped. The
center line follows the ships heading.
The anchor position can be set as follows:
1. At current ships position, PRT or STB
2. At cursor position
3. At user symbol Context menu
These options are described further below:

At Current Ship Position

Right-click into the chart area opens the
context menu. Select Anchor Watch and
Create at Ships Position, either Port or
Starboard. The end of the watch sector is
set to the actual position of the PRT or STB
anchor hawse pipe 1) . This end is marked with
a user symbol for anchorage area. If you
move the cursor to this symbol a tool-tip is
opened showing the length and direction of
the watch sector.

At Cursor Position
Right-click into the chart area opens the
context menu, select Anchor Watch and
Create here. The end of the watch sector is set to the actual cursor position and is marked
with a user symbol for anchorage area as above.

At User
Symbol
Select User
Symbols from
the Tools bar,
open the
symbols list
and select
Anchorage
area. Select a
symbol and
place it into
the chart area.
Any existing
user symbol for
anchorage area which has been placed earlier, can be used as well.
Click to the center of the symbol to show a small square. Right-click to this square opens
the context menu as above with the additional option Create from User Symbol.

1)
The location of the anchor hawse pipe has been entered by a service engineer during system
commissioning into the ships configuration. If no entry has been made, the end of the anchor
watch sector falls into the conning position, and you may shift it to the desired location manually.

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5. Anchor Watch Monitor Operating Instructions

5.2 Perform the Anchoring Maneuver

During the anchoring maneuver the anchor is
dropped out and the vessel is moving slowly
backwards into the anchor watch area.
Distance and bearing are indicated in the tool-
tip which opens when the cursor is moved over
the anchorage area. The distance is starting
with 0 when anchor dropping is initiated.
As soon as the anchor is in place, the number
of shackles and the actual depth should be
checked and adjusted if necessary.
Click to the anchor watch area and right-click
into the chart area to open the context menu.
Select Anchor Watch and Edit.
Enter the number of shackles actually
used for the anchoring maneuver and the
actual depth. Finally click to the Set
button.
 If in doubt about the basis for the
shackle length just move with the
cursor to the word Shackles in the
menu. A small tool-tip opens
showing the configured length of
one shackle in meter 1) .
 The depth can be set automatically
if a depth value is available from a
connected echo-sounder. In this
case the Take auto. Depth button is highlighted and not shaded in gray. Just click
to the button and the actual depth is used for monitoring. If the depth changes after-
wards, just click to the button again to take the actual value again.
The size of the anchor watch sector is then adjusted automatically according to the length
of the chain and the water depth 2) .

Adjust Angle Size of Sector

Depending on wind and tidal current forecast the angle
size of the sector may be adjusted as well.
Click to one of the sector contour lines to mark them.
Then click and hold to one of the small handles. Move
the cursor to adjust the angle size. Any symmetric or
asymmetric setting can be chosen.

1) The length of one shackle is a configuration value which has been set during the commission by
a service engineer.

2) The sector length is used to monitor dragging of the anchor. The length is calculated by applying
the Pythagoras theorem. One side of the triangle is the straight length of the chain and the other
one is the water depth. The curve of the chain (the catenary), which is a hyperbolic cosine func-
tion is approximated here by a straight line. So the alarm will appear a little bit later providing a
small safety margin against false alarms.

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Operating Instructions 5. Anchor Watch Monitor

5.3 Activate & Deactivate the Monitor, Change

Settings, Check Area
Once the own ship is fully inside the anchor
watch sector, the semi-transparent orange
background color of the sector changes
slightly to more intensity.
Insert a speed limit for drift control.
Now the anchor monitoring function can be
activated.

Activate Area
Right-click into the chart area and select
Anchor Watch and Activate. Now the
monitoring function is started and the
editing function is blocked.
The semi-transparent background color
changes again to more intensity and to a
more red color.

Deactivate Area
Right-click into the chart area and select
Anchor Watch and Deactivate. Now the
monitoring function is stopped and the
editing function is released.
The red background color changes to less
intensity with a semi-transparent color.

Change the Area

If during monitoring any settings of the area have to be changed, i.e. angle size of sector,
shackles, depth, or speed limit, just Deactivate the area, apply the changes and Activate
again.

Change Speed Alarm

The speed alarm can be set in the Edit Anchor Watch menu, right-click into the chart area
and select Anchor Watch and Edit. Insert an appropriate value for Speed, i.e. 1 to 2 kn. If
no speed limit alarm is required, just leave it at zero speed (0 = speed alarm OFF).
Check the Area
Right-click into the chart area and select
Anchor Watch and Check Area.
The anchor watch area is now checked
against ECDIS data. Critical points are
marked.
Just move the cursor over one of the marked
areas to see the tip-tool with the related
text.
In the example here CROSS-CHANNEL
FERRIES have to be considered in the
anchoring area.

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5. Anchor Watch Monitor Operating Instructions

5.4 Delete the Monitoring Sector

When the anchor is
heaved up again,
the monitoring
sector can be
deleted.
First deactivate the
area if not already
done. Right-click
into the chart area
and select Anchor
Watch and Deac-
tivate.
Then click right-
click again into the
chart area and
select Anchor
Watch and
Delete and one of
the two entries:

Anchor Watch Area Only

This entry is deleting the anchor sector only but not the anchor symbol at the top of the
sector. Choose this entry if the same anchoring place shall be visited once a day again.

Anchor Watch Area & User Symbol

This entry is deleting the anchor sector and the related user symbol at the top of the sector.
Choose this entry if this place shall not be visited again.

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Operating Instructions 5. Anchor Watch Monitor

5.5 Alarms During Anchor Monitoring

As already listed in the introduction, there are four alarm conditions associated with anchor
monitoring.
They are listed in the screen shot to the right:

1. The speed of your vessel exceeds the

set speed limit.
2. The vessel is exiting the anchor watch
area, which means is touching the
contour of the sector at one of the two
sides or at the back.
3. The anchor is dragging, which means
the distance between hawse pipe and
anchor position exceeds the initial set
value when the anchor was dropped 1) .
4. The vessel is out of the anchor watch
area.

5.6 Optional Anchor Watch Display

An optional anchor watch display is
available as a ship specific extension.
If available, an entry in the Tools list
called Anchor Watch is shown. Click
to this entry to open the display in the
tools area at bottom left.
The Anchor Watch display provides an
anchor watch top line with continuous
indication of the anchor position, the
actual distance, and the bearing to the
anchor position (distance is starting
with 0 when anchor is dropping is initi-
ated).
Further it shows the propulsion set
which is individual for the own ship and
has to be designed during project engi-
Fig. XII-13 Optional Anchor Watch
neering. The propulsion set graphics is
typically a replication of parts of the
individual CONNING page.

1) If this alarm appears it is important to correct the anchor position in the chart or to lift and drop
the real anchor again at the initial position, otherwise the alarm will come up again.

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6. LOP - Lines of Position Operating Instructions

6. LOP - Lines of Position

The Lines of Position function is supporting three methods for the verification or
determination of the own ships position without using any position sensor infor-
mation.
The three methods are based on fixed objects in the vicinity of the own ship which are also
plotted in the chart, for example light-houses. The range and bearing of these objects have
to be taken by optical means like pelorus (bearing plate) or binoculars. The three methods
are:
- Known Bearing and Range to a known landmark
- Cross Bearing (two bearings) to two known landmarks
- Transferred Base Line to one known landmark

Click to reset data of the selected LOP. See useful information below

Click to enter data for the chosen LOP

One of three Click to transfer the appropriate base

LOPs can be line.
chosen
Sets the position fix. (Button is only
Check the box active if data has been entered in the
to display the fields above). See also important
LOP in the remark below
chart. If --.-° is
displayed, Use calculated position data for Dead
create a LOP Reckoning.(Button is only active in
first. case the position sensor is set to
Manual DR.
Indication of the
calculated ship’s Selected marker is shown next to the
position position fix symbol, choose EP for esti-
mated position, R for RADAR and V for
Visual

Fig. XII-14 The Lines of Position Menu

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Operating Instructions 6. LOP - Lines of Position

6.1 LOP - Known Bearing and Range to a Landmark

From the ship’s bridge, the true bearing f and range r of
a landmark with known position, i.e. a lighthouse, are
taken by optical means (pelorus, binoculars).
Based on these two values and the position of the land-
mark in the chart the LOP function calculates the posi-
tion of your own vessel. It can be dropped into the chart
as a new position fix. With just another click the own
ship symbol which is shown in the chart is shifted to this
new position fix. Precondition is that the position sensor
input has been set in advance to Manual DR (dead
reckoning) or in case all sensors have failed, it may be
already active in this mode.
The procedure is as follows:
1. Move the cursor to the landmark in the chart.
With MORE (right-click) open the context
menu. Select the entry Create LOP.
2. A line starting at the landmark with zero
degree is shown. Draw the line with the cursor
to the bearing which has been taken by optical
means (i.e. 208 degree as shown in the first
screenshot above).
3. Open the LOP expander from the ECDIS
sidebar as shown to the right. The bearing has
been filled in already in line 1.
4. Click to Adjust to open Set Line of Position
window as shown in the next screenshot.
5. Enter the range value which has been taken by optical means. Adjust the bearing if not
exact enough. Adjust the position of the bearing point if necessary.
6. Adjust time of measurement manually if required, or
click to UTC to take over actual UTC time.
7. Click to the Set button in the bottom line. The
range value is taken over into line 1 of the above
LOP expander.
8. The LOP expander is now showing the resulting
position fix. Click to the Drop Pos Fix button to
drop a user symbol for position fix in the chart. In
the above screenshot from the chart this position fix
is marked with the number 1016 as estimated posi-
tion.
9. Switch over the position sensor input to Manual DR
as shown below (if not already done automatically).

10.Click to Set DR Origin in the LOP expander to shift

the own ships position to the new position fix. The own ship symbol in the chart moves
accordingly as shown above.

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6. LOP - Lines of Position Operating Instructions

6.2 LOP - Known Bearing to two Landmarks

From the ship’s bridge, the true bearings 1
and 2 of two fixed objects with known posi-
tion, i.e. two lighthouses, are taken by optical
means (pelorus, binoculars).
The intersection point (cross bearing) of these
two base lines is the actual position of your
ship. If the two base lines intersect in a rather
acute or flat angle, a third fixed object with its
base line can be added.
Based on the intersection point and the position
of the two landmarks in the chart the LOP func-
tion calculates the position of your own vessel. It can be dropped into the chart as a new
position fix.
With just another click the own ship symbol which is shown in the chart is shifted to this
new position fix. Precondition is that the position sensor input has been set in advance to
Manual DR (dead reckoning) or in case all sensors have failed, it may be already active in
this mode.

The procedure is as follows:

1. Move the cursor to the first landmark in the
chart. With MORE (right-click) open the
context menu. Select the entry Create
LOP.
2. A line starting at the landmark with zero
degree is shown. Draw the line with the
cursor to the bearing which has been taken
by optical means (i.e. 208 degree as shown
in the first screenshot above).
3. Do the same with a second landmark.
4. Open the LOP expander from the ECDIS sidebar as shown to the right. The two bearings
have been filled in already in line 1 and in line 2.
5. Select either LOP 1 or LOP 2 in the top line (see red arrow) and click to Adjust to open
the Set Line of Position window for LOP 1 or LOP 2. Adjust the bearing and the posi-
tion of the lighthouse if not precise enough. Click to the Set button in the bottom line.
The adjusted values are taken over into lines 1 and 2 of the above LOP expander.
6. .The LOP expander is now showing the
resulting position fix. Click to the Drop Pos
Fix button to drop a user symbol for posi-
tion fix in the chart. In the above screenshot
from the chart this position fix is marked
with the number 1012.
7. Switch over the position sensor input to
Manual DR as shown in the previous
chapter.
8. Click to Set DR Origin in the LOP
expander to shift the own ships position to
the new position fix. The own ship symbol in
the chart moves accordingly as shown to the right.

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Operating Instructions 6. LOP - Lines of Position

6.3 LOP - Known Bearing at two Times

The ship is sailing with known and
constant speed and course. The true LOP 2
bearing 1 of a fixed object with
known landmark (i.e. a lighthouse) is
taken and entered into the system
(marked with LOP 1 in the screen-
shot). LOP 1*

After a while the true bearing 2 of

the same landmark is taken again.
Due to the fact that the ship’s position
has changed, the true bearing does
now have another value (marked with LOP 1
LOP 2 in the screenshot).
Now the base line LOP 1 is shifted in
parallel along the track the ship has
been made.
The intersection point of the new base line (LOP 2) and the shifted (transferred) base line
(LOP 1*) is the actual position of the ship.

The procedure is as follows:

1. Move the cursor to the first landmark in the
chart. With MORE (right-click) open the
context menu. Select the entry Create
LOP.
2. A line starting at the landmark is shown.
Draw the line with the cursor to the bearing
which has been taken by optical means (i.e.
124.9 degree as shown here).
3. Wait during the ship is sailing an appropriate distance.
4. Open the LOP expander from the ECDIS sidebar as shown to the right. The first bearing
has been filled in already in line 1.
5. Select LOP 2 from the top menu line (see red arrow).
6. Move the cursor again to the landmark in the chart. With MORE (right-click) open the
context menu. Select the entry Create LOP. Draw the line with the cursor to the new
bearing (here 157.3 degree).
7. Click to the check box LOP 1 to activate the transfer of the line. The transferred line is
shown in the above screenshot from chart and marked with 10:15 TPL.
8. The LOP expander is now showing the resulting position fix. Click to the Drop Pos Fix
button to drop a user symbol for position fix in the chart. In the above screenshot this
position fix is marked with the time 10:15.
9. Click to Set DR Origin as described in the previous chapters to shift the own ships posi-
tion to this new position fix. Please have in mind, that the ship might have travelled in
the meantime again a considerable distance as shown in the above screenshot.
 After transferring the LOP, user cannot adjust any LOP anymore (the adjust button is
grayed out and disabled).
 Please note that the time for LOP 2 must be always later than the time for LOP 1.
The ship travels from setting of LOP 1 to setting of LOP2 and not the opposite direc-
tion. It is not possible to adjust the time otherwise.

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6. LOP - Lines of Position Operating Instructions

6.4 Further Hints on Lines of Position

Difference between position drop fix symbol and intersection point

Position fix
Base line #2 Base line #1
1342
LOP 1
LOP 2 1342
1342 EP

After having clicked on Drop Pos Fix, the calculated position is displayed on the screen by
means of a symbol and additional information.
It may happen that the symbol of the position fix is not displayed at the same position as
the intersection of the base lines.
This is not a fault! The base lines are displayed as straight lines within a Mercator
projection. But in reality, they should be displayed as slight curves, with a radius
depending on the actual geographical position of the ship. The calculation of the Drop
Position Fix takes this fact into account and may deliver a slightly different position than
the graphical method does.
The more northern or southern the ship’s position is, the more different are the calculated
and graphically determined positions.

Useful Information:
The position data from LOP 1 is automatically copied into the LOP 2-tab after Set has been
clicked, the position data from LOP 2 is automatically copied into the LOP 3-tab after Set
has been clicked. This makes it easier to work with the data, especially when using trans-
ferred base lines.
Clicking on Reset on LOP 1 erases all data in all tabs, clicking on Reset on LOP 2 erases
data in LOP 2-tab and LOP 3-tab. Clicking on Reset on LOP 3 erases data only in LOP 3.
All actions taken with respect to LOP are stored in the voyage recording.

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Operating Instructions 7. OBD - Optical Bearing Device

7. OBD - Optical Bearing Device

The Optical Bearing Device (optional tool for ECDIS) function is similar to the LOP function
as described in the previous chapter, but here the bearing value is not entered manually but
taken over from an optical bearing device. This function is available only as an option to the
ECDIS application.
Up to three optical bearing devices (OBD) can be connected to the Platinum system. They
are typically placed in the port wing, in the center and in the starboard wing. The correct
position of each device in relation to the CCRP has been configured during installation. As a
result all bearings taken with these devices are converted to the CCRP.
The principle of operation is that a bearing is taken of a visible object (which is shown in
the ECDIS as well), and the fix button at the OBD is pressed. In that instant a message is
sent to the Platinum system with OBD number and bearing value. The received data are
shown in the OBD LOP lines (see below screenshot).
By pressing the fix button again at the same or another OBD the next line is filled with data.
If the received data are not correct, just press the Clear button and redo.
If the box in front of the data line is checked, the data are visualized in the ECDIS as well.
Two methods based on fixed objects in the vicinity of the own ship (i.e. light-houses, land
marks) are available:
- Cross Bearing (two or three bearings) to two or three known landmarks
- Transferred Base Line to one known landmark

The Optical Bearing Device Menu

One or more Click to transfer the appro-

OBD can be priate base line.
chosen for
display
Click to reset data of the
Check the box selected LOP.
to display the
LOP in the
chart. If --.-° is Sets the position fix (button active
displayed, take only if data have been entered in the
a bearing first. fields above).

Use calculated position data for Dead

Indication of the Reckoning.(Button active only in case
calculated ship’s the position sensor is set to Manual
position DR.

Fig. XII-15 Optical Bearing Device Menu

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7. OBD - Optical Bearing Device Operating Instructions

7.1 OBD - Known Bearing to two Landmarks

From the ship’s bridge,
the true bearings 1
and 2 of two fixed
objects with known
position, i.e. oil plat-
form and buoy, are
taken with the OBD
(Cross Bearing).
They are automatically
entered into the Plat-
inum system and
shown in the chart as
bearing lines.
In the example to the
right one line has been
taken at 15:59, the
second one at 16:00.
The intersection point
is showing the position Fig. XII-16 OBD - Bearing of 2 Land-
of your own vessel (of
the CCRP) in the chart.
It can be marked as a new position fix (here with 16:00).
If a manual position input is required (i.e. all sensors failed) it takes just another click to set
this position as a starting point for dead reckoning.
 If the two base lines intersect in a rather acute or flat angle, a third fixed object with
its base line can be added.
 If the time between taking the two bearings is longer (one or more minutes) it is
recommended to check the Transferred LOP 1 box to take into account the traveled
distance.

The procedure is as follows:

1. Take two bearings with the OBD and
open the OBD expander if not open yet.
2. The two bearings have been filled in
already automatically in line 1 and in
line 2 as shown in the right screenshot.
3. The bottom line is showing the
resulting position fix.
4. Click to the Drop Pos Fix button to
drop a user symbol for position fix in
the chart. In the above screenshot this
position fix is marked with the time
16:00 and EP (ensure that chart
presentation settings include little or more text).
5. If required, switch over the position sensor input to Manual DR as shown in the
previous chapter.
6. Click to Set DR Origin in the OBD expander to shift the own ships position to the new
position fix. The own ship symbol in the chart moves accordingly.

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Operating Instructions 7. OBD - Optical Bearing Device

7.2 OBD - Known Bearing at two Times

The ship is sailing with
known and constant
speed and course. The LOP3
true bearing 1 of a fixed
object with known land-
mark (here harbor LOP1
entrance mark) is taken LOP2
with the OBD.
After a while the true
bearing 2 of the same
landmark is taken again.
Due to the fact that the
ship’s position has
changed, the true
bearing does now have
another value (marked
with LOP 2 in the screen-
shot).
Now the base line LOP 1
is shifted in parallel along
the track the ship has
been made (Transferred
Base Line).
The intersection point of
the new base line (LOP
2) and the shifted (trans-
ferred) base line (LOP 3)
is the actual position of Fig. XII-17 OBD - Bearing at 2 Times
the ship.

The procedure is as follows:

1. Take two bearings with the OBD and open the OBD expander if not open yet.
2. The two bearings have been filled in already automatically in line 1 and in line 2 as
shown in the right screenshot.
3. Check the Transferred LOP1 box.
4. The bottom line is showing the resulting position fix.
5. Click to the Drop Pos Fix button to drop a user symbol for position fix in the chart. In
the above screenshot this position fix is not marked with time and EP (if required set
chart presentation settings to little or more text).
6. If necessary, switch over the position sensor input to Manual DR as shown on
page 451.
7. Click to Set DR Origin to shift the own ships position to this new position fix. Please
have in mind, that the ship might have travelled in the meantime again a considerable
distance as shown in the above screenshot.

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7. OBD - Optical Bearing Device Operating Instructions

7.3 OBD - Shifting the Bearing Lines

If the bearing lines taken with the OBD are not matching the landmarks in the chart, these
bearing lines have to be shifted in parallel to hit the landmarks. In that case the resulting
position fix is not matching the ships position in the chart. A correction of the ships position
can be achieved by switching over to dead reckoning and taking over the position fix as DR
origin.
The procedure is as
follows:
1. Take two bearings to handle
two different naviga-
tional marks (here oil
platforms) with the
OBD and open the OBD BL1
expander if not open
yet.
2. The two bearings have
been filled in already
automatically in line 1
and in line 2 of the BL2
menu.
3. Click to the first bearing
line to activate it (here
BL1).
4. Pick-up the small
handle shown and shift
the bearing line until it
hits the navigational
mark in the chart (Prod
G14-B) as shown in the
screenshot below.
5. Click to the second
bearing line to activate
it (here BL2). BL1
shifted
6. Pick-up the small
handle shown and shift
the bearing line until it
hits the navigational
mark in the chart (Prod BL2 shifted
G16a-B) as shown in
the right screenshot.
7. Click to the Drop Pos
Fix button to drop a
user symbol for position
fix in the chart (here
marked with EP and the
time 09:05).
8. If required set DR origin
Fig. XII-18 Shifted Bearing Line
as shown on the next
page.

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Operating Instructions 7. OBD - Optical Bearing Device

7.4 OBD - Set DR Origin

If the ships position as determined by the navigation sensors differs significantly from the
resulting position fix taken by OBD (i.e. due to a sensor failure), switching over to dead reck-
oning can be used.
The procedure is as
follows: click here
1. Click to the small
triangle in the
Position WGS84
group and select
Manual DR for
dead reckoning.
2. Click to Set DR
Origin in the
OBD menu as
described in the
previous chapters
to shift the own
ships position to
this new position
fix.
3. The resulting situ-
ation is shown in
the screenshot to
the right. The own
ship symbol
matches the posi-
tion fix.
4. It is important to
update the dead
reckoning in short
intervals and to Fig. XII-19 OBD - Set DR Origin
rectify the naviga-
tion sensors.

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8. Speed and Distance Indicator Operating Instructions

8. Speed and Distance Indicator

In former times most vessels had a distance log which was connected to the speed log to
calculate and visualize the sailed distance. Some speed logs, i.e. Doppler logs provided an
integrated indication of the sailed distance. Today class notations like DNV require a speed
and distance indicator at the monitoring workstation and it should reflect the actually used
speed mode, either water or bottom track. Due to the fact that the space for separate indi-
cators such as log operating panels is limited at the workstation, an integrated solution as
part of the navigation tool set is provided.

Fig. XII-20 Speed and Distance Indicator

Select the entry Speed and Distance from the NAVIGATION TOOLS bar to open the corre-
sponding menu as shown above.
It provides two speed indicators, one for speed through water (STW) and one for speed over
ground (SOG). Both are showing longitudinal speed and in addition the transversal
speed at bow and stern (calculated with ROT or from a separate sensor).
The sailed distance over ground and through water is logged by two trip counters 1 & 2
automatically, initialization or switch-on is not required. Each of the two counters shows the
sailed distance through the water and over ground. Each of the two counters can be reset
separately.
In the example above trip counter 1 shows a sailed distance of 803.1 NM through the water
and 849.6 NM over ground. Trip counter 2 has the same values.
The speed and distance menu is available at all Platinum workstations as part of the ECDIS
and RADAR application and in addition available in the CONNING application. All speed and
distance menus are showing the same data, there is one pair of trip counters 1 & 2 for a
vessel only.
A reset from any workstation will reset one of these two counters.

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NAVIGATION SYSTEM Platinum NAVIGATION TOOLS & DISPLAYS
Operating Instructions 9. Navigation Displays

9. Navigation Displays
Under the heading of navigation displays a number of small instruments is summarized
supporting the OOW in his navigational tasks. In general these displays are showing a data
copy of approved nautical equipment each coming along with its own user interface.
CAUTION
Please make yourself familiar with the actual installation of equipment on-
board, and if in doubt of a reading from the below navigation displays refer
to the main operating unit of the corresponding equipment.

9.1 Depth Display

Select Depth from the Display group in the
Tools Bar.
The menu as shown to the right will appear. It
shows the history of depth below keel over the
last 10 min. in graphical form.
Further on the actual depth below keel (DBK)
is displayed.
If more than one sources for the depth are
available the desired sensor can be selected
by a click to the small arrow after the text
Depth in the diagram.

9.2 Under Keel-Clearance Fig. XII-21 Depth Display

Display
Select UKC Display from the Display group in
the Tools Bar.
The menu as shown to the right will appear.
It shows the remaining Under-Keel-Clearance
in graphical form over the entire ship length,
here 300 m.
Ensure that correct draught values have been
entered before. Correct by a click to the small
arrow after the Aft and Fore values.
If more than one sources for the draught are
available the desired sensor can be selected
by a click to the small arrow after the text
Draught in the diagram. Here manual input is
selected. Fig. XII-22 UKC Display

 The use of aft depth sensor for positive trim conditions and the use of fore depth
sensor for negative trim conditions are recommended to calculate the best under keel
clearance.

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9. Navigation Displays Operating Instructions

9.3 Weather Display

Select Weather from the Display group in
the Tools Bar.
The menu as shown to the right will appear. It
presents the actual values for air and water
temperature, for humidity and air pressure,
and the dew point. In addition the history of
the air pressure is shown for the last two
hours.
There are no settings possible.

9.4 Wind & Current Display Fig. XII-23 Weather Display

Select Wind & Current from the Display
group in the Tools Bar.
The menu as shown to the right will appear. It
shows the own ship symbol with true heading.
The wind direction is represented by a yellow
arrow the direction of current by a blue arrow.
Set the direction to REL or T by a click to the
small arrow after the value for direction.
Set the speed to kn or m/s by a click to the
small arrow after the value for speed.
Choose another wind sensor by a click to the
small arrow after the wind sensor text label,
here Wind 1 FWD.
Fig. XII-24 Wind/Current Display

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Operating Instructions 10. ODD - Optical Detection Device (optional)

10. ODD - Optical Detection Device (optional)

The Optical Detection Device (ODD - optional tool for RADAR) function provides control of a
camera or any other sensor which shall be focused on a tracked ARPA or AIS target or on
a fixed position. This function is available only as an option to the RADAR application.
One optical detection device can be connected to the Platinum system. It is typically placed
in the port wing, at the bow or at the starboard wing. The correct position of the device in
relation to the CCRP has been configured during installation. As a result all bearings sent to
this device are corrected in relation to the mounting position of the device on-board.
The principle of operation is that the operator is taking a bearing of an ARPA or AIS target
or a fixed position, which is shown in the RADAR, and a control button in the ODD menu
is pressed. In that instant a message is sent to the ODD with the corrected bearing value.
This value is used by the ODD to focus the target or the fixed position. If the vessel or the
target or both are moving, the message to the ODD is updated automatically.

Open the Tools Bar and click to ODD - Optical Detection Device.
As a result, the ODD symbol is set in
the PPI around own ship's position. At
the same time, the ODD dialogue
appears in the bottom sidebar.
Shift the ODD symbol to a tracked
target or a fixed position. In the screen-
shot to the right the symbol has already
been shifted to a tracked target.
Select in the ODD menu if a target, as
shown here, or a position shall be
focused.
Now the distance and bearing and also
the LAT/LON values of the focused
target or position are shown.
Deactivate the Show Symbol check
box if necessary, i.e. if the symbol is
shading important chart information.
Set the master check box to fetch
control from another workstation.
Fig. XII-25 ODD - Optical Detec-
tion Device

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11. Night Vision Camera System (optional tool) Operating Instructions

11. Night Vision Camera System (optional tool)

The NAVIGATION Platinum system can be
complemented with a night vision system
M-400XR from FLIR. The night vision
system interface has to be configured
during commissioning and the corre-
sponding hardware from FLIR has to be
connected.
The FLIR M-400XR offers two separate
sensors:
- Infrared sensor with 640 × 480 pixels
(referred as IR)
- HD Color camera for daylight and long
range (referred as DLTV)
- LED spotlight with tight-beam
Each sensor has its own main lens with
variable zoom. The thermal camera has a
4x optical zoom, the daylight camera has
a 3x optical zoom. Both sensors are
movable by a pan & tilt unit. Panning can
be done continuously, tilting is limited to
-90° and +90°. A separate hardware
joystick for pan/ tilt control is installed Fig. XII-26 Night Vision Camera
with the camera.
In addition the FLIR system has an active gyro-stabilization and a radar tracking function.
Further-on an integrated video tracking can lock onto and follow objects based on their
shape within its field of view.
The camera is installed in a rugged, waterproof, gimbal enclosure with automatic window
heaters to keep the image clear, while gyro-stabilization ensures steady viewing in heavy
seas.

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Operating Instructions 11. Night Vision Camera System (optional tool)

11.1 System Overview

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Fig. XII-27 System Diagram of Integrated Navigation System with Night Vision
Subsystem FLIR

The Night Vision Subsystem MX-400 from FLIR comprises components as follows:
1. Camera for IR and daylight with LED beamer (top left corner of above diagram).
2. Joystick to control pan & tilt of the camera (bottom left corner of above diagram).
3. PoE Switch (Power over Ethernet) to connect 1) & 2) and to distribute 24 V to the
joystick.
4. Firewall (optional) to connect the camera with the integrated navigation workstations.
5. Ethernet Switch to distribute the camera signal to up to four workstations directly.
Four network cables are used to connect the switch to four different workstations on-board.
Any Platinum workstation can be configured for FLIR IR operation. The video stream in
H.264 or MPEG-4 Pt.10 format is fed into the workstation by a separate Ethernet card. The
standard workstation comes along with two network cards for Platinum network one and
two. For FLIR IR operation a third card has to be added. The video signal and the navigation
data are completely separated by using different networks.

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11. Night Vision Camera System (optional tool) Operating Instructions

11.2 Basic Operation and Video Target Tracking

The FLIR application is started
automatically during Platinum
system start and executed in the
background on those workstations
which have been configured for
FLIR operation during system
commissioning.
Choose one of these configured
workstations, i.e. MFD 3 or 4 from
the system diagram on the
previous page, to change to Plat-
inum Super Home page.
Click to IR Camera to change
over to the CONNING application
with integrated camera view.
Click to Connected in the top of
the menu to connect the camera to
your workstation.
Click to Toggle Camera to switch
between the IR camera and the
daylight camera picture.
The camera distributes both
videos, the IR and the daylight
video all the time to all worksta-
tions. Each workstation can be set
individually either to IR or daylight
video.
Click to Master to get control of
the pan & tilt and zoom function of
the camera.
Use the four arrows to move the
camera up/ down or left/ right.
One workstation only can control
the camera at a time. If another
workstation shall take over control,
the Master check box has to be set
there.
A manual movement with the
virtual joystick will always stop the
NMEA or video-tracking.
Enabling one of the tracking modes
will always disable the previous Fig. XII-28 Night Vision System -
tracking mode. basic Operation

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Operating Instructions 11. Night Vision Camera System (optional tool)

11.3 Tracking of Video Objects

The camera pan & tilt is
controlled by the camera
itself, trying to follow a
target with a certain shape.
Zoom can always be
adjusted manually.
The video tracker is working
in 3 Stages:
1. Off
2. Acquire - a box appears
in the video, the object
inside the box is tracked
in the engage state
3. Engage - the object is
followed, if the object is
not visible due to occlu-
sion or to fast move-
ment, the cameras tries
to find the object again.
If it fails to find the
object in a time of 10
seconds, the camera will
go back to Acquire
state.
Click to Engage Tracking
to activate automatic target
tracking either for an IR
target or a daylight target.
Tracking is possible if the Fig. XII-29 Night Vision System - Video Object
target is clearly visible on Tracking
the screen and provides a
sufficient contrast against the background.
A men in front of a warm or even hot vehicle, engine, etc. can not be tracked by the IR
camera but perhaps by the daylight camera.

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11. Night Vision Camera System (optional tool) Operating Instructions

11.4 Tracking of RADAR or AIS Targets

Fig. XII-30 Night Vision System - AIS Target Tracking

If not done already, go back to Super Home as described before and start the IR camera
application.
Once it is opened, click to Connected in order to connect this workstation to the camera.
Select an AIS or RADAR target from ECDIS or RADAR application and acquire it as a target.
Right click to the acquired target opens the context menu with an entry for the camera and
sub-entries for pointing the camera to a RADAR or AIS target or for tracking a RADAR or
AIS target.
Select Track ... target name (in the above screen shot it is the MMSI number).
Now the camera follows the RADAR or AIS target data which are received via network by
using the NMEA TTM protocol. The zoom is automatically adjusted to the range of the target
so that a width of the viewing field of 200 meters at the location of the target is achieved.
It is not necessary to set this workstation as a Master, the Master token is automatically
drawn from any other workstation when target tracking is activated.
With NMEA TTM tracking enabled, a new check-box in the FLIR tool-bar appears below the
zoom slider. The check-box is labeled “Auto-Zoom” and initially checked.
When “Auto-Zoom” is checked, zoom is controlled by the NMEA TTM Tracker. Manual
zooming is not possible (slider disabled). When “Auto-Zoom” is unchecked, manual zooming
is possible. At the same time pan & tilt are still controlled by the NMEA TTM Tracker.
The Point Camera here function is available with ECDIS or RADAR. Right click on any posi-
tion in ECDIS or RADAR to open the context menu. Select the menu item "Point IR Camera
here" will adjust Pan, Tilt and Zoom once to look at the requested coordinate.

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Operating Instructions 11. Night Vision Camera System (optional tool)

11.5 Hardware Joystick Control - Quick Guide 1

In addition to the remote functions from RADAR or ECDIS workstation as described on the
previous pages the night vision system can be controlled as well from the hardware joystick.
The functions are shown in the quick guide part 1 and 2 as shown below:

PŽǁĞr ƵƩŽŶ MENU ƵƩŽŶ

‡ Press to diŵ JCU II ‡ Press to eŶable
display oŶ-screeŶ ŵĞŶƵ
‡ Press ĂŶd hold to ǁĂŬe ‡ Press to Ğdžŝƚ ŵeŶu
ĐĂŵĞƌĂ or ĞŶƚĞƌ power
ŵĞŶƵ
LCD ŝƐƉůĂLJ
‡ Displays JCU ŝŶĨŽ ĂŶd
SCENE ƵƩŽŶͲ/Z power ŵĞŶu opƟŽŶƐ
‡ Press to ĐŚĂŶge sceŶe ‡ Use ũŽLJƐƟĐŬ to ŝŶƚeract
ƐĞƫŶgs

HOME BuƩŽŶ
‡ Press to returŶ to
DĂŶƵĂů&ŽĐƵƐƵƩŽŶƐ ŚŽŵe posiƟoŶ
+ Focus farther away dǁŝst ‡ Press ĂŶd hold ƵŶƟů
- Focus closer ŚŽŵe ŝĐŽŶ ŇĂshes to
&ŽƌĞ
store ŶĞǁ ŚŽŵe

Ō
COLOR BuƩŽŶͲ/Z CAMERA ƵƩŽŶ
‡ Press to select ĂĐƟǀĞ
‡ WƌĞƐƐƚŽĐŚĂŶŐĞƉĂůĞƩĞ
ĐĂŵĞƌĂ
‡ WƌĞƐƐĂŶĚŚŽůĚƚŽ
ĐŚĂŶŐĞƉŽůĂƌŝƚLJ

:ŽLJƐƟĐŬ sŝĞǁ/WĚĚƌĞƐƐ
dŽ DĂŶaŐe Camera ‡ WƌĞƐƐĂŶĚŚŽůĚK>KZďƵƩŽŶ
‡ Twist to njŽŽŵ ĐĂŵĞƌa ǁŚŝůĞƉƵƐŚŝŶŐũŽLJƐƟĐŬĨŽƌǁĂƌĚ
‡ Push ĨŽƌĞͬĂŌ to Ɵlt ĐĂŵĞƌa ‡ /WĂĚĚƌĞƐƐŽĨƚŚĞ:h//ĂŶĚ
‡ Push leŌ or right to rotate ĐĂŵĞƌa ƚŚĞŶƚŚĞĐĂŵĞƌĂǁŝůůďĞ
dŽ EĂǀŝŐĂte KŶͲ^ĐƌĞeŶ MeŶƵƐ ƐŚŽǁŶŽŶƚŚĞ>ĚŝƐƉůĂLJ
‡ PuƐŚůĞŌͬƌŝŐŚƚͬƵƉͬĚŽǁŶƚŽŚŝŐŚůŝŐŚƚŵĞŶƵŝƚĞŵ
‡ WƵƐŚƌŝŐŚƚũŽLJƐƟĐŬďƵƩŽŶƚŽƐĞůĞĐƚŵĞŶƵŝƚĞŵ
‡ PuƐŚůĞŌͬƌŝŐŚƚƚŽĐŚĂŶŐĞŶƵŵĞƌŝĐǀĂůƵĞ
‡ WƵƐŚƌŝŐŚƚũŽLJƐƟĐŬďƵƩŽŶƚŽƚŽŐŐůĞƐǁŝƚĐŚ
‡ WƵƐŚůĞŌũŽLJƐƟĐŬďƵƩŽŶƚŽĞdžŝƚĐƵƌƌĞŶƚŵĞŶƵŝƚĞŵ
dŽ EĂǀŝŐĂte JCU LCD MeŶƵ
‡ Push ĨŽƌĞͬĂŌ to scroll ƵƉͬĚŽǁŶ
‡ Push ůĞŌũŽLJƐƟĐŬďƵƩŽŶto select ŵeŶu iteŵ

432-0012-00-11 Rev 110, July 2016

Fig. XII-31 Night Vision Camera - Joystick Control 1

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NAVIGATION TOOLS & DISPLAYS NAVIGATION SYSTEM Platinum
11. Night Vision Camera System (optional tool) Operating Instructions

11.6 Hardware Joystick Control - Quick Guide 2

ĐƋƵŝƐŝƟŽŶ ŽĂƐƟŶŐ

ĞĨĂƵůƚhƐĞƌƵƩŽŶƐ
‡ User 1 - Autofocus
‡ User 2 - H-V Stab
‡ User 3 - Spotlight

dƌĂĐŬŝŶŐ
ŶĂďůĞsŝĚĞŽdƌĂĐŬŝŶŐ
‡ WƌĞƐƐƌŝŐŚƚďƵƩŽŶ
‡ hƐĞũŽLJƐƟĐŬƚŽĐĞŶƚĞƌ
sŝĚĞŽdƌĂĐŬŝŶŐ ƚĂƌŐĞƚŝŶŐĂƚĞ
‡ WƌĞƐƐůĞŌďƵƩŽŶ͕ ‡ WƌĞƐƐƌŝŐŚƚďƵƩŽŶ͕
ƚŽĚŝƐĞŶŐĂŐĞƚƌĂĐŬŝŶŐ ƚŽĞŶŐĂŐĞƚƌĂĐŬŝŶŐ
ĂŶĚĞdžŝƚƚƌĂĐŬŝŶŐŵŽĚĞ

Fig. XII-32 Night Vision Camera - Joystick Control 2

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Operating Instructions 11. Night Vision Camera System (optional tool)

11.7 Settings
The following settings can be adjusted via the settings window:
1. IR Color Toggle - the coloring can be toggled between “gray, red, or fusion” (applies
only to IR).
2. IR Polarity Toggle - invert the coloring (warm areas are displayed with dark colors,
applies only to IR).
3. Auto Low Light Mode - set low light mode automatically (infrared cut off-removal), will
enhance the camera image when the image brightness is low (applies only to daylight
camera).
4. Gyro Stabilization - enable the mechanical stabilization of the PT unit.
5. Electric Stabilization - enable the electrical stabilization of the camera (applies only to
daylight camera).

Fig. XII-33 Night Vision Camera Settings

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12. NAVTEX (if connected) Operating Instructions

12. NAVTEX (if connected)

The NAVTEX receiver is a Narrow Band
Direct Printing (NBDP) device operating on
the frequency 518 kHz (some equipment can
also operate on 490 and 4209.5 kHz), and is
a vital part of the Global Maritime Distress
and Safety System (GMDSS). One example is
shown to the right.
It automatically receives Maritime Safety
Information such as Radio Navigational
Warnings, Storm/Gale Warnings, Meteoro-
logical Forecasts, Piracy Warnings, Distress
Alerts, etc. (full details of the system can be
found in IMO Publication IMO-951E - The
NAVTEX Manual).
Each message begins with a start of
message function (ZCZC) followed by a space then four B characters. The first, (B1), iden-
tifies the station being received, the second, (B2), identifies the subject i.e. Navigational
Warning, Met Forecasts, etc., and the third and fourth, (B3 + B4), form the consecutive
number of the message from that station. This is followed by the text of the message and
ends with an end of message function (NNNN).
The NAVTEX system broadcasts COASTAL WARNINGS that cover the area from the Fairway
Buoy out to about 250 nautical miles from the transmitter; the transmissions from some
transmitters can be received out to 400 nautical miles and even further in unusual propaga-
tion conditions.
Modern NAVTEX receivers include an INS port which is programmed to transfer the received
messages and its alarm messages optionally to an external system. The NAVTEX receiver
can be connected to the Platinum NAVIGATION System by means of its INS (Integrated
Navigation System) port, so these text messages and alarms can be made available on any
of the workstations (MFDs) in the Platinum system. The screenshot below shows the presen-
tation of received NAVTEX messages on the Platinum system.
For identification of the received
messages the above mentioned B-
characters are combined to a
message identifier (ID) shown in
the list of NAVTEX messages.

The identifier PB63 describes i.e. a

message from the NETHERLAND
COASTGUARD with a navigational
warning.

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Operating Instructions 12. NAVTEX (if connected)

12.1 Open the List of NAVTEX Messages

The NAVTEX message list
Click here to
is available from the open the
Tools bar. Click to the Tools list
TOOLS button next to the
Alarms menu to open the
bar.
1)
Click to the NAVTEX entry in the bar to open the list of received messages .

Message ID
generated by the
receiver

Message marker
Mark all messages,
which shall be
printed out (Print
Checked) or deleted
(Delete Checked).

Message date/time
This is the date/time
when the message
has been downloaded
from the receiver first

* = Marker for
NEW messages

Fig. XII-34 NAVTEX Message List

Click to Get Stored to download all stored messages from the NAVTEX receiver and display
them in the list.
Click to Show Message to display the complete text of the blue highlighted message. Any
other message can be highlighted just by clicking to the corresponding message line. The
message will be displayed in a new window. Close this window by a click to the small cross.
New message marker (*) can disappear only by three different action.
1. Click with MORE to the message line and select Mark as read.

1)The NAVTEX entry is shown only if a NAVTEX receiver has been configured during
commissioning.

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12. NAVTEX (if connected) Operating Instructions

2. Click with DO to the Show Message and then click Mark as read button.
3. Click with MORE to the message line and select Print.
Click with MORE to the message line to mark all messages as read, print, delete, check all
or uncheck all messages.

 NAVTEX Message List is synchronized among all MFDs. Therefore, message dele-
tion in one MFD will change the NAVTEX Message List in other MFDs. In addition,
after rebooting the MFD, it will have the same NAVTEX Message List as other MFDs
have.

12.2 Acknowledge a Warning from NAVTEX Receiver

A NAVTEX receiver can send specific warnings and cautions to the connected Platinum NAVI-
GATION System system (see also page 802).
.Any of these NAVTEX warnings and cautions is listed in
the Platinum NAVIGATION System alarm list. Warnings
can be acknowledged from there (if the NAVTEX receiver
is connected bi-directional). The acknowledgment is sent
back to the NAVTEX system and is stopping the alarm
horn at the NAVTEX receiver.
The NAVTEX alerts can be switched off individually at the
Platinum system. Open the list of SETTINGS, click to
NAVTEX Alerts and choose the required warnings.
In addition the Platinum NAVIGATION System generates a caution called "NAVTEX New
Message" if any message (one or more) from the NAVTEX receiver has been received. It
shows the operator that new information is available from the NAVTEX system.

12.3 NAVTEX Settings

In general the NAVTEX receiver is designed for a fixed and predefined service. A few
settings are available for viewing only by the Settings button. Click to this button for
access to the following parameters:

Frequency Select one of the three available RX frequencies to view the available settings in
NAVTEX operation. The standard frequency is 490 kHz. This will not change the
receiver frequency.
Stations They are identified by a letter A to Z.
Messages The message type is identified again by letters A to Z.

 Press Get Stored button to store the messages from the receiver on the NACOS Plat-
inum. It is recommended to wait until all messages of one frequency to be stored and
then press Get Stored button for the next frequency.

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Operating Instructions 12. NAVTEX (if connected)

Get the stored

messages from the
receiver.

Fig. XII-35 NAVTEX Receiver Settings

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13. Current Prediction (optional tool) Operating Instructions

13. Current Prediction (optional tool)

The MULTIPILOT Platinum can be improved by an optional tool for current prediction. It
predicts precise current data for a certain sea area derived from the moon phase and from
oceanographic weather data. The coverage is worldwide. This tool is based on an additional
SW package and periodically updated current and weather data. The update scheme is
similar to ECDIS.
If the current prediction tool is activated, an additional
entry is available in the Tools bar. Open the Tools bar
(red arrow) and click to the Current Prediction entry.
The current prediction menu is opened in the bottom
left area of the screen. It provides the following func-
tions:

Click to Select File to open a GRIB file

Activate Auto select if current with
data according to your actual
ship position shall be loaded for

Click to Show Info to view details

about

Interpolate between two time sets of

current data, i.e. between 12:30 and
13:00 UTC, or

Current data along an

active route

Each data point

comprises the time,
here 12:00 UTC, a
symbol according to
the
size of current and to
the direction and the
value in knots.

Click to Show
Symbols and/or

Fig. XII-36 Current Prediction with Imported GRIB Files

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Operating Instructions 14. METOCEAN Data (optional tool)

14. METOCEAN Data (optional tool)

The Platinum system can be
configured to display meteorolog-
ical and ocean data (METOCEAN).
The overlay provides actual,
historic and predicted data for air
pressure, wind, sea state, and
current.
Entry - If the tool is configured,
the top line for the selection of
the four METOCEAN layers is
always visible in a semi-trans-
parent mode (see screenshot on
top right).
Layers - Click this button to open
the menu and activate the display
of the four items as required. Close the Layers selection to keep the chart area clear. Acti-
vate those items only which are really required for the nautical task.
Show Values - Activate these boxes for wind and current to
see in addition to the symbol the corresponding values as
shown to the right (wind on left and current on right side).
The figures 1200 and 2100 are indicating the time (12:00 and
21:00) and 10.9 kn and 0.9 kn are indicating the strength of
wind and current.
Air Pressure and Sea State - Switch the range
of your ECDIS or RADAR PPI to a larger scale (100
NM) to see air pressure lines and sea state areas.
Move the cursor to one of the air pressure lines to
see the corresponding value in a tool tip. The same
applies to the sea state areas. Á deeper red
coloured area indicates higher sea states.
Previous, Now and Next - Use the Prev and
Next buttons in the top line to see historic or
predicted data. The indication of date and time in
the top line changes accordingly. Click to Now to
go back to actual values. The example shows an
actual value for 03:00 of 2.0 kn and a predicted
one for 06:00 of 1.0 kn (here for comparison in
one screenshot).
Info - Click these buttons to see details of the
applied GRIB file with METOCEAN data. The selec-
tion of the most appropriate file is automatically
done depending on actual scale and geographical
area.

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14. METOCEAN Data (optional tool) Operating Instructions

14.1 Tool Tip with METOCEAN Data

Air Pressure Tool Tip -
Select air pressure from the
layers menu to display the
blue air pressure lines as
shown to the right.
Move the cursor over one of
the lines to see information
about the pressure related
with this line.
Other active items, e.g. sea
state as shown here, are
displayed as well in the tool
tip. The pressure is indi-
cated in hPascal, here 1012
hPa.

Current and Wind Tool Tip -

Select current from the layers
menu to display the orange
current symbols as shown to the
right (or the blue wind symbols).
Move the cursor over one of the
symbols to see information about
the data related with this location.
The tool tip for wind is similar.

Sea State Tool Tip - Select sea

state from the layers menu to
display the red areas as shown to
the right.
Move the cursor over one of the
areas to see information about the
sea state related with this loca-
tion.

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Operating Instructions 14. METOCEAN Data (optional tool)

14.2 Manage Update of GRIB Files

GRIB (GRIdded Binary or General Regularly-distributed Information in Binary form) is a data
format commonly used in meteorology to store historical and forecast weather data. It is
standardized by the World Meteorological Organization's Commission and widely used for the
distribution of weather data in shipping.
Open the Manage
Update menu from
the list of
SETTINGS.
Check and if
required select the
update period for
each of the GRIB
Files.
Depending on the
kind of data the
period is typically
every hour, every
6 or 12 hours,
daily or weekly.
The update menu
as shown to the
right comprises
four sections, one
for current, for
wind, air pressure, and sea state.
In this case the section about current has eight different GRIB files, the other sections have
one file only. If the cursor is moved over one file entry line, a sub menu opens with addi-
tional information.
Set the period and close the menu again, files are updated automatically now.
 The most comprehensive data are those for current. The typical file size for a local
area like English Channel is 30 MB. Files for air pressure, wind, and sea state cover
larger areas up to worldwide coverage and the size for each is again about 30 MB. If
daily update is selected, the related data rate is 100 MB and more. Communication
costs should be monitored.

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15. Helicopter Guidance (optional tool) Operating Instructions

15. Helicopter Guidance (optional tool)

Open the Tools Bar and select HELO to display

a predefined safe landing path for monitoring
the approach of a helicopter.

The landing path is defined by a triangle of 20° (10° to each side of the center line) and a
fixed length of 2.0 NM. The center line is marked every 0.5 NM. The landing path is rotat-
able around a fixed pivot point, typically the center of the landing area. This pivot point is
defined during system commissioning.
The orientation of the helicopter landing path can be set by the operator to any value either
relative to own ship or true to north.
The default value is minus 180 deg or 0 deg relative. It depends on the location of the pivot
point.
If the pivot point is in front of the CCRP (conning position at the bridge), it is assumed that
the landing area is at the bow, and the HELO is approaching from 0 deg relative.
If the pivot point is after the CCRP, it is assumed that the landing area in the back, and the
HELO is approaching from minus 180 deg relative.

2 NM

Fig. XII-37 HELO Ship Controlled Approach

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Operating Instructions 15. Helicopter Guidance (optional tool)

15.1 Basic Operating

- Open the HELO expander and switch-on by means of the check box the presentation
of the landing path.
- The landing path is shown with the default bearing and length.
- Click the triangle right of the bearing indication to enter another bearing for the
approach.
- Select True or Relative bearing by means of the drop down-menu. The default setting
is relative bearing (R).

15.1.1 Identify the Helicopter

In the first step identify the helicopter radar and/or AIS
target on the radar screen. Keep in mind that it might not AIS Standard
be visible for the radar if the helicopter is still flying high
(above 500 m).
AIS SAR
 Some helicopters especially the SAR helicopters are
fitted with a maritime AIS transponder where the
ship type has been set to SAR aircraft. In this case
instead of the standard AIS symbol the AIS SAR
Fig. XII-38 SAR Heli-
Aircraft symbol is shown. It is oriented in the direc-
tion of the COG of the aircraft. The length of the
symbol is about 6 mm.

15.1.2 Adjust the HELO Landing Path

- Click on one of its lines to display the
handles.
- Afterwards, the bearing of the landing path
can be altered by drag and drop. The
distance values at the scale are always
presented in an upright position.
- As long as the path is dragged, the balloon
text shows the current bearing.
- Adjust the landing path.
- Choose True if the landing path shall remain
independent from further course changes of
the ship, i.e. if the HELO shall approach
against the wind.
- Choose REL if the landing path shall be
fixed against the ships superstructure, i.e.
the HELO shall approach from a certain
angle against ships heading (because other
directions are not suitable, the HELO would Fig. XII-39 Helicopter Landing
collide with ships superstructure). Path Handling

- Reset the check box to hide the HELO landing path again when the landing has been
finished.

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16. 3D Underwater Display (optional tool) Operating Instructions

16. 3D Underwater Display (optional tool)

16.1 Overview
A forward-looking sonar can be optionally integrated into the Platinum System. It is based
on the Argos Sonar System from FarSounder which is available in three variants, looking up
to 350, 500 or 1000 m. It detects underwater obstacles, shallows, and various "in-water"
targets up to ½ nautical mile in front of the vessel at operating speeds up to 18, 20 and
25 knots. The data are shown in a 3D display as a separate display of an ECDIS- or MULTI-
PILOT application. Alternatively, ECDIS and FarSounder display can be combined in a split
screen arrangement. The presentation updates in less than 2 seconds. The fast update rate
paints the entire 3D image with a single ping eliminating wait time. In addition, the system
is not limited by multi-path interference, roll/pitch, surface effects, and ship motion.

16.2 FarSounder Integration

The FarSounder system consists of the following modules:
1. FarSounder Transducer Module mounted into a hull opening
2. FarSounder Power Module installed next to the transducer at a bulkhead
3. FarSounder Server Computer running the FarSounder server software, either at the
bridge or in an electronic locker room, delivered as plug-and-play from FarSounder but
using the same computer HW as the Platinum workstations simplifying approval, mainte-
nance, and spare parts management
4. SonaSoft™ client software and separate network card to be installed on all Platinum
workstations which shall display the 3D FarSounder presentation
If more than one Platinum workstation (max. four workstations or MFDs possible) shall be
used for the 3D presentation, all MFDs need to be connected via a separate Gigabit network,
otherwise a direct connection between Server Computer and MFD may be used.
In any case a firewall separates Platinum from the FarSounder system. For more details
about installation please refer to the separate FarSounder Installation and Operating
Manual: ANC-D-0000-0276 FARSOUNDER Installation and Operating Manual.

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Operating Instructions 16. 3D Underwater Display (optional tool)

16.3 FarSounder Operating

Click to the Super Home button in
the bottom menu line.
Select the FarSounder entry under the
ECDIS menu. If there is no ECDIS menu or
no FarSounder entry, the FarSounder option
is not available on this workstation, choose
another workstation which is connected to
the FarSounder server.
The initial screen shows the ECDIS frame
with navigation sidebar and ECDIS header
line. The tab with the FarSounder applica-
tion is in foreground, the tab with the
ECDIS application is in background. Switch
between the two applications as required.
Both applications can be placed next to each other by a click to the
split screen button in the top right header line. Switch back again
to the full screen button.

CAUTION
Both, the FarSounder entry in Super Home as well as the FarSounder tab
of the application are marked with the indication non-IMO meaning that this
application is not IMO approved and must not be used if in doubt of the
navigational situation. In this case please refer back to the IMO approved
equipment like Radar or ECDIS or depth sounder.

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16. 3D Underwater Display (optional tool) Operating Instructions

16.4 FarSounder Hazard Indication

If an obstacle is detected by the
FarSounder system in the operating
range, a hazard area is indicated.
The system does not generate any
audible signal or send an alert
message to the Platinum alert
management system because it is not
used for primary navigation.
If in doubt about the actual track
please refer to the IMO approved
systems like ECDIS and radar.

Fig. XII-40 FarSounder Hazard Indica-

CAUTION
If an obstacle is detected, the FarSounder system does not generate any
audible signal or send an alert message.

If in doubt about the actual track please refer to the IMO approved systems
like ECDIS and radar.

16.5 Far Sounder Standard View

Click to the view entry in the top line
to switch from 3D to standard view
and back. The standard view is shown
to the right side and presents the
nautical scenario from a bird’s view.

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Operating Instructions 16. 3D Underwater Display (optional tool)

16.6 FarSounder Split Window

Click to the split window button in the top line to present the FarSounder application as well
as the ECDIS side by side. Use the single window button to get back to the full FarSounder
window or switch between ECDIS and FarSounder with the tabs in the top line.

Fig. XII-41 FarSounder Split Window

16.7 FarSounder Settings and Quality Indicator

Click to Processor Settings in the top line to set arc and range of the scan area and to set
the sensitivity.
Further settings deal with the view, 2D or 3D, the indication of a hazardous scenario, and
the use of color.

The quality indicator in the top line shows the signal quality and availability:
The Connected Icon shows that a valid signal is available and that the connection
is not broken.

The Disconnected Icon shows that the signal quality is bad or that the connection
is lost. It appears after a timeout of 3 sec.

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17. Tender Tracking (optional) Operating Instructions

17. Tender Tracking (optional)

Tender Tracking allows the Platinum NAVIGATION System system to track a number of
tenders directly on the Radar/ ECDIS display.
Each tender to be tracked must be
equipped with a Tracking transmitter
whose data are received on board
and fed into the Platinum NAVIGA-
TION System system for display.
In order to make the tender(s) visible
as symbol(s) on the screen,
- right-click in an empty space of
the application area,
- in the context-menu, check
Tender Tracking
 by means of the slider, the
brightness of the superim-
posed symbols of the tenders
may be set
The tenders are then displayed as
small circles with a speed vector
according to the settings for Vector
and T/R in the Vector & Trails group.
Tender symbols have plots.
These plots can be displayed in
different colors if this option has
been set during system commis-
sioning (see next page). Fig. XII-42 Tender Tracking
When the pointer is moved upon a
tender symbol, a hovering window pops up to display additional data of the tender.
The color of the tender symbol (not that of the plots) represents the
alert status of the tenders:

Table XII-2 Tender Tracking Symbol Colors

Color State
Green No alert
Orange MOB-trak alert
(On the tender, the MOB alert has been triggered)
Red Tender Tracking Panic alert
(On the tender, the alert button has been pressed)

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Operating Instructions 17. Tender Tracking (optional)

17.1 Colored Plots for Tender Tracking

Tender symbols can be extended with colored plots. This optional feature can be used to
indicate additional depth information from the tender. The tender has to be equipped with
an echo sounder.

The received water depth from one or more tenders is

assessed by the Platinum NAVIGATION System system
as follows:
- Green plot - depth is sufficient for the main vessel
>= Safety Contour
- Orange plot - depth is dangerous for the main
vessel < Safety Contour but > Safety Depth
- Red plot - depth is not sufficient for the main
vessel < Safety Depth
If the cursor is moved to one of the plotted points, a tool-tip is shown with position, range
and bearing of the tender and the measured water depth.
The color of the tender symbol remains green independent from the measured depth as long
as MOB or panic button are not activated.

17.2 Editing the Text Label of a Tender Target Symbol

Select a tender target symbol, it
is highlighted with a square of
broken line, here in blue.
Right-click into the chart shows
a selection bar, choose Tender
Tracking and Edit Name of
Tender.
This name is stored in the Plat-
inum system configuration and
still available after system
restart.
Other functions include Past
track OFF to switch off the past
track of the target symbol.
The text label can be switched
off as well.
Finally the past track can be
reset and will start from the
current position of the tender
target symbol.

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18. AIS Past Tracks (Optional) Operating Instructions

18. AIS Past Tracks (Optional)

Viewing of past tracks of AIS targets is an optional function. AIS past tracks can be shown
with a solid blue line on the ENC as shown below. Click with MORE on the ENC map area,
navigate to Layer -> AIS Past Track and check the box.

AIS Past Track

Fig. XII-43 Enable AIS Target Past Track

 Past tracks of AIS targets are started to be recorded once the AIS target is activated. For
sleeping AIS targets, the past tracks are not recorded.

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Operating Instructions 18. AIS Past Tracks (Optional)

Click with DO to Tools -> Past Tracks to

Select past
open the Past Track list as shown on the track length
right. The past tracks can be viewed from 1
hours up to 7 days depending on the time
span that they were activated. For individual
AIS targets, viewing of the past tracks on the Check the
ENC layout can be switched on/off by box to see
the past
checking/unchecking the listed AIS targets. tracks
MS BREMERHAVEN was selected as an
example.

By hovering on the solid blue past track line,

the time frame of past tracks can also be
seen.

 When AIS Past Tracks are enabled,

Target Speed Display will be automati-
cally enabled. See next chapter for
Target Speed Display.

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19. Target Data and Speed Display Operating Instructions

19. Target Data and Speed Display

Target Speed Display and Target Data Display
can be activated from the Tools menu.
Target Data Display and Target Speed Display
options provide the target information in larger
fonts (24 or 72 pt) below the permanent area.

 This presentation may provide higher nominal viewing distance for the corresponding
navigational data presented under Target Data and Speed Display Tool. Target speed
display is optional and activated with AIS Past Tracks tool.

Click with DO on the Target

Data Display to open the
display. The navigational infor-
mation of Actual Target
(ITHAKI in the example on the
right) such as range, bearing,
course, speed, CPA and TCPA
is displayed in larger font.

Target Speed Display is

very similar to Target Data
Display. Only the presented
information differs. The course
information is provided in
larger font (24 pt) and speed
information is provided in a
very larger font (72 pt).

The Next Target can be selected by clicking the target on the application area or in the
target list. After clicking Set button, next target will be actual target and the corresponding
navigational information will be displayed.

 Actual target information is displayed until a new target is set or the target get lost.

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ROUTE PLANNING AND
MONITORING
ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
1. Route Planning Operating Instructions

1. Route Planning
This chapter describes the route related functions of the Platinum NAVIGATION System
system.
Route planning is based on sailing routes consisting of waypoints (WP) and straight legs
between two adjacent waypoints. These waypoints are defined by their geographical coor-
dinates in WGS-84 format (the standard format of satellite navigation receivers and elec-
tronic charts).
A sailing route can be edited before a voyage takes place and can be checked well in
advance against unsafe depth areas and any obstructions as indicated in the ENC 1) .
A number of sailing routes, i.e. all North-Sea Routes can be stored together in a common
catalog. Several catalogs can be managed by the Platinum NAVIGATION System.
Once a sailing route has been properly edited and checked it can be used for manual or
automatic steering. If a course has to be changed at a waypoint, a wheel-over point
depending on the ships ability to turn is automatically calculated during route editing and
inserted into the route. If the ship reaches this wheel-over point during the voyage a
warning is given to the helmsmen to start the course change maneuver.
For each leg of a route the navigator can define a Demanded SOG and a SOG Limit.
Based on this input the Platinum NAVIGATION System system will calculate a planned speed
profile in order to reach the final destination in a given time or an Arrival (ETA) based on
the speed settings.
Route planning comprises the following steps:
Before starting with route planning prepare charts for the whole voyage. Please refer to the
main chapter about Chart Maintenance for further details. Then continue as follows:
1. Consider waypoint names, sequence, sub routes, and turning radius for wheel over point
2. Set the display of the route
3. Set the display of the chart
4. Open a catalog for routes
5. Open an existing route or create a new route
6. Add or insert waypoints in graphical mode
7. Work with the waypoint list
8. Save, rename or delete a route
9. Start check of the route
10.Result of geometrical check
11.Result of ENC check
12.Protect the route by signing it

These steps are described one by one in the subsequent sub chapters 1.1 to 1.12.
In chapter 2 the route monitoring which is applied during the voyage is described, and in
chapter 3 special settings, further information, and variants are discussed.

1) ARCS charts which are based on raster images have no information about depth and obstructions
and cannot be used for checking a route.

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Operating Instructions 1. Route Planning

1.1 Consider at the Beginning

Numbering of Waypoints
Each route has a first waypoint and a last one. During editing, all waypoints are automati-
cally numbered consecutively, beginning at 1 for the first waypoint. All route functions refer
to this sequence.

Naming of Waypoints
In addition to the number, every waypoint can be named by an entry in the waypoint list.
This will support later identification of a waypoint.

Sequence of Waypoints
The sequence of waypoints can only be sailed in the direction for which it has been gener-
ated. However, the direction of a route can be reversed by means of a simple operating step
during editing and then processed further.

Dividing a Route into Parts

There is practically no limit to the number of waypoints or to the length of a route. Thus,
the entire route between two ports can be defined as one pre-planned track. But it might
be appropriate to divide the entire distance up into individual routes.
For example, if a port is approached from various directions along various routes, it might
be appropriate to perform separation into the port-related segment that is identical for all
routes and the part that is specific for the route concerned. In this way, the data relating
to the port need to be input once only, and the maintenance of these data only has to take
place in one dataset.

WOP

Actual waypoint
(To WPT)
Track
on
cti curve
dire
g
ilin
Sa
Radi

Track
line Next
us

Last waypoint
waypoint
(From WPT)

Fig. XIII-1 Shape of the pre-planned track in the case of course changes

Wheel Over Point

For the course change at the waypoint, the radius of the turn must be specified. The
default value is 1 NM and can be modified by the user according to the actual maneuver-
ability of the vessel. Based on this radius the beginning of the maneuver is computed, the
track curve leaves the track line 1) at the wheel over point (WOP), and after completion
of the maneuver it goes over to the next track line.

1) Track line is a line joining two consecutive waypoints, also called leg in these operating instruc-
tions

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
1. Route Planning Operating Instructions

1.2 Set the Display of the Route

Browse Mode on ECDIS
If you want to edit the route graphically
on the electronic chart, it is advisable to
switch into the Browse mode in order to
be able to show any part of the sea where
the route shall be located.

Route Display Settings

Before route editing is started, the settings for
displaying the route in the chart should be made.
Open the Settings bar and select the Route
entry.
Refer to the following picture to identify the items
that can be superimposed as additional informa-
tion to the route. The setting of the safety
corridor is described on page 533. At the begin-
ning you may just use a default value of 0.5 NM.

Safety corridor, its width is adjust-

able with the glider shown in above
window, there set to 0.5 NM.

During final check of the route all

obstructions registered in ECDIS
and falling within this corridor will
cause a warning

True bearing of the leg from

waypoint W2 to waypoint W3
(can be switched off)

Waypoint number (can be

switched off)

Wheel over point/wheel over

line, select between line or
point in above window (can be
switched off)

Fig. XIII-2 Route Display Settings

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 1. Route Planning

1.3 Set the Display of the Chart

1. Open the Settings bar and select the
Draught entry. Enter the actual draught of
your vessel (here i.e. 11.1 m). It is required
for a correct setting of the safety depth in
the next step.
2. Open the Settings bar and select the
Depth Contour entry (Presentation->
Chart->Depth in earlier SW versions). Set
the appropriate Safety Depth (here i.e. 15
m) for raising an alarm and the corre-
sponding Safety Contour for displaying the
safety contour line in the chart.
3. Consider that the automatic route check is
performed in any case against the ENC
data independent from the chart
selected for display. But if ARCS has been
chosen for display, the menu shown to the
right is temporarily not available.
4. Switch on the display of the user made
symbols, lines and areas in the context
menu of the PPI/Chart area under Layer >
User Symbols. 1)
5. Adjust the Range so that cells of the elec-
tronic vector chart or raster charts which
contain the nautically relevant information
for the planned route are displayed.
6. Check whether chart cells having the appro-
priate navigational purpose are present for
the entire track, at least over the width
corresponding to the Safety Corridor
setting or to the Track Limit contained in
the route data-set.
7. For those areas of the planned route which are not covered by suitable ENC data cells,
all nautically relevant objects along the route can be marked by means of Own Safety
Lines or Danger Highlights.
8. If raster charts are used, then 2) all nautically relevant objects along the route must be
marked by means of own Safety Lines or Danger Highlights for the entire track, at least
over the width corresponding to the track limit.
CAUTION

If no ENC cells are available for a route or parts of a route an actual paper
chart has to be used as the main basis for navigation

1) The available functions of the context menu may vary with operating mode, the design of the
sliders might be slightly different for touch instead of trackball operation.

2)
This is prescribed for ships with DNV approval and using raster charts.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
1. Route Planning Operating Instructions

1.4 Open a Catalog for Routes

Open a Catalog
Open the Tools bar and select the
Route Explorer entry.
In the left area the list of route catalogs
is shown.
Click to one catalog in order to see the
routes contained in this catalog. These
routes are then shown in the right area.

Delete or Rename a Catalog 1)

A click with MORE (right-click) to one
of the catalogs opens a context menu
for Delete or Rename a Catalog.
Select one function with DO (left-click).
The entry Rename will open another
window for editing the name of the
catalog. Fig. XIII-3 Open a Catalog for Routes
Enter a name from the keyboard and
close with OK.
Unsupported Files
The Platinum route management is
designed to manage routes in the Plat-
inum format only. Other supported
formats are converted automatically
during import into the Platinum format.
In seldom cases it might happen, that
there are other route formats on the
Platinum system. They are left from an
earlier installation or have been copied
directly by using another file explorer. In
other words they went around the import
tool which converts files into the Plat-
inum format. In this case the exception
message Unsupported Files will be
shown.
Please refer to the Route Migration Tool described on page 754 to convert these routes
into the Platinum format.

1) Compared to earlier versions of the NACOS Platinum system route catalogs can not be created
separately. The catalog name is a property of the route. If a new route is created, a catalog name
is assigned as well. The catalog name is used as a sort criteria for routes. Deleting a catalog
means to delete all routes which have this catalog name as a property. But the catalog name can
not be deleted separately.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 1. Route Planning

1.5 Open an Existing Route or Create a New Route

Open and Display a Route
Open the Tools bar and select the Route
Explorer entry (Tools->Routes->Explorer in
earlier SW versions). Select a catalog as
shown in the previous sub chapter.
Mark a route name by clicking on it one time
(DO or left-click, will be highlighted in blue),
and then
click to the Open button,
or open the context menu with MORE
(right-click) and there click on Open or
just double-click to the route name.
Once the route has been opened it is
shown as an orange colored line in the The names of the routes contained in the folder may be sorted
corresponding chart. ascending or descending by clicking the Name control.

A route can display its waypoints and additional data also as a list. For this purpose right-
click on the route name and select Waypoint List from the context menu (in some versions
the list is opened already if the route is opened or activated).
The route data are then displayed in the lower part of the chart area in form of a waypoint
list.

Create, Delete or Rename a Route

A click with MORE (right-click) into the window
for routes opens again the context menu as
above with further functions for New Route,
Save, Save As..., Delete Route, or Rename
Route. Select one function with DO (left-click).
The entries Save As..., Delete Route and
Rename Route are only possible when a
route is selected (marked in blue).
Enter a name from the keyboard, select a
catalog, and additional information, and close
with OK.
After having entered the name of a new route
the first waypoint named Initial waypoint
appears in the center of the screen which is
also the current ship’s position if the ship is
centered (red arrow).
At the same time, you can select Waypoint
List from the context menu as above so that
the waypoint list appears in the lower part of
the chart area showing already the initial waypoint (next page).
Click on the waypoint symbol to mark it. The marked waypoint is displayed with a handle
and can now be moved to the desired starting point of the route. Pointing with the cursor
to the waypoint opens an information window with position, route name, etc.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
1. Route Planning Operating Instructions

1.6 Add or Insert Waypoints in Graphical Mode

In the previous chapters (see page 489) we have learned, how to create a new route with
just one initial waypoint or how to open an existing route with a number of waypoints. In
any case the subsequent step is to add or insert further waypoints.
The easiest way is the graphical input mode with the mouse. This mode is described here.
For the text input please refer to the subsequent chapter about editing of further route data
(see page 494).

Add one or more Waypoints

To add waypoints, click on the first
or the last waypoint symbol of the
route to mark it (see red arrow).
Then right-click anywhere in the
chart to open the context menu.
In the context-menu, click on
Route-> Add Waypoints to set
the next waypoint.
From now on the cursor is
displayed with a dashed connection
line to the previously set waypoint
and each click with DO (left-click)
adds a new waypoint symbol on
the screen. Its position is added at
the end or the beginning of the
waypoint list.
Stop the sequence of adding waypoints by a click with MORE (right-
click), ensure that the mouse is not moved during right-click.

Insert a Waypoint
To insert a waypoint, click on the
nearest waypoint symbol of the
route to mark it (see red arrow).
Then right-click anywhere in the
chart to open the context menu.
In the context-menu, click on
Route-> Insert Before or
Insert After to add a waypoint.
The position of the new waypoint
is inserted in the waypoint list.

Insert a Waypoint on a Leg

Click on the leg to select it; a
marker is shown in the middle of
this leg. Via the context menu you
then have access to the function
Route->Insert Waypoint here.
In any case the new inserted
The available functions of the context
waypoint will be set in the middle menu may vary with operating mode
of the leg which then must be and SW version

moved manually to the wanted

position in the chart.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 1. Route Planning

Move a Waypoint
Click with DO on the waypoint symbol to select it. When the selection mark is shown, click
on it and hold the DO key and then move the waypoint symbol to the intended position on
the screen.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
2. Working with the Waypoint List Operating Instructions

2. Working with the Waypoint List

The waypoint list provides an overview about all route parameters. Opening of the list has
been shown in the previous sub-chapters (page 489). The list has two views, a Planning
View with waypoint details and a Schedule View with track segments (legs). The schedule
view is used for setting demanded times for arrival at a waypoint as a basis for the SOG
calculation.
Planning View
Important parameters of the planning view are the waypoint number, the name, the posi-
tion’s coordinates, the track, and the turning radius (RAD) at the waypoint. The name has
to be inserted manually. All other data are generated automatically during the graphic
editing mode, but can be changed later.
Schedule View
Here the user can set a Demanded time for the arrival at a waypoint (AP). The AVG SOG
for the demanded time frame are calculated automatically.
A detailed list of all parameters is given on page 530. The columns of both views can be
arranged or even hidden by the operator and they can be individually printed out. More
details can be found on the next two pages.

Fig. XIII-4 Waypoint List - Planning View

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Operating Instructions 2. Working with the Waypoint List

2.1 Planning View of the Waypoint List

The screen-shot below is showing the Planning View of the Waypoint List:
Click to View in the headline to change between Plan-
ning and Schedule view and set up a schedule for the
opened route

Click here to close the

display of the list
Click to Route in the
headline to Save,
Close, Check or Acti-
vate the opened route,
see also text below

The waypoint data are not automatically stored! After having finished the
editing process or even in between, just use Save from the route expander
or top line menu. With Close the list is left without saving.

Save is storing the edited route data but not the schedule on
the hard disc, details can be found on page 496. Close is closing
the route without saving.
Activate is starting the route monitoring process during a voyage,
details can be found on page 508.
With Setup and Print Passage Plan the columns of the opened
waypoint list can be sorted for print-out and finally printed out on
paper, refer to page 530 for details.
With Notes a small editor is opened to enter notes and hints for
this route.
The function Reverse Route is changing the sailing direction. Waypoints are automatically
numbered in the opposite direction. Store under another name with Save As... from route
expander.
With Check Route an automatic check of the route for geometric mismatch and ENC
objects is started, refer to page 498 for details.
The position data shown here are inserted automatically based on the position, where the
first waypoint and subsequent waypoints have been graphically set by the operator. For
each new waypoint that is set by a mouse click, a new line in the waypoint list is added.
Click to one of the waypoints in the list with MORE (right-click) and select Edit Waypoint or
Edit Leg to modify data by text input (refer to page 494 and following for details).

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
2. Working with the Waypoint List Operating Instructions

2.2 Edit Waypoint Data

To edit further data of a
waypoint, click with DO on
this waypoint in the chart,
then right-click anywhere in
the chart to open the context
menu.
In the context-menu, click on
Route-> Edit Waypoint to
open the waypoint editor.
If you want to delete the
selected waypoint, just click
to
Route-> Delete Waypoint
in the context menu.

Fig. XIII-5 Edit Waypoint Data

Name of the Waypoint

First give a name to this waypoint to
ensure easier identification.

Position of the Waypoint

Check the position which results from
placing the waypoint graphically into the
chart, adjust if necessary. Activate the
Parameter Point if no turn should take
place at this waypoint (see also page 531).

Radius at this Waypoint

Check the required turning radius at this
waypoint, default is 1 NM, adjust if neces-
sary (see also page 532).

Time Setting at this Waypoint

Insert demanded time and date for an
arrival at this waypoint (crossing wheel- Insert new
over line). If no time is inserted, the Screenshot
system will calculate the schedule with the
nominal or Demanded SOG or any SOG
Limit. More details can be found on
page 513.
Time Offset
Automatically loaded based on geograph-
ical position of waypoint and related time
zone.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 2. Working with the Waypoint List

Notes for this waypoint

Enter any notes and hints which are important for navigation at this waypoint.
Finally press OK to update the waypoint with the changes accordingly.

2.3 Edit Leg Data

The Edit Leg to Waypoint menu is avail-
able by a right click into a waypoint line of
the waypoint list.
Select Edit Leg from the context menu.
The Edit Leg to Waypoint menu is avail-
able in addition by clicking to the desired
leg in the graphical route presentation.
Right click to the small handle which is
showing up now opens the context menu.
Select Route and Edit Leg...
Some of the leg parameters are set to
default values, change and complete as
follows if required:
Controller - the controller mode defines, if
the route is executed automatically by the
TRACKPILOT, or by the DP system, or
manually by the operator.
 If manual is chosen, the radius in
the Edit Waypoint menu can be set
to 0 without error message, see
page 494.
Sail - choose between RL (rhumb line) and
GC (great circle) for this leg, default is RL
with constant course, see also TRACKPILOT
chapter.
Economy - rudder economy on this leg,
used in TRACKPILOT mode, typical value is
3, see also TRACKPILOT chapter.
Demanded SOG - enter the demanded
speed for this leg, can be changed any time
even for a signed route, but is limited to
SOG limit.
SOG Limit - the maximum speed set by
the operator as an upper limit for the calcu-
lated speed, can not be changed for a
signed route (limited e.g. by traffic rules or
shallow water or 80% of max. engine
power).

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2. Working with the Waypoint List Operating Instructions

 If no Demanded SOG or SOG Limit is entered for a specific leg, the calculated
speed profile and the result of AVG SOG for this leg can be any value up to the
maximum designed speed, depending on the demanded arrival time. If the demanded
arrival time is not entered than the cruise speed is applied for speed profile and AVG
SOG is calculated based on this speed profile.

Course Limit and XTL

Alarm limit for deviation from planned course and route, used for ECDIS monitoring, valid
on this leg, typically 15 deg and few hundred meter (see page 505)

Port Corridor
Corridor for monitoring ECDIS obstacles and depth along own track, typical value 0.2 NM,
each side can be set individually, here port side is set

Starboard Corridor
Corridor for monitoring ECDIS obstacles and depth along own track, typical value 0.2 NM,
each side can be set individually, here starboard side is set

2.4 Save, Rename or Delete a Route

Routes as shown in the waypoint list are not automatically stored to the file system on the
Platinum NAVIGATION System. Be sure to Save all your changes at the latest after comple-
tion of route editing. During long editing sessions intermediate saving of data is recom-
mended 1) .

Save in the WP List

Select the Route pull-down menu in the
headline of the waypoint list by clicking with
DO (left-click) to the text Route (see red
arrow)! Then click with DO to Save.

Fig. XIII-6 Save, Rename or

Delete a Route
Save in the Route Expander

1)
Refer to page 524 for details on storing data on USB devices.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 2. Working with the Waypoint List

A route can also be saved from the route

expander. Just click with DO (left-click) into
the right window of the expander, a context
menu is opened. Then click with DO to Save.
If you want do discard your changes made to
the selected route, use Save Route As to
store the version with the changed dataset
under a new file name. The initial route
remains with the old data set under the old
name.
You may also delete the selected route with
Delete Route or rename the selected route
with Rename Route. If you rename a route,
the old name and the old route content is
deleted from the route list.

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2. Working with the Waypoint List Operating Instructions

2.5 Start Check of the Route

Before a route can be used for sailing it has to pass an automatic check of the geometrical
shape, i.e. minimum turning radius and only if this check was successful a second check for
obstructions or shallow water areas contained in the ENC takes place.

Start the Check in the WP List

Select the Route pull-down menu in the
headline of the waypoint list by clicking with
DO (left-click).
Then click with DO to Check Route (green
arrow).

 If the route has been reloaded, the

check results from a previous check
are lost and the check must be done
once again. In this way it is ensured
that the check is repeated with the
actually valid draught dependent
depth contour settings of the most
Fig. XIII-7 Start Route Check
up-to-date electronic chart.

Comment on the Results

The possible results of the check are described on the next two pages, but in general it can
be stated as follows:
- When the entire preplanned track is shown without red ring symbols along the route
and no alarm icons are shown any more in the waypoint list, the check program did
not find any violations.
- It may happen that errors or warnings remain displayed but in reality there is no
serious problem going along that route. The quality of the check-results is mainly
depending on the contents of the electronic charts.

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Operating Instructions 2. Working with the Waypoint List

2.6 Results of Geometrical Check

If the check of the geometrical shape was not successful, a
message window as shown here to the right appears.
The corresponding waypoint is marked in the waypoint list
with a yellow warning sign (depending on SW version, the
sign may be slightly different).
Just point with the cursor to this sign and a small tool-tip
comes up with more details about the violation of the
geometrical shape.
The yellow sign is by default in the first column of the list but can be set by the user to any
position as required (depending on SW version the sign may be slightly different, in later
SW versions a yellow square is used).

Fig. XIII-8 Results of Geometrical Route Check

In this case the position of waypoint 6 has to be modified such that the next waypoint can
be reached with the set minimum radius of 0.50 NM.
The part where the set minimum radius is too large
compared to the geometric shape which has been
edited, is also marked in the graphic presentation of
the route (see red arrow in the small picture to the
right).
- This marked line and the corresponding yellow
warning sign are also already shown during
editing.
Adjust the waypoint so that the marked line disappears or decrease the set minimum radius
in the waypoint list. The lowest value which can be input here is 0.3 NM.
In addition a minimum distance of 200 m between two waypoints should be fulfilled.
Start with a new check after correction of the route.

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2. Working with the Waypoint List Operating Instructions

2.7 Results of the Check against ENC Chart and User

Symbols
The check against the ENC chart comprises:
- check against the Safety Contour which has been set by the operator, see page 487
- check against the chart objects with a depth less than the Safety Contour Value
- check against Own Safety Lines and Danger Highlight Areas
- in addition all navigational warnings for this area are listed
The results of the route verification are shown in the waypoint list by small icons.
The yellow sign is by default in the first column of the list but can be set by the user to any
position as required.
Pointing on it with
the cursor, gives
again additional
information on the
check-results as a
tool-tip. An
example is given
below (cursor
pointed to WP 3):
The results of the
verification
process are also
made visible in
form of yellow
squares for navi-
gational hazards
and red areas for
violating a safety
line, please refer
to page 506.
An example is
given here. The
cursor can be set
one after the
other to the
yellow squares
and to the red Fig. XIII-9 Results of Check against ENC Chart
surrounded areas
to see the details.
For the verification of the route, the chart cells with the highest precision available on the
system are used as the basis. They might therefore differ from the cells used for the display.
Because of this, messages might occur which initially are in contradiction to the presentation
of the pre-planned track in the vector chart 1) .
If the check showed passages which can not be sailed, the route has to be re-directed and
checked again. But typically a few warnings will still remain. In any case the route can be
activated after check independent from the results and number of warnings.

1) To clarify supposed contradictions of this kind, it is helpful to switch to a different range setting
and to use the Chart Info box where required.

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Operating Instructions 2. Working with the Waypoint List

2.8 Protect the Route against any Changes

Once a route has passed successfully the
geometrical and the chart-related check it
should be protected against any unintended
or unauthorized changes.
Select the desired route from the list of
routes and open the route action list with a
right click on this route entry.
Select the entry Sign....
The level 2 password menu opens. Enter
the password and continue.

The Sign Route menu

opens.
It indicates that this route
has now been signed. To
close the menu click to OK or
to the cross in the top right
corner.
Now, if there are any
changes made to this signed
route and this route is then
activated, these changes will
be operative i.e. for track
control, but they can not be
stored. The original route is
not affected by these
changes.
Fig. XIII-10 Protect a Route
If this changed route shall be
stored, it has to be stored
under another name.
The signed route is marked with a small lock symbol in front of the route name.
If the cursor is moved over the route name, a status line Signed on: date is shown. 1)
The only way to change the signed route is to store it under a new name and delete the
signed version. The signed route can be deleted at any time.

1) If earlier routes from NACOS 1000 have been imported into a Platinum system, these routes are
not supporting the extended data structure with the Signed character. They can not be signed.
The status indicator is showing "Legacy route" for these routes. Save these old routes under
another name. Afterwards they can be signed like actual Platinum routes.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
3. Route Monitoring Operating Instructions

3. Route Monitoring
During the voyage, the Platinum NAVIGATION System
performs a number of nautical checks. This process is
running on workstations with Platinum NAVIGATION
System application independently from each other.
If defined criteria, based on the ECDIS performance
standards, are infringed, an appropriate alarm is given
when the respective monitoring function has been
switched on by the user.
The monitoring functions are based on the look-ahead
sector as set by the user. An example is shown in the
screenshot to the right. If a waypoint, a wheel-over
point, any obstacle, danger area or shallow water area
are falling into this sector, an alarm or a warning is
raised. The look ahead sector can be set such that an
alarm well in advance is given.
The monitoring function can be divided into chart moni-
toring and track monitoring as follows:

Chart monitoring
1)
- raises an alarm if any dangerous chart object or user symbol contained in the ENC
are falling into the look ahead sector
- raises an alarm if the safety depth (required for the own vessel and set by the user),
is larger than the depth indicated in the chart taking into account the length and the
width of the look-ahead sector
- is performed in any case independent from an activated route, monitoring is just based
on the look-ahead sector checking the area in front of the own ship independent from
sailing on a route or somewhere else
- is performed in the background and always based on ENC charts independent from the
chart as selected by the user (i.e. ARCS, or C-Map Prof.).
- If no ENC is available the check is carried out only against user symbols which have
been placed by the operator in advance on the planned route.

Track monitoring
- raises an alarm if the own ship is deviating from the activated route (also called
System Route) more than the XTL which has been set by the user for the actual leg
- raises an alarm if the next wheel-over point is touched by the look-ahead sector
- can be performed independent from the selected chart (ENC, ARCS, or C-Map Prof.)
and also if no charts are available for a certain area

1)
Only those user-made symbols which are classified as obstructions (like own safety line,
danger highlight, buoys, beacons, lighthouses, landmarks, etc.) generate an alarm in the moni-
toring process.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 3. Route Monitoring

3.1 Preconditions for Chart and Track Monitoring

The following prerequisites must be fulfilled:
- The best possible sensors for position and speed over ground must be selected.
- By means of a comparison between the available position sensors, a check must be
performed to ensure that the selected position sensor is supplying correct and accurate
position data.
- If an ENC vector chart is used, it must be available for the entire navigated area. Other-
wise, own safety lines and danger highlights must be placed by the operator as User
Symbols along the planned route where the vector charts are missing.
- If a raster chart is used, own safety lines and danger highlights for all potentially
dangerous areas and objects must be placed for the entire navigated area.
- The safety contour value must have been set correctly - see following sections.
- The used route must have been successfully checked and reasonable settings for the
track limit (i.e. the monitoring strip for the cross track distance) must have been made
for each leg.
- The latest relevant nautical warning information received by radio must be taken into
account, possibly by the editing of own safety lines or danger highlights or by manual
ENC update (see main chapter about Chart Maintenance).
- The check of the used planned route should, if necessary, be repeated after incorpora-
tion of the received warning information.
- The alarm criteria must be correctly set - see the following sections.

In the case of doubt and once per year, the monitor performance must be checked. Please
refer to the main chapter about HW and SW Maintenance.

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3. Route Monitoring Operating Instructions

3.2 Settings for Chart Monitoring

Safety Contour
Open the Settings bar and select the Depth
Contour entry.
Set the safety contour by shifting the safety
depth glider with the cursor to a safe value
depending on the actual draught (see also
page 487), i.e. a value of 2.0 to 3.0 m below
keel. A click to the Adjust button opens a
menu for entering numbers instead of shifting
a slider.

Look-Ahead Sector Fig. XIII-11Set the Safety Contour

Open the Settings bar and select the Route &
ECDIS Alerts entry.

Set the look-ahead sector to a value which

gives enough time for any measures in case of
an alarm, use the combined setting of time
and distance, whatever comes first will raise
the alarm. Activate Show on Chart to see the
sector as a yellow beam.

ECDIS Alerts
Open the Settings bar and select the
Route & ECDIS Alerts entry.
Set the ECDIS alerts to the actual nautical
requirements of the passage, if in doubt acti-
vate all of them.
The first three are part of the route monitoring
as described on page page 510.
The next three are part of ECDIS monitoring
as described on page 509.

Fig. XIII-12 Set ECDIS Alerts

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 3. Route Monitoring

3.3 Additional Settings for Track Monitoring

Cross-Track Limit
The cross-track limit is set in XTL in the Planning View of the WP List
the waypoint list, the default
value is 1.000 m.
Open the list and enter a
value which is adapted to your
navigation. In open sea a
value of 1.000 m might be
appropriate. In narrow water-
ways a value even as low as Ensure that the XTL column is
100 to 200 m might be useful set to visible, see page 492. Click
depending on the accuracy of with MORE (right-click) into the
waypoint line and select Edit
the selected position sensor. Leg. Open the editor and enter
the new value under XTL.
For each leg of the route an
individual value can be
entered. If the route is
continued with further
waypoints the last setting is
Fig. XIII-13 Settings for Track Monitoring
copied to each new line.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
3. Route Monitoring Operating Instructions

3.4 Additional Settings for ECDIS Hazards

As part of the IEC 61174 Ed. 2.0 approval an additional function for highlighting ECDIS
hazards within the look-ahead sector or the route corridor is available (this is just an indi-
cation, no alert is given). This presentation feature can be switched off by the user individ-
ually (see page 211). In S-mode all three groups are activated:
1. Crossing safety contour 1)
2. Approaching navigational hazards
3. Crossing special areas (with all sub-areas)

2) Navigation hazard ahead

within the look ahead sector is
indicated with a yellow square 3) Crossing a special area with the
1) Crossing a safety contour look ahead sector, here PSSA
with the look ahead sector is indi- (particularly sensitive area), is indi-
cated by a red border line cated by a yellow border line

Fig. XIII-14 Groups of ECDIS Hazards

 The presentation of ECDIS hazard objects is updated by a new scan every few
seconds and the maximum number of detected objects is limited to the nearest 42 in
the look ahead sector of the own ship. Overloading of the screen with unnecessary
information is avoided.

3.5 Show Route Issues During a Voyage

As shown on The route
check against ECDIS is
automatically executed
before activating a chart.
The results of the route
check is presented as a
tool-tip in the waypoint
list.
These results are available
not only for a planned
route but also for a moni-
tored route. Click to Route in the top line of the waypoint list and check the small box
next to Show Route Issues. Now the tool-tip is available during a voyage as well.

1)
Refer to page 208 for setting the depth value for the safety contour

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Operating Instructions 3. Route Monitoring

3.6 ECDIS Hazards List

ECDIS hazards which have been detected within the look-ahead sector or the route corridor
(see also page 506) are presented in a hazard list. This detection is independent from the
visualization of the look-ahead sector or corridor. If the look-ahead sector is not shown the
detection is still in operation.
Open the ECDIS Hazards List by clicking to the corresponding entry in the list of Tools
(1).
Move the cursor over an entry in the list to see more details (2).
The capacity of the list is limited to 42 entries. If more hazards are occurring, only the closer
ones are kept in the list.
The list is independent from the graphical presentation of ECDIS Alerts. Even if the presen-
tation of hazards has been switched off in the ECDIS Hazards menu under Settings, they
are still presented in the list.
In general it is recommended to adjust the size of the look ahead sector and the safety
contour depth to reasonable values so that the number of listed hazards is reduced to a few
as shown in figure (3) below.

(1)

(3)

(2)

Fig. XIII-15 ECDIS Hazards List

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
3. Route Monitoring Operating Instructions

3.7 Activate a Route for Monitoring

System Route
Select a route from the route expander (it
is marked in blue), and click to the Acti-
vate button 1) .
If the route was already open and has
just been checked, it is activated at once,
otherwise an automatic check takes
place.
In any case the activated route will
change its color from orange to red and
will from now on be distributed to other
Platinum NAVIGATION System (or work-
stations) for system-wide use.
The route is displayed with all warnings
(red rings) inside the safety corridor
resulting from last check. If no corridor
has been set, or if the corridor is changed
during monitoring, no warnings will
appear.
The activated route is treated as System
Route until it is deactivated again or until
another one is activated. The System
Route has the following properties:
- it cannot be deleted from the screen,
- it cannot be modified or reloaded,
- it is used for chart and track moni-
toring
- it is used for calculation of all data Fig. XIII-16 Activated Route
shown in the Route Monitoring
window,

Alternative Routes
Even if you have activated a route, it is possible to load other routes from your catalogs and
to display them as well as to edit, modify and save them without interfering with the acti-
vated System Route.
All loaded routes can be displayed with their waypoint lists in the lower part of the applica-
tion area. Each route has an own tab showing the route name. Clicking on the respective
tab of a route brings the selected waypoint list into the foreground. If another route shall
be used as activated route, it must be loaded and checked beforehand.
Previously used waypoint lists can be switched off from being displayed by clicking on the
small cross in the Route Name tab of the waypoint list. But they still have to be closed
with the button in the headline of the route expander.

Copy a Route
If you want to create a copy of a opened or activated route, use Save As... in order to
store it under another name to the same catalog.

1) As described earlier, the route can also be activated from the buttons in the top line of the WP
list, see page 493.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 3. Route Monitoring

3.8 ECDIS Monitoring

Warning against Sailing into an Area of Insufficient Depth
When a Safety Contour
or another area with Safety contour
Look ahead sector moves
insufficient depth (less along with the ship, its direc-
than the set safety Ship's position when the tion is always the same as
contour value) is touched Crossing Safety Contour the ship's direction of move-
ment (the guard sector can
by the look ahead sector, alarm occurs
be displayed on the screen)
e.g. an object belonging
to the object class Land
Look ahead sector width, set
Area, the Crossing in the Alarms > Own Ship
Safety Contour alarm menu
appears in the alarm list.
The safety contour is Ahead Sector Length as set
in Alarms > Own Ship
formed from all objects under Distance
of the object classes
Land Area and Inter-tidal
Area and from the
objects of the object
classes Depth Area or Dredged Area whose depths are equal to or the next size greater than
the value entered as Safety Contour.
For this monitoring, the cells with the highest precision available in the chart database are
used. They might be different from the cells being used for display. It is therefore helpful
to use another display
The output of the safety contour alarm can be generally suppressed by means of the Safety
Contour Alarm check box under SETTINGS > Route & ECDIS Alerts.

Monitoring against ECDIS Objects

If the look ahead sector touches an ECDIS object such as Restricted Area, Caution Area,
Traffic Separation Zone or Buoys, Beacons, etc., the caution Crossing Special Area
appears in the alarm list. This caution appears as well if objects are touched which belong
to particular object classes and are provided with depth information (e.g. Underwater Rocks,
Wrecks) and whose depth is less than the value entered as Safety Contour.
The output of these cautions can be generally suppressed by means of the check boxes
Crossing Special Area. For the Special Area alert monitoring, the priority in the alarm
list can be set to warning or caution level. Cautions are announced without activation of the
buzzer.

Monitoring against User Symbols

If an Own Safety Line is touched or crossed by the guard sector, the Navigation Hazard
Ahead caution appears in the alarm list. The alert appears only if the own safety line is
touched from within the safe area. The own safety line is indicated by a hachured line,
where the non safe side of the area behind is indicated by a series of short small lines.
The same alarm is issued if one of the User Symbols (e.g. buoys, beacons, wrecks or other
underwater hazards) is touched by the look-ahead sector.
If an area belonging to the object class Danger Highlight is touched by the look ahead
sector, the alert Crossing Special Area appears.
The output of these alarms can be generally suppressed by means of the check boxes Navi-
gation Hazard Ahead and Crossing Special Area.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
3. Route Monitoring Operating Instructions

3.9 Voyage Monitoring

Open the Tools bar and select the
Voyage Monitoring entry.
If a route is active, the monitor is
showing “From” and “To” waypoint
(here WP 04 & 05), the sailing mode
(here RL for rhumb line), the control
(here no control, just manual), the
track direction (here 62.8°), and the
cross track deviation (here with a
yellow caution sign, the XTL is
exceeded). Further on distance, time,
and course to next WOP and next WP
are shown.

Warning on Leaving and Out of

Route Corridor
While sailing on an active route with
Route corridor warning switched on
(open Settings bar and select Route &
ECDIS Alerts to check the setting),
either manually controlled by the
helmsman or automatically by the
TRACKPILOT, and the vessel is leaving
or has left the route corridor the corre-
sponding warning Leaving Route
Corridor or Out of Route Corridor
is given. The route corridor is set in
the waypoint list and displayed as a
shaded strip along the route.
Warning on Approaching the next
Waypoint or Critical Point
When the remaining traveling time
(TTG) or the distance to the next wheel over point (WOP) becomes less than the set values
of the look ahead sector, the warning message Approach to Waypoint appears (see
above Voyage Monitoring menu for TTG and WOP).
The same applies with time or distance to the next critical point on route, here the warning
Approach to Critical Point appears (the critical point is a user set Parameter point in
the waypoint list, it indicates e.g. a point to meet the pilot boat or to check black water).
By switching off the alert Approach Waypoint / Critical point warning under route
alerts, the output of this warning can be suppressed for this workstation, even if the other
route related alarms are not suppressed.

Alarm on Cross Track Distance

If the deviation of the own ship's position from the pre-planned track is greater than the
Cross-track alarm limit set in the System Route under XTL for the current leg, the alarm
message Cross Track Distance (XTD) appears.
Open the Settings bar and select the Route & ECDIS Alerts entry as shown above to
activate the relevant alarm function.
The off-track limit value currently valid for the actual leg is displayed in the XTL column of
the waypoint list.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 4. Route Scheduling

4. Route Scheduling

4.1 Enter UTC Time into a Route Schedule

Compared to earlier versions of NACOS Platinum the route scheduling function has been
extended for more flexibility.
1. Open the WP list for any route with the explorer and
select the Schedule View. Initially the Time
Setting for all waypoints is set to Scheduled per
default.

2. Double-click a waypoint of interest and set

the Time Setting to Demanded, now
the actual UTC time is inserted here, 21:17
on 20th May in our example to the right.
The calculation starts automatically from
this waypoint onwards.
3. If the first waypoint of the route has been
set to Demanded, the calculation is
forwards. If the last waypoint has been
set, the calculation is backwards.
4. If any waypoint in between has been set,
the calculation is forwards from that
waypoint to the end and backwards from
that waypoint to the starting point.
5. Any further waypoints can be set to
Demanded as well. The calculation will
meet any combination of demanded times
as long as applicable or provide a warning
message.
6. Change the UTC time from actual time to
any desired time, the calculation is
updated accordingly. Change again and
again for further updates.
7. The calculation of the schedule is based on
leg distances and leg speeds. If no leg
speed has been entered, the speed config-
ured during commissioning is applied
(80% of nominal speed).
8. If a Demanded SOG or SOG Limit (e.g. due
to traffic rules or shallow water) has been entered for a leg these speeds are applied
instead.

 A typical system configuration is shown below. It comprises five workstations MFD 1

to 5. Route Efficiency Planner is available only in Voyage Planning MFD (MFD 5) but
as soon as saving and activation of the generated route, it will be available in other
MFDs.
 If the route with the schedule is closed, the time settings and the schedule are lost.
Later SW versions have a “Save” function included, see page 519.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
4. Route Scheduling Operating Instructions

4.2 Enter Zone Time (ZT) into a Route Schedule

1. Open the WP list for any route with the explorer and
select the Schedule View. Initially the Time
Setting for all waypoints is set to Scheduled per
default.

2. Double-click a waypoint of interest and set

the Time Setting to Demanded, click to
the small arrow next to the UTC text and
select ZT. Now the actual zone time is
inserted here, 21:17 on 20 May 2020 in
our example to the right. The calculation
starts automatically from this waypoint
onwards.
3. Please refer to the example for UTC on the
previous page for further details of the
auto calculation.
4. As a result each waypoint is given with its
individual zone time resulting from the
geographical position. The Offset to UTC
is shown in the last field. As a default
value the offset between UTC and ZT is
shown. The value can be changed individ-
ually by the user if an individual offset is
preferred (e.g. if sailing along the separa-
tion line of two time zones and to avoid
jumping of time when crossing the line).
5. The calculation of the schedule is based on
leg distances and leg speeds.
6. If no leg speed has been entered, the
speed configured during commissioning is
applied (80% of nominal speed). If a
Demanded SOG or SOG Limit (e.g. due to
traffic rules or shallow water) has been
entered for a leg these speeds are applied
instead.

 A schedule can be updated in the planning phase as well as in the sailing phase.
 If the route with the schedule is closed, the time settings and the schedule are lost.
Later SW versions have a "Save" function included, see page 519.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 4. Route Scheduling

4.3 Enter Speed into a Route Schedule

Open the WP list for any route with the explorer and select the Schedule View. Initially
the Time Setting for all waypoints is set to Scheduled per default. Double-click at least
one waypoint and set the Time Setting to Demanded. Check and update time and date
as required. For details refer to the previous page 511.
1. Select a waypoint entry, right-click and
select Edit Leg... from the context
menu.
2. Alternatively click to the desired leg in
the graphical route presentation and
right-click to the small handle which is
showing up. Now the context menu
opens. Select Route and Edit Leg...
3. Enter a Demanded SOG for this leg and
if required a SOG Limit (refer to the
next page 514 for details of Demanded
SOG and SOG limit).
4. Click to OK.
5. Repeat this step for all legs where a
demanded speed is of interest.
6. Alternatively double-click a waypoint
line and select Select All... from the
context menu.
7. Continue with a double-click to one of
the selected lines and enter Demanded
SOG and SOG limit as required for all
legs at once.
8. Afterwards change those single entries, which should be set individually instead.

After each entry the whole schedule is updated and can be checked by the user.

 If the route with the schedule is closed, the time settings and the schedule are lost.
Later SW versions from Platinum 2.1.22 onwards have a "Save" function included, see
page 519.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
4. Route Scheduling Operating Instructions

4.4 Demanded SOG, AVG SOG and SOG Limit

The schedule view shows three speed values, a demanded speed over ground (Demanded
SOG), an average speed over ground (AVG SOG), and a speed over ground limit (SOG
Limit). Demanded SOG and SOG Limit values are entered individually for each leg or if
several legs are marked, for a group of legs. AVG SOG is calculated by the system base on
the entered values.
AVG SOG: Average SOG is the calculated average speed over ground of the ship
based on the speed profile which is created by the system from the waypoint to the next
way point until it finishes its turning. The AVG SOG calculation has been shown below. In
the first leg AVG SOG is calculated from WP1 to Point A. In the second leg AVG SOG is calcu-
lated from Point A to Point B. In the third leg, AVG SOG is calculated from Point B to WP4.
Demanded SOG: Demanded SOG is the demanded SOG from the navigator which should
be applied from the waypoint to the next way point until it finishes its turning as explained
in AVG SOG.

System Route
WOL

Point A: Where turning finishes and

WP1 straight leg starts.
WP2 WP4

Point B: Where turning finishes and

WP3 straight leg starts.

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Operating Instructions 4. Route Scheduling

The result for the calculation is as follows:

In line 2 a demanded SOG of 18 kn and a SOG limit of 21 kn has been set. Here the
demanded SOG of 18 kn value is applied for the calculation.
In line 4 a demanded SOG of 12 kn and a SOG limit of 12 kn has been set. Here the
demanded SOG of 12 kn value is applied for the calculation.
In line 6 no speed values have been entered. Normally the nominal speed (cruise speed)
taken from initial ship configuration is applied for the calculation. However, if the demanded
time has been set for the first and last way point (see line 15), it can be the case that a
speed up to maximum speed or lower than the demanded SOG can be applied.
In line 7 no demanded SOG has been entered. Therefore SOG Limit is applied.

 It is not possible to enter SOG limit lower than the Demanded SOG.
 If a route is stored, the SOG limit is stored as well, if a route is signed, the SOG limit
can not be changed later.

4.5 Activate a Route with Planned Schedule

Enter a demanded time and date for
one or more waypoints and set the
Demanded SOG or SOG Limit. Now
you can activate the route as
described earlier on page 508.
After activation the route is distributed
to all workstations (MFDs) and loaded
as a system route for route moni-
toring.

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4. Route Scheduling Operating Instructions

4.6 Update Time Schedule of an Active Route

Updating the time schedule of an active route is done in the same way as for a planned
route, See chapter 4.1 on page 511 and See chapter 4.3 on page 513.
The re-calculation of the schedule is done each time again when you enter a route param-
eter which is changing the time and date values.
After each re-calcu-
lation in active
route mode a sub-
menu shows up
informing about
Pending Route
Changes.
Click to the Acti-
vate or Cancel
button as required.

 NOTE FOR ACTIVE ROUTE: once a waypoint has been passed, there is no chance to
change the demanded time at this waypoint. If any other time on the remaining route
to the final destination is changed, a new schedule is calculated based on the actual
position of the ship. The scheduled and actual times for the waypoints which have
been passed already, are deleted. The demanded times are no longer considered.
 If required, users can insert a new column in the waypoint list with the title Passed.
This column will show the times of the passed waypoints until the route is closed (see
screenshot below).
 AVG SOG has been calculated instead
of being demanded and displayed
under AVG SOG in the waypoint list,
and can be used by the operator as the
current speed setting during manual
speed control.

The top-line of the waypoint list shows the next arrival point (a point marked with AP in the
WP list or the final WP) and the related time of arrival (ETA), the time to go (TTG), the
distance to go (DTG) and the spare time.

 If you load or reload a route, or a new one has been created, the program will empty
all AVG SOG, Demanded SOG values, the SOG Limit values only are maintained during
storage and will be presented again.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 4. Route Scheduling

4.7 Monitoring the Time Schedule During a Voyage

The Time Schedule Monitor is a visual tool supporting
the operator in the accurate execution of a planned
schedule. The Time Schedule Monitor is based on an
orange rectangle starting at the planned time at waypoint
1 of the activated track and running along this track with
the pre-planned speed. As long as the own ship symbol is
inside the box, it is sailing according to the plan. The
monitor is started as follows:
First activate a route, than check the box Show
Schedule Box in the Options menu of the waypoint list
as shown below.

If the activated route has a time schedule with a departure time for the first waypoint and
arrival times (ETA) for the subsequent waypoints a rectangle with an orange outline will be
shown at departure time enclosing the first waypoint. The display of the rectangle is inde-
pendent from the actual position of the ship. The rectangle will move along the track
according to the time schedule. It will arrive at the last waypoint at that time which has
been entered for ETA at the last waypoint. This is again independent from the own ship
position.
As long as the own ship is sailing on schedule the rectangle will enclose always the own
ship symbol. Both objects, own ship symbol and the rectangle will move along the track
matching as long as the schedule is matched.
If the ship is sailing too slow, it will be caught up by the back of the rectangle, if it is too
fast, it will touch the front line of the rectangle. By observing the graphical presentation the
operator can easily adjust the speed so that the planned arrival time will be met.
If a route is activated i.e. half an hour later than the departure time the rectangle is placed
at the location where the ship should be after half an hour of sailing. If a route is activated
earlier, the rectangle will start to move at the planned departure time only.
The length of the rectangle is equivalent to the arrival time
accuracy and the speed of the vessel. The accuracy can be set
by the operator in the waypoint list as a waypoint parameter
(see parameter list to the right, first entry). The width is iden-
tical with the safety corridor of the route which has been set
during the editing phase. It is typically a value between 0.5
and 3 NM.
At the same time the actual deviation from schedule is
displayed in the headline of the waypoint list. In the example
shown below the arrival waypoint is Las Palmas Pilot, this is
WP (15), and the distance is 1692.5 NM with an ETA of 19th Aug 2013 02:30 with 10.8 kn.
The actual delay is two days and 8:30 hours.

Actual Delay

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4. Route Scheduling Operating Instructions

4.8 Automatic Re-scheduling of a Voyage

The Time Schedule Monitor function as described in the previous chapter can be
combined per user setting with an automatic re-scheduling function.
If activated it initiates an automatic re-scheduling whenever the ship is caught up by the
monitoring rectangle or within a cyclic interval. The re-scheduling will change the speed
settings for the upcoming legs either slowing down or speeding up but taking into account
any speed limitations and the maximum speed of the ship.
Based on the Voyage Settings, operators have the possibility to automatically re-schedule
their voyage while underway.
Click to the Settings sign in the bottom line
and select Voyage Settings.
The time display is set to UTC per default, change
if necessary to ZT.
Automatic re-scheduling of the time schedule can
be selected as follows:
1. On leaving the schedule box
2. Periodically in a set time frame, here 1h
3. Automatically (without asking the user)
The speed taken into account by the system for
the calculation, is the average speed calculated
within the interval of time selected in the last line under SOG Filter.
The delay taken into account can be chosen as well. The default setting is Scheduled-Actual.
The speed filter time-frame starts when the operator has set a new SOG Filter value.
If not set to Automatically the user is asked if
a new schedule shall be applied (see screenshot
to the right).
The operator can decide whether to apply the
newly calculated schedule system-wide (select
Yes) or discard it (select No).

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Operating Instructions 4. Route Scheduling

4.9 Save a Route Schedule

Later SW versions from Platinum 2.1.22 onwards can store the schedule of a route. The
schedule comprises the demanded times, the time offset, and the demanded speed over
ground (SOG). A stored schedule is available on all MFDs in a bridge system like the corre-
sponding route.
The schedule is stored with a fixed relation to the name and catalog of the route.
If a route is opened, the related schedule, if there is already one available, is opened, saved
and deleted together with the route.
In addition the route menu provides the entry Clear Schedule (see screenshot below), if
applied the schedule fields in the waypoint list are emptied.

 The schedule of a route can be exported

and imported in RTZ format only!

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4. Route Scheduling Operating Instructions

4.10 Voyage Optimization

Voyage Optimization allows a more detailed review planing of the route. When enabled or configured,
optimization services can be used to calculate the optimal speed for the sections.
For this purpose the route has divided into sections. A section is a part of a route which is enclosed by
two demanded waypoint times. This is done automatically if the user set the demanded times for specific
waypoints.
The general procedure is as follows:
1. Open any route from the
route explorer and open the
waypoint list.
2. Click to Tools and select
Voyage Optimization.
3. Insert the demanded time to
the waypoints according to
voyage planning. As soon as
demanded times for the
waypoints are inserted, these waypoints will create the sections which can be seen in the
Voyage Optimization Tool.
4. By default the sections are optimized with Planned SOG. See chapter XVIII - 3.6 on
page XVIII-663.
5. Select the optimization method from the Section
menu for the defined Sections as shown on the
right.
Please see the description of the optimization methods
in the next pages.

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Operating Instructions 4. Route Scheduling

4.10.1 Plan SOG

Plan SOG is the default optimization function for a section
Plan SOG deliver a SOG schedule for the voyage based on the given criteria such as
Demanded SOG, Demanded arrival and departure time and SOG Limit. See chapter XIII -
4.4 on page XIII-514.
Plan SOG needs either an departure time or arrival time to be calculated and does not need
an additional configuration or hardware.
These speed schedules that are created by Plan SOG optimizer can be executed by Planned
Sped Mode of SPEEDPILOT.

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4. Route Scheduling Operating Instructions

4.10.2 RPM Optimizer (Optional)

The RPM Optimizer is a tool of NACOS Route Optimization Pilot (NROP) cloud based
service. It can be used to optimize the voyage by creating an RPM (Shaft Speed) and Trim
schedule for sections as can be seen below.
RPM Optimizer takes geographic characteristic of the route, current, wind, depth and wave
height and propulsion values into account and calculate the optimal RPM and trim profile
through the selected section to reduce the fuel consumption. These calculated RPM and trim
profiles are executed by NACOS Platinum TRACKPILOT and SPEEDPILOT.
The RPM Optimizer can only be used for Sections with a departure and an arrival time.

 Preferably the waypoint with the departure time is also the waypoint where the pilot
leaves the vessel and the arrival time waypoint is where the pilot enters the vessel.

A section from WP 2 to
WP 8

RPM Optimizer is used

for voyage optimization

Corresponding RPM values

(shaft speed) is shown to
comply with the schedule.

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Operating Instructions 4. Route Scheduling

A section from WP 2 to
WP 8

RPM Optimizer is used

for voyage optimization

Corresponding Trim
values is shown to comply
with the schedule.

The RPM values from the schedule can be executed by the TRACKPILOT and SPEEDPILOT.
See chapter XVIII - 3.7 on page XVIII-664. The Trim needs to be adjusted by the operator
itself.

 NACOS Route Optimization Pilot should have an additional configuration and hardware
(e.g., 460-Gateway). This service can only be reached via an approved cyber-secure
gateway located on board.

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5. Route Export and Import (Back Up and Printout) Operating Instructions

5. Route Export and Import (Back Up and

Printout)
Routes can be exported from the Platinum NAVIGATION System system by two
different ways:
Selected routes and directories can be exported
from Platinum NAVIGATION System system to a
USB memory stick in order to process them on third
party systems.

The passage plan for a selected route can be printed

out on paper or into an XPS file.

Routes can be imported into the Platinum NAVI-

GATION System system:

Selected routes and directories can be imported into

the Platinum NAVIGATION System system in order
to add routes which have been generated on third
party systems. The routes are loaded with a basic
data format describing just waypoints and legs but
sufficient to be used directly for track control. Those
routes which are on the Platinum NAVIGATION
System system already, are not overwritten by this
procedure.

The different ways are described in detail on the following pages.

WebDAV drive: If a WebDAV drive is connected, depending on the type of network drive,
route import and export are not visualized. TRANSAS supports route import and export,
NAVTOR not.
Operating is the same as with USB stick. If an USB stick is connected to the MFD, this local
USB stick is used for import/ export instead of the WebDAV. The locally connected USB stick
has a higher priority as the WebDAV.

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Operating Instructions 5. Route Export and Import (Back Up and Printout)

5.1 Exporting Routes to Third Party System

The NACOS Platinum system comes along with a route data export function. It is achieved
by exporting selected routes or a whole Platinum directory either in XML file format, in
NACOS xx-4/5 format, or in RTZ 1.1 format to a USB memory stick.
Insert a USB stick with Platinum or XX-4/5 or
RTZ 1.1 routes prepared according to the
description on page 537 into the Platinum
display electronics unit and open the Route
Explorer from the Tools bar.
The Import and Export buttons in the head-
line are active now.
Select Export Routes from the top line of the
Route Explorer menu.

1. Now a file manager is

opened in the chart area. It
comes along with a compre-
hensive set of file manage-
ment functions.
2. The left side provides a tree
with all catalogs on the
workstation. The right side
shows all routes of all
selected catalogs.
3. Select one or more catalogs
for export from the left.
4. Then right click into the right
area to open a small context
menu with Select all or
Clear all routes.
5. If all routes are selected
(marked in blue), click to
some of them to take them out from export as required.
6. If none are selected, click to some of them to take them in for export as required.
7. Click to Ok to start the export function.
8. Select one of the export formats from the sub-
menu.
9. The routes are stored in the directory “Route-
Exchange” on the USB memory stick. If not
existing, it is automatically generated.

 The schedule of a route is exported and

imported in the RTZ format only!

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5. Route Export and Import (Back Up and Printout) Operating Instructions

5.2 Importing Routes with the File Manager

1. Insert a USB memory stick
with routes to be imported
to the display electronics.
2. Open the Route Explorer
from the list of Tools.
3. Click to the Import
button in the top line of
the explorer.

4. Click to F:\ above in the

file manager.
5. All catalogs under Route-
Exchange on the stick
are highlighted. To the
right all routes of all cata-
logs are highlighted and
selected for import.
6. Click to catalogs on the
left or routes on the right
to de-select them and
exclude them from export.
7. Alternatively click to the
(+) sign above in the file
manager.
8. Now all catalogs available
on the stick are shown in
the left window but not
highlighted.
9. Select required catalogs
by clicking to each of
them. The routes
contained are shown on
the right side. De-select
routes one by one if
required.
10.Click to Ok to start the
import function. As a
result the Import Routes
message is shown.
11.Other route formats like
NACOS xx-4/xx-5, xml
reduced, RTZ, and some
project specific formats are converted during import into the Platinum format.
12.If a route in RTZ format is imported, the first schedule contained is imported as well. All
following schedules are skipped (applies also if imported by Route Migration Tool).
13.Route files with unknown format are not considered and remain on the USB stick. Please
use the Route Migration Tool to convert these routes into the Platinum format (see
page 754).

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Operating Instructions 5. Route Export and Import (Back Up and Printout)

5.2.1 Importing Routes from NACOS xx-4 or -5 to a Plat-

inum Back-up System
The ECDISPILOT Platinum has been approved as a back-up ECDIS System for earlier instal-
lations with NACOS xx-4 or -5. In this case the routes from the NACOS xx4 or -5 system
have to be transferred by USB-stick to the Platinum system. The procedure is exactly as
described in the above section.
First a RouteExchange directory has to be created on your USB-stick. This can be done
either on your Chartpilot of a NACOS xx-4 or -5 system during the route export procedure
by using Edit New Folder and Apply, or automatically on a Platinum system by exporting
any route to your USB stick, or finally also on any host PC with a Windows explorer.
The necessary sub-directories are generated automatically by the NACOS XX-4 or -5 system.
If all routes of interest have been copied into the RouteExchange directory, the USB-stick is
inserted into the Platinum system and the Route Import as described above is executed.
This has to be repeated periodically in order to keep the routes on the back-up system up-
to-date.

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5. Route Export and Import (Back Up and Printout) Operating Instructions

5.3 Printing out a Passage Plan

The waypoint list provides a function to print out the actually presented route as a passage
plan. An example is shown below. If a route has a schedule this can be configured for print
as well. The print-out can be directed either to a network printer connected to the Platinum
NAVIGATION System, to an XPS-file which is stored on a default directory on the Platinum
NAVIGATION System, to an external device such as a USB stick, or to a fax address.

Fig. XIII-17 Print out a Passage Plan

Print Passage Plan

Click to Route->Print Passage Plan
and choose one of the options.

Customize Variable Passage Plan

Click to Route->Set-up
Passage Plan to arrange
the print-out as shown.
The columns of the plan
can be arranged individu-
ally before print-out.
Select A4 or US letter
paper and portrait or land-
scape format.
Drag the columns as required, right click on a column to add or remove them, or use the
Add button to add another parameter to the right. In the last position the actually available
space on the paper is shown in percent.

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Operating Instructions 5. Route Export and Import (Back Up and Printout)

5.4 NACOS Platinum RTZ Route Data Format

<?xml version="1.0" encoding="utf-8"?>
<route xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance" version="1.1" xmlns="http://
www.cirm.org/RTZ/1/1">
<routeInfo routeName="Brest-St.PeterPort" vesselName="BRECQHOU CHIEF"
vesselMMSI="232003421" vesselIMO="--" vesselSpeedMax="14" />
<waypoints>
<defaultWaypoint radius="0.25">
<leg geometryType="Loxodrome" speedMax="14" />
</defaultWaypoint>
<waypoint id="1" name=" QR 4" radius="0.25">
<position lat="48.3433473826152" lon="-4.46895821973092" />
<leg geometryType="Orthodrome" speedMax="14" />
</waypoint>
<waypoint id="2" radius="0.25">
<position lat="48.3665664774073" lon="-4.47307476230247" />
<leg geometryType="Loxodrome" speedMax="14" />
</waypoint>
<waypoint id="3" radius="0.25">
<position lat="48.3533333344224" lon="-4.50000000001462" />
<leg geometryType="Loxodrome" speedMax="14" />
</waypoint>
<waypoint id="4" radius="0.25">
<position lat="48.3499999977507" lon="-4.53333333350085" />
<leg geometryType="Loxodrome" speedMax="14" />
</waypoint>
.....
</waypoint>
</waypoints>
<schedules>
<schedule id="1" name="Schedule1">
<manual>
<scheduleElement waypointId="1" speed="14" />
<scheduleElement waypointId="2" speed="14" />
<scheduleElement waypointId="3" speed="14" />
<scheduleElement waypointId="4" eta="2023-05-17T13:15:00Z" speed="14"
.....
<scheduleElement waypointId="14" eta="2023-05-18T01:32:00Z" speed="14" /
</manual>
</schedule>
</schedules>
</route>

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6. Further Information for Route Planning Operating Instructions

6. Further Information for Route Planning

The following sub-chapters are describing further special functions for route planning which
are not initially required during first editing and first application of the route monitoring func-
tion:
- Overview of route parameters
- Parameter points
- Predefined radius
- Setting the safety corridor
- Repetition of alarms

6.1 Overview of Route Parameters

Table XIII-1 Overview of Route Parameters

Waypoint Parameters

1 No. Waypoint sequence number, starting with 1, automatically increased

2 Name Enter a name for this waypoint to identify it during the voyage, i.e. lands end
3 LAT Latitude of this waypoint (in WGS-84), automatically set by shifting the waypoint
4 LON Longitude of this waypoint (in WGS-84), automatically set by shifting the
waypoint
5 RAD Radius in NM of the planned turn at this waypoint, default 1 NM, set as required
6 ETA/ETD Estimated Time of Arrival or Departure for this waypoint, set as required
7 ET Mode Select Calculated, Arrival, or Departure as method for calculating ETA/ETD
8 PP Set to PP if no course change shall take place at this waypoint [1]

9 Notes Enter hints, cautions, warnings which are displayed during the voyage at this
waypoint
[1]
Parameter Points are points where only additional parameters like speed, notes etc. are changing.
See page 531 for details.

Leg Parameters

10 From - To The two waypoints enfolding this track segment or leg, automatically inserted
11 DIST Length of the leg in NM including length of any curved track line, calculated
12 BRG Bearing of the leg, also course over ground to be steered on this leg, calculated
13 AVG SOG Calculated speed for a leg, in ETA mode autom. updated, for manual speed
setting
14 SOG Limit Maximum speed set by the operator as an upper limit for the calculated speed
15 CRS LIM Course limit valid on this leg (option not used here)
16 XTL Alarm limit for deviation from planned route, used for ECDIS monitoring
17 Sail Select sailing mode RL or GC on this leg (default is rhumb line with constant
course)
18 ECON Rudder economy on this leg (not used, option in combination with Trackpilot)

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Operating Instructions 6. Further Information for Route Planning

6.2 Parameter Points

Select the leg of the route displayed on the screen and by a click with MORE open the Route
context menu in the application area. A click on Insert a Waypoint Here first inserts a
normal waypoint in the middle of the leg.
Select the new inserted waypoint in the list (check the waypoint number) and activate the
PP (Parameter Point) check box. This waypoint will now be displayed with a small square
symbol.
With the graphical cursor on this symbol and pressing down the DO key you can now move
the parameter point along the preplanned track line. Releasing the DO key will fix the
Parameter Point's position on the leg.
- Do not shift the parameter point into the curved part of the displayed route.
Repeat the above procedure in order to add more parameter points on a leg.
- Do not shift a new parameter point across already available parameter points.

Note:
The insertion of parameter points on a leg does not create any course change at these
points.
With other words, a parameter point is not part of the course change alarm management
(No Waypoint Approach and no Wheel Over Point alarms). However, there can be “Critical
Point Approach” alert depending on the user settings, See chapter 3.9 on page 510.
But by use of parameter points you can easily add changes of route parameters like
- Off Course Limit (CRS LIM) and Off Track Limit (XTL)
- Sailing Mode (Sail Mode)
- Rudder Economy (ECON)
- Demanded SOG
- SOG Limit
on different parts of a leg.
Changing the SOG on a leg is also done by changing the Demanded SOG and SOG Limit
value, which then also changes the AVG SOG value in the Route List.

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6. Further Information for Route Planning Operating Instructions

6.3 Predefined Radius

- Already during editing of the route, it is advisable to check and adjust the radius for
the first waypoint. The default value is 1.00 NM. This radius will be copied to all other
added waypoints until you set another radius. In this way it can be verified "on-line"
during editing if geometric constraints (matching of length of the legs, radius, and
amount of course change) are violated.
- It is recommended first to use an initial radius for sailing with nominal speed which
could later be adjusted for your needs and depending on the results of the verification
of the route on the chart display. The initial radius should create a rate of turn far
below the maximum rate of turn you would normally accept for your ship under the
planned loading conditions.
- The predicted steady state turn-rate at a waypoint caused by the planned radius can
easily be estimated by the calculation:
Table XIII-2 Predefined Radius

Speed Radius ROT

[estimated]
25 kn 1.00 NM ~ 25 °/min
25 kn 0.50 NM ~ 50 °/min
12 kn 1.00 NM ~ 12 °/min
10 kn 0.10 NM ~ 100 °/min

ROT [°/min] ~ sailing speed [kn] / radius [NM]

CAUTION
Be sure not to plan too small radius values at high speed which might
guide your helmsmen to apply too high and possibly dangerous turn-rates
on your ship.

6.3.1 Minimum Turning Radius

Considering the above table the minimum input value for the turning radius is restricted to
a value between 0.1 and 0.5 NM depending on the ships size and turning ability. This limit
is configured during system commissioning. It can be further reduced for i.e. seismic vessels
to 0.03 NM on request.
This limit applies to track, heading and course mode.
If the vessel is steered manually, there is no limit for route planning, the minimum radius is
zero.

6.3.2 Maximum Turning Radius

Considering the need to perform unambiguous maneuvers and a precise calculation of the
track the maximum input value for the turning radius is restricted to 3 NM. This can be
extended for large vessels during system commissioning to 4 NM.
This value applies in any case, either manually steered or in automatic mode.

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Operating Instructions 6. Further Information for Route Planning

6.4 Setting the Safety Corridor

The preplanned route can be checked during editing already if an appropriate Safety
Corridor is set at the waypoints. The displayed corridor around the route helps to support
the operator during creation of the route when the display area covers the sea area of the
route or of parts of it.
At any time during editing the width of the safety corridor can be adjusted for each leg to
the waypoints of the route.
If you use a new route for the first time it could be sufficient to define a general minimum
passing distance (for instance 250 m or another safe value) in order to be on the safe side
when the program checks the route for the first time. But therefore the safety-corridor need
to be set, as described below.
Details, like adapting the radius, the track limit and other values could be adjusted following
the messages about violations after the route checking function has been executed.

6.4.1 Setting the Safety Corridor per Leg by Value

Setting of the corridor individually for port- and starboard-side already is described on
page 495.
To achieve a basic corridor-setting
you can select several waypoints from
the list. The most easiest way is a
MORE-key on one of the waypoints
and then the selection of “select all”
from the menu.

If all waypoints are selected a further action of the

MORE-key with confirmation to “Edit Leg...” will result in
a slightly modified dialog for “Edit Leg to Waypoint”.
All entries that are set, will have a check-mark on their
left side, to indicate that the values of these entries will
be applied to all waypoints that have been selected prior
to entering this dialog.
This way you can set a corridor to all waypoints for rough
checking of the route.
Values without check-mark on the left will not be altered
on all selected waypoints.
The resulting values on each waypoint can be edited
then individually as described on page 495.

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6. Further Information for Route Planning Operating Instructions

6.4.2 Setting the Safety Corridor per Leg Graphically

The route with activated display of the safety corridor (“Show Safety Corridor” on page 486),
each leg can be selected via the DO-key.

Route with several legs Route with selected leg

The selected leg now shows handles in the for corners. By pulling these the starboard- and
the portside-corridor can be altered manually. The resulting value can be seen directly at
the appropriate entry in the WayPoint-list (#27 in this case, value at “P-Corr” for the port-
side-corridor).

Fig. XIII-18 Set the Safety Corridor

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Operating Instructions 6. Further Information for Route Planning

6.5 Repetition of Alarms

CAUTION

An alarm is only repeated if an object belonging to a different object class

is touched or if the same object class is touched within a smaller distance
or time.

If, for example, the ship is sailing along a line of buoys and is too close to them, the alarm
Crossing a Danger appears only for the first buoy, but it can be acknowledged and
remains in the alarm list until this type of violation is no longer found within the guard
sector. Thereafter a new violation can activate the same alarm again.

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7. Mixed Systems - NACOS XX-4/5 & Platinum Operating Instructions

7. Mixed Systems - NACOS XX-4/5 & Platinum

Platinum SW version 2.1.12 and later includes routines for active route, planned route and
user symbol exchange between a NACOS Platinum workstation (MFD) and earlier NACOS XX-
4/5 systems.
In case of a retrofit it is now possible to replace one or more XX-4/5 workstations by one
or more NACOS Platinum workstations.The remaining XX-4/5 installation is still in use.
For an introduction about the possible system layouts refer to page 60. The operating is
described in the following sections.

7.1 Overview of Route Handling in Mixed Systems

Before installing a mixed NACOS System comprising new Platinum workstations (MFD) and
old NACOS XX-4/5 workstations it is necessary to export all routes from the planning station
of the XX-4/5 System to a USB stick and importing them on the planning station of the Plat-
inum System.
It is important to do this step before the system is rebuilt. If all CHARTPILOTS have been
removed there is no source for routes available. Routes from RADAR- and MULTIPILOT can
not be used in Platinum. Alternatively an earlier backup of CHARTPILOT routes from a USB
stick can be used as well.
After having installed the mixed NACOS System the back-up stick is inserted into the Plat-
inum planning station and all routes from the XX-4/5 system are imported into the Platinum
system.
During import the XX-4/5 routes are automatically converted by the Platinum MFD into the
Platinum format. The file name of each XX-4/5 route which is based on a number like map
0123t is changed to the Platinum format with a route name like DEHAM-DECUX.xml.
Further-on a default corridor and a data field for manual/track control is added. All data are
rearranged into the xml format. Before these converted routes are used they have to be
checked especially for the Default Settings.
If the route transfer has been completed, a former XX-4/5 route can be selected, checked
and activated for monitoring as well as manual and automatic track control on one of the
Platinum workstations.
The activated route and only this one is sent back automatically to the XX-4/5 System.
Depending on the remaining XX-4/5 subsystem configuration the activated route can be
used for monitoring and track control on the XX-4/5 subsystem.
The new Platinum subsystem is now the primary system for route planning. Any changes to
the routes must be done on the new system. The new system is the one and only source
for all routes used on-board.
 If parts of the remaining XX-4/5 subsystem are required for back-up (IMO rules for
double-ECDIS and double radar), it is necessary to re-transfer at least the actual route
in use or a small set of important routes via USB stick to the old XX-4/5 system.
For this purpose routes have to be exported from the Platinum planning station to a USB
stick again. Select the XX-4/5 export format for this step. Insert the USB stick with Platinum
routes into the remaining XX-4/5 CHARTPILOT for an update. Before doing this delete all
catalogs with identical names including their routes on the old system.
Considering the above and to avoid a route back-up on the old system it is recommended
to have at least two Platinum workstations in a mixed system (e.g. 1x MULTIPILOT & 1x
ECDISPILOT) which will provide the route back-up.

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Operating Instructions 7. Mixed Systems - NACOS XX-4/5 & Platinum

7.2 Initial Transfer of Routes to Platinum

7.2.1 Export Routes from NACOS XX-4/5 Subsystem
Insert a USB stick 1) into the CHARTPILOT 1100 electronics unit and open the Utilities->
Backup/Restore page from the Tree.
1. Select all relevant catalogs from the left top window by pressing the Ctrl button and
selecting each relevant catalog.
2. Click to Add Catalogs, set check box in the side menu to Backup and Track
(waypoints can not be used). Then click to Backup to Device.
3. A small menu opens showing the USB stick name, click to this line to select the stick,
continue with OK.
4. A small file explorer opens showing all folders on the stick. Select a folder to see the files
included as well. Select a folder for back-up and confirm with OK.
5. Otherwise click to Add New Folder, enter a useful name like CP_Back_2020_07_16_KCE
where KCE are your individual initials, and click to Apply. The new folder is listed now
under folders.
6. Select the new folder and click to OK. The folders and files are stored now under the
new folder, confirm finally with OK.

Fig. XIII-19 Export Routes from NACOS XX-4/5

1)
Apply a FAT 32 formatted USB stick with max. 64 GB as typically available from the market

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7. Mixed Systems - NACOS XX-4/5 & Platinum Operating Instructions

7.2.2 Import Routes into Platinum System

In the context of the new Mixed Systems
function the import function of the Platinum
System has been redesigned. Now Platinum
provides a new function for importing all cata-
logs on USB stick in one step. It can be used
as well for the route exchange between
different ships.
Insert the USB stick with XX-4/5 routes
prepared according to the description on
page 537 into the ECDISPILOT 1) Platinum
display electronics unit and open the Route
Explorer from the Tools bar.
Select Import Routes from the top line of the Fig. XIII-20 Import Routes to Plat-
Route Explorer menu. inum
1. Now a new file explorer
menu is opened in the chart
area. It comes along with a
comprehensive set of file
management functions.
2. The left side provides a tree
with all catalogs on the USB
stick. The right side shows
all routes of all selected
catalogs from the stick.
3. Select the catalogs for
import from the left.
4. Then right click into the right
area to open a small context
menu with Select all or
Clear all routes.
5. If all routes are selected
(marked in blue), click to
some of them to take them
out from import as required.
6. If none are selected, click to
some of them to take them
in for import as required.
7. Finally click to Ok in the bottom line to import all selected routes in one step.
8. Otherwise click to Cancel to stop the import.
9. The files are stored under their catalog name, the top catalog named here CP_BACK_
2020.... is not stored.

1)
also MULTIPILOT and RADARPILOT

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 7. Mixed Systems - NACOS XX-4/5 & Platinum

7.3 Back-up of Platinum Routes on XX-4/5 System

7.3.1 Export Routes from Platinum System
If the remaining XX-4/5 subsystem comprises a CHARTPILOT 1100 and this system shall be
used as a route back-up (see also page 536), it is necessary to export the actual routes or
a set of important routes from Platinum to the XX-4/5 subsystem.
The procedure is the same as
described in the previous chapter.
Instead of Import Route the
button Export Route is selected
from the route explorer headline.
The relevant routes are selected in
the same way as before. Finally
Platinum is asking for the export
format. For an update of the XX-4/
5 subsystem the entry NACOS XX-
4 / XX-4/5 has to be selected.

7.3.2 Import Routes into the NACOS XX-4/5 System

The procedure is the same as described before on page 537. Insert the USB stick with the
Platinum routes into the CHARTPILOT 1100 electronics unit and open the Utilities->
Backup/Restore page from the Tree.
1. Select the Restore function from the top.
2. Switch on Track if not selected already and choose Track (T) in order to specify which
file type is to be copied.
3. Press the Restore from Device button, a Select Removable Medium dialog box
opens. Select the wanted medium to restore from and confirm with OK.
4. A small file explorer opens
showing all folders on the
stick. Select a folder to see
the sub-folders, select a sub-
folder to see the files
included.
5. Select all files of interest by a
click to each file while
holding the SHIFT and (+)
keys down. File(s) marked
with a (+) in front of the file
name can be restored, but
files with a (-) not, confirm
with OK.
During the preparation the program checks whether the catalog into which a file is to be
copied already contains a file of the same type with the same number. If it does, the Over-
write dialog box appears and has to be confirmed or skipped.
6. When the message File(s) Successfully Restored appears in the ready menu, all
selected files have been copied onto the hard disk.

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7. Mixed Systems - NACOS XX-4/5 & Platinum Operating Instructions

7.4 Activate a Route for the XX-4/5 System

Please refer to the description on page 485 until page 507 for preparing, editing,
and checking a route on the Platinum System.
Select a route from the route expander (here
it is marked in blue), and click to the Acti-
vate button 1) .
If the route was already open and has just
been checked, it is activated at once, other-
wise an automatic check takes place.
In any case the activated route will change its
color from orange to red and will from now
on be distributed to other Platinum NAVIGA-
TION System (or workstations) and to all XX-
4/5 workstations for system-wide use.
The route is displayed with all warnings (red
rings) inside the safety corridor resulting from
last check. If no corridor has been set, or if
the corridor is changed during monitoring, no
warnings will appear.
On XX-4/5 workstations the safety corridor is
not shown. In addition the warnings are not
shown.
The activated route is treated as System
Route until it is deactivated again or until
another one is activated. The System Route
has the following properties:
- it cannot be deleted from the screen,
- it cannot be modified or reloaded,
- it is used for chart and track monitoring,
- it is used for calculation of all data
shown in the Route Monitoring window. Fig. XIII-21 Activated Route

 If the route is deactivated on the Platinum system it is automatically deactivated on

the XX-4/5 system as well.
 If the route on the Platinum system contains sections marked for manual or automatic
track control this control flag is not transfered to the XX-4/5 system. The information
is lost. Track control has to be switched on and off manually.

1) As described earlier, the route can also be activated from the buttons in the top line of the WP
list, see page 493.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 7. Mixed Systems - NACOS XX-4/5 & Platinum

7.4.1 More Details about Route Activation for XX-4/5

The route activation data flow in a mixed system is designed as follows:
1. A desired route is selected (opened) and verified on the NACOS Platinum system.

 It should be noted, that all basic parameters like minimal radius, maximal radius, max
speed, as well as Trackpilot parameters (KR/KT) must be configured identical in the
NACOS Platinum world and in the NACOS XX-4/5 world.

2. The desired route is activated on the NACOS

Platinum system.
3. An internal back-end process on the NACOS
Platinum system designed for the communica-
tion with XX-4/5 is notified, that a new route
has been activated.
4. The Platinum back-end process on that MFD
which is active as sensor master converts the
active Platinum route into a file with NACOS XX-4/5 legacy route format (local hidden).
5. The hidden legacy route file is transferred (by means of ftp) to the XX-4/5 CHARTPILOT
which has been defined as a gateway during Platinum system commissioning. The legacy
route is stored in the CHARTPILOT folder /user/pcs/platinum. For the time being this
route/track file is always named map0001t.
6. A script ActivateRoute.sh (also located in the
folder /user/pcs/platinum) is executed 1) . This
step is triggered by the Platinum sensor master
MFD. The following actions are performed by the
script file:
a. Set access rights of the file /user/pcs/Plat-
inum/map0001t to the correct value (chmod
666 map0001t)
b. Convert window/dos ASCII file format <CR>
<LF> (0d,0a) to UNIX file format <LF> (0a):
dos2unix map0001t
c. Copy the file /user/pcs/Platinum/
map0001t to the visible track folder /user/
pcs/maps/ActiveRoute
d. Send a track file store notification back to the
DBCom process of the Platinum system

1) This script is pushed by the Platinum system into the XX-4/5 folder. There is no SW update on
the XX-4/5 system required for the mixed operation.

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
8. Water Level Based Route Selection (optional) Operating Instructions

8. Water Level Based Route Selection

(optional)
If configured during system commissioning the selection
of routes in the route explorer can be controlled by the
water level as one further parameter. The water level can
be entered either manually or received via dedicated
radio link for serial data from an external sensor ashore.
The most important step is to add the additional selection
criteria “water level” to each route of interest.
Open a route in the waypoint list for planning, click to
Route and select the entry Note.
The Route Note Editor as shown to the right
will appear. It is the standard Platinum
editor extended by one entry line for the
water level. Enter a useful description of the
route and enter the planned water level for
this route. The entered water level will be
used later as search parameter. You can
add the water level in addition to the route
name, here Northbound -0.2 but this exten-
sion is just for easier identification, and not
used for the search.
Once all routes of interest have been
marked with their corresponding water
level, the extended route search function
can be used. Open the Route Explorer as
shown to the right.
Select by a DO click (left click) one catalog
of interest, here the catalog 4 South-
ByLevel2 has been selected.
Open the context menu for catalogs by a
MORE click (right click) to the selected
catalog line.

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NAVIGATION SYSTEM Platinum ROUTE PLANNING AND MONITORING
Operating Instructions 8. Water Level Based Route Selection (optional)

Choose the entry Search by Water Level

to open the search menu as shown here.
Enter the expected water level (here 0,4 m),
or use the water level delivered by the
external sensor (here empty, sensor not
connected).
Now the located route is displayed with its
catalog and route name. In the lower part
of the menu the last waypoint is already
displayed with the scheduled arrival time.
The schedule is based on a departure at the
actual time (now) and on the SOG Limit for
each leg or if the overall time demand
leaves some spare time open, on a
Demanded SOG for each leg.

8.1 Planning a Water Level-based Route

The route finder will choose the first route
in the selected directory which meets the
requested water level.
If more than one route are assigned to the
same water level, the remaining ones are
not considered and not selected.
So it is important to have one route with a
certain water level only in one directory.
The schedule of a route is not stored. Each
time a route is found by the search function,
the schedule is calculated again applying
the actual time as the start time.

Fig. XIII-23 Water Level-based

Route
Fig. XIII-22 Water Level-based Route

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ROUTE PLANNING AND MONITORING NAVIGATION SYSTEM Platinum
8. Water Level Based Route Selection (optional) Operating Instructions

If a route has been found and the schedule calculated,

the time setting at any waypoint can be adjusted.
Click to the small arrow in the waypoint line (see red
arrow), a list with all waypoints pops up, select a
waypoint of interest and change the parameters as
required, e.g. from scheduled to demanded.
Or define a specific arrival time at this waypoint.
The procedure is the same as described on page 511
and following.

8.2 Activating a Water Level

Based Route
This route is activated by the Active route button in
the bottom line of the Route Finder menu (see above
screenshot).
Click to this button to open the waypoint list and start
the route check process.
Finally, after you have confirmed the route check, the
water level based route is opened in the waypoint list and in addition the active route is
opened and active for monitoring. The procedure is the same as described on page 498 and
following.

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NAVIGATION SYSTEM Platinum
Operating Instructions 9. Route Efficiency Planner (Optional)

9. Route Efficiency Planner (Optional)

9.1 Introduction
Route Efficiency Planner is an optional service provided by API Services. NACOS Platinum
interacts with API Services by sending raw navigational data and requests. In return, API
Services provide NACOS Platinum with three generated/optimized routes given the vessel
maneuvering characteristics between two ports.
The Route Efficiency Planner Services can be grouped into three different areas:
1. Port Services: A service to obtain the geographical positions (UN/LOCODE) of the ports.
2. Route Generation: A service to calculate three different routes based on multiple
parameters e.g., HFO, MGO, average SOG, max. waves and wind, minimum depth, dura-
tion in ECA and duration in 4 nm, 12 nm coastlines.
3. Route Optimization Profiles: After generating three different routes between given
ports, this service provides optimization profiles e.g., RPM, Trim, of the selected route to
the Navigator. After the activation of the selected route optimization profiles are updated.
4. Route Exchange Services: Route exchange service is providing updated route to the
NACOS Platinum once a generated route profile has been changed.

Route exchange between NACOS Platinum and API Server based on a common technical
protocol called RTZ format (See IEC 61174:2015). XML schema is provided for validation of
the structure and content of the RTZ format route files. Two versions of the RTZ schema
are defined: version 1.0 (provided in Annex S of IEC 61174:2015) and 1.2 (provided in
Annex A of IEC PAS 61174). Route Efficiency Planner utilizes version 1.1.

Operational Benefits of Route Efficiency Planner

The service may provide less fuel consumption, more accurate arrival time and better sea-
keeping voyage. Route Efficiency Planner gives Navigator the opportunity to compare route
profiles and their corresponding effects on the ship and voyage.
It can relieve the Navigator of the burden of creating a new whole long route. This task
sometimes can be quite time consuming activity.

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 NAVIGATION SYSTEM Platinum
9. Route Efficiency Planner (Optional) Operating Instructions

9.2 Route Generation

Route Generation provides maximum three different
routes between the selected two ports, each based on
various parameters such as HFO, MGO, average SOG,
duration in 4 nm, and 12 nm. As a result, the Navigator
can compare these three routes and choose the most suit-
able one according to their preferences. To generate the
routes, access the Tool menu, open the Tool bar, and click
on the “Route Efficiency Planner” entry with DO (left-
click).

On top of the Route Efficiency Planner tool the New Request button is available. Click with
DO to New Request to make a route request. The Navigator can create a new request by
entering the departure and arrival port from the extensive port database. The name of the
request should be entered as well. A dropdown menu is shown as soon as any character is
typed. Here Hamburg as a departure and Stockholm as an arrival port have been selected
for the request Hamburg-Stockholm.

Approach to Simpnas.

Approach to Simpnas (SE)

Approach to Simpnas (NE)

Approach to Sandham

Fig. 9-1 Opening a New Route Request and Related Navigation Points

There can be different number of departure/arrival selectable point for a related port after
typing the port name. These navigation points are around the port e.g., inbound/outbound
approaches and near the closest fairway. Here, an example of four different navigation
points for Stockholm is shown above.

 The name of the ports should be listed in the dropdown menu (port database) to
generate routes. Without this essential listing, the Navigator has not the option to
input their desired destinations manually.

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NAVIGATION SYSTEM Platinum
Operating Instructions 9. Route Efficiency Planner (Optional)

The planned arrival and departure time and date can be set in the new route request by a
click to the small arrow after the text. Desired date and time are selected from the dialogs
as below.

Planned departure time

Planned arrival time

Set arrival date

Set arrival time

Generating routes between desired two ports starts after clicking the OK button with DO.
Navigator can monitor the progress of this route generation below, where they will find
information regarding the name of the request, its current status, and the final result. There
are three possible status indicators for a request “in progress”, “success” or “failure”.

A new route generation request with failure and no

Result is available. Try again later.

A new route generation request with success and

Result is available. Click with DO to the Result knob
to see the generated routes details.

A new route generation request is in Progress. Wait for

the Result. Typically this takes up to five minutes to
calculate.

Delete any route request by clicking MORE>Delete Entry.

Fig. 9-2 Status of Route Request

Any listed route request above can be deleted by MORE (right-click) -> Delete Entry.

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 NAVIGATION SYSTEM Platinum
9. Route Efficiency Planner (Optional) Operating Instructions

 Typically, the result of the request is up to three different routes. If one of the routes
is saved, it can be viewed in the Route Explorer. It is available in the Route Explorer
of other MFDs only after saving on the Voyage Planning MFD.
Click with DO to the Result knob to see the results as in Figure XIV-24. The name of the
route can be changed. The Catalog or the route can be chosen from the existing Catalogs
or a new Catalog can be created by Add knob with a new Catalog name. Once the Catalog
has been selected, the selected route can be saved in the Catalog by clicking with DO to
the OK knob.
Click Add to create Enter a new
Click to select from a new Catalog Catalog name.
existing Catalog

Click OK to save
Selected route the selected route
to the Catalog

Fig. XIV-24 Result of new route request

The result is three optional routes based on different parameters. The parameters are DOG
(Distance Over Ground), HFO (Heavy Fuel Oil in tons), MGO (Marine Gas Oil in tons), Av.
SOG (Average Speed Over Ground), Outside 4 NM (Timespan sailed outside 4 NM zone of
land), Outside 12 NM (Timespan sailed outside 12 NM zone of land). The Navigator can
select one of the routes on his/her preferences to save.
After clicking with DO to the OK knob, the catalog and route are saved under that Catalog
of Route Explorer.
 It is also possible to repeat above steps for other routes shown in Figure XIV-24 and
save them into the Route Explorer.

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NAVIGATION SYSTEM Platinum
Operating Instructions 9. Route Efficiency Planner (Optional)

The result of route proposals will be displayed on the ENC and the selected route option is
highlighted with dashed thick line on the ENC as presented above.
Saving the Routes

New created route is now in Route Explorer

The saved route can
be viewed under
Route Explorer with
the exact route name
in the Catalog as seen
below. Here the route
called DEHAM-
USNYC is saved. This
route is now available
on other MFDs under
Route Explorer. The
list has two views, a
Planning View with
waypoint details and a
Schedule View with
track segments (legs).
See page 483 for
further information to
edit the waypoint list.

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 NAVIGATION SYSTEM Platinum
9. Route Efficiency Planner (Optional) Operating Instructions

CAUTION
Before a route can be used for navigation, it has to pass an automatic
check of the geometrical shapes and check for obstructions or shallow
water areas. See Chapter 2.5 "Start Check of the Route" on page 498 for
more details.

Rendering of routes
Result of the new routes provides also the preview of the routes. The three proposed routes
are appeared as dashed orangish line. The selected route in the result tab is highlighted on
the ENC.

 Set the orientation to Browse mode to see the preview of the route proposals. Other-
wise, the result of routes may not be appeared on the ENC because of distance.

 Resulting routes can be further optimized by using NACOS Route Optimization

Pilot (NROP) service. For more details see chapter XIII - 4.10.2 on page XIII-522.

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NAVIGATION SYSTEM Platinum
Operating Instructions 9. Route Efficiency Planner (Optional)

Maintenance
It is possible to check the Route Efficiency Planner
service health status. Go to the Maintenance click
with DO to the Tools and choose Route Efficiency
Tool. Click with DO to the Analysis to check the
route efficiency service.

There are five services that Route efficiency service

is asking for health status. Gateway Service
Address, Port Service Address, Route
Exchange Service Address, Generation Service
Address (Route generation) and Optimization
Service Address. After clicking the Analysis knob,
all service are checked if they are available to NACOS
Platinum or not. There can be three status of the
analysis of a particular service. Running, Success and
Failed (maybe with the short reason of the fail). A
more detailed explanation about the status can be
find in the Message column.

 Port Service, Route Exchange, Generation Service and Optimization Service are corre-
sponding to the services explained in Chapter 9.1 "Introduction" on page 545.

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 NAVIGATION SYSTEM Platinum
9. Route Efficiency Planner (Optional) Operating Instructions

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CONNINGPILOT & Other
CONNINGPILOT & Other NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
The CONNINGPILOT combines the most important indicators and displays both for naviga-
tion and propulsion control on one screen. Operating of the CONNINGPILOT is required only
for the selection between different well-proven combinations of indicators and displays for
open sea, maneuvering or harbor areas.
The CONNINGPILOT is available either
on a second monitor of a RADAR- or MULTIPILOT,
or as one further application of a RADAR- or MULTIPILOT on the same monitor,
or finally on a separate electronics unit with its own monitor.
The CONNINGPILOT screen is divided into two or three areas,
- a left Conning Sidebar, which is permanently available and similar to RADARPILOT
and MULTIPILOT but with permanent tabs for alerts, for TRACKPILOT, and SPEED-
PILOT Expander, and a number of various selectable indicators,
- a center area for graphical visualization of Navigation Data mainly determined by the
compass scale and the own ship symbol, but alternatively also Propulsion Data or any
other indicator,
- and a right part for graphical visualization of Propulsion Data mainly determined by
the ship symbol with its engines, propellers, thrusters, or rudders, but alternatively also
Navigation Data or any other indicator.
The center area and the right part can be combined to one area for optional applications
like embedded windows for camera, for remote applications and for the FUGRO docking
menu. Click to the top right header line with symbols for single or dual window. This setting
is not saved. If you start CONNING again it always comes up with dual window.

Fig. XV-1 Overview of the Conning Screen

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NAVIGATION SYSTEM Platinum CONNINGPILOT & Other
Operating Instructions 1. Overview

1.1 Conning Sidebar

The Conning Sidebar provides a permanent indication of the top alarm line, the TRACKPILOT
expander (if TP is installed), the SPEEDPILOT expander (if SP is installed), and of further
tabs to open for various graphs depending on the actual installation.
The alarms tab and the expanders for TRACKPILOT and SPEEDPILOT are the same as for
RADAR and ECDIS.
Please refer to the corresponding descriptions in the general chapters about ALARMS,
TRACKPILOT, and SPEEDPILOT.
.

The Wind & Current expander

displays an overview of the actual
wind and current data. The wind
direction can be set as relative or
true, the unit for the wind speed can
be set as knots or m/s.

The actual measured current is

always true and in kn. Current data
can only be calculated if SOG and
STW data are available and valid.

Depth below transducer

shows the value of the actual
measured depth below transducer
delivered by the depth sensor. The
depth history is shown in the depth
expander.

The Recording expander provides Click to one of the buttons to open

control graphics for the autopilot in the Tools bar and select another
form of a rudder recorder, and for indicator for display. Close an indi-
ROT, Speed, and Wind. cator again by clicking to the cross
in the top slider.

Fig. XV-2 Conning Sidebar

 The above CONNING sidebar

provides three separate displays
for indicators like wind, current,
rudder, or alarm list. If required
the number of displays can be
set between 1 and 4. Open the
Settings bar and select e.g.
number 1 to present a longer
alarm list.

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2. Displays in the Center and the Right Area Operating Instructions

2. Displays in the Center and the Right Area

As a minimum, four different views of the Conning screen are available:
- Conning Home. It shows the most important conning data for open sea navigation
according to the settings of the operator.
- Conning Display with Waypoint List provides a combination of the most important
conning data and the actual waypoints of the present system route.
- Docking Display. In this display, the movement of the ship is visualized with detailed
data for heading, rate of turn and speed.
- Propulsion Data Display This window shows the own ship symbol with attached
generators, engines, propellers and rudders, or thrusters. The status, the revolutions,
the power and the direction of force are visualized.
Other displays and indicators may be available depending on the system configuration and
the available sensors and interfaces.

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NAVIGATION SYSTEM Platinum CONNINGPILOT & Other
Operating Instructions 2. Displays in the Center and the Right Area

2.1 Conning Home for Navigation Data

The Conning Home Display for Navigation Data is presented in the center area of the
screen.
This window is accessible by the corresponding link in the menu called by the Tools button
in the top line to the right.

Rate of turn numerical value and graphic indication, computed from the change
in the gyro heading values supplied by the compass system.

Red bar to the left: Ship is turning to port.

Green bar to the right: Ship is turning to starboard.
Click to open
another Conning
TRACKPILOT oper- page, i.e. with
ating mode waypoint or
docking

Click to the small

triangle to change
the scaling
Heading indication with the
Set, Actual and Next values
used by the TRACKPILOT in Drift angle value
Heading mode. calculated by
TRACKPILOT

Speed vector with drift angle Off Course/ Off

Track numerical
The speed vector is calcu- value and trend
lated by the MFD and is indicator, click to
related to the CCRP the small triangles
(system position). to change the
scaling

Indication of the maximum Wind direction and

value representing the speed indication
length of the speed vector.
The speed vector over
ground is true to scale until
5 kn. Above 5 kn the length
is limited and representing a Drift angle value
direction only. calculated by MFD

Fig. XV-3 Conning Home Display

CAUTION
Drift angle values calculated by the MFD (workstation) are related to the CCRP (typically the
conning position on-board), drift angle values calculated by the TRACKPILOT are related to
the track control position (typically the location at the bow, where the doppler log is installed).
On straight heading and no external forces (wind, current) the two drift angle values are iden-
tical, during and after heading change or changing of the external forces the information will
differ for a period of time.

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2. Displays in the Center and the Right Area Operating Instructions

2.2 Conning Home with Waypoint List

The Conning Home with Waypoint list is presented in the center area of the screen alter-
natively to Conning Home. This window is accessible by the corresponding link in the
menu called by the Tools button in the top line to the right.
This window shows in addition to course related data a detailed information about the active
system route. The values are updated periodically, the sensor data are displayed in real-
time.

Click to open
another CONNING
page, e.g. with
navigation or
docking

Active
system
route
data Active leg of
system route

Fig. XV-4 Conning Home Waypoint List

The ETA column indicates the estimated arrival times at the wheel-over-points calculated by
the system. Additionally, the planned and actual ETA at the specified Arrival point is shown
with the calculated Delay time of the time schedule.

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Operating Instructions 2. Displays in the Center and the Right Area

2.3 Docking Display

The Docking Display is presented in the center area of the screen alternatively to
Conning Home. This window is accessible by the corresponding link in the menu called by
the Tools button in the top line to the right, or if opened already once, also by the tab in
the top line.
This window shows in addition to heading and ROT the own ship symbol with attached
speed vectors. The direction of the ship’s movement is indicated by green and red triangles
which are moving in the corresponding direction.

Rate of turn* numerical value and

graphic indication. Green and red for
STBD/PORT turning direction.

Actual gyro heading

Longitudinal
speed indica-
tion, numerical
value graphic
indication.

Bow and stern

transversal
speed indica-
tors, numerical
value and
graphic indica-
tion.
Green and red
for STBD/PORT
turning direc-
tion.

* The indicated ROT value

(numerical and graphics)
is calculated by the
Links for the quick access to the appropriate system from the gyro-
window. heading received from the
selected heading sensor.

Fig. XV-5 Docking Display

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2. Displays in the Center and the Right Area Operating Instructions

2.4 Propulsion Data Display

This window shows the own ship symbol with attached generators, engines, propellers and
rudders, or thrusters. The status, the revolutions, the power and the direction of force are
visualized. The values are received either from the automation system or in systems with
TRACKPILOT also by the TRACKPILOT Interface.
 The figure below is an example only. It may vary significantly from the display on your
system depending on the real arrangement of engines and rudders etc.

Bow thruster power

and thrust direction
in %

Electrical power
delivered by the
generators

Speed over Ground

(SOG) in kn

Shaft power and Shaft power and

revolution speed of revolution speed of
the port main engine the starboard main
engine
Rudder angle from the rudder angle sensor.

The thin red lines indicate the rudder limit set during
commissioning.
The orange lines indicate the set value of the active
TRACKPILOT.

Fig. XV-6 Propulsion Data Display

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Operating Instructions 3. Split Screen Display

3. Split Screen Display

The screenshot below shows the standard view with split center area. The left part shows
the Docking Display, the right part shows the Propulsion Data Display.
In the left part up to four displays can be opened in parallel, here we can see Conning
Home, Data Display, Conning and Docking. If a further one is selected, the first one is
closed.
In the right part up to three displays can be opened in parallel. If a further one is selected,
the first one is closed.

Fig. XV-7 Split Screen Display

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4. Alarm List Operating Instructions

4. Alarm List
The alarm list, which is introduced in the main chapter ALARMS, WARNINGS AND CAUTIONS
can be displayed on the CONNING page as well.
Two versions are available, a small alarm list in the left sidebar of the CONNING page, and
a larger one in one of the two main display areas.
Click to the corresponding tool buttons to open the list of tools and there click to Alerts ->
Nav Alerts (Navigation). More details about the handling of the alarm list can be found on
page 767.

Click here to open the list

of tools

Larger Alarm List displayed in the center or in the right

part of CONNING, here instead of the Propulsion display
Small Alarm List displayed in the left
sidebar of CONNING

Fig. XV-8 Alarm List

The left small alarm list can be displayed only, the larger right one can be printed in addi-
tion, see next page.

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Operating Instructions 4. Alarm List

4.1 Reading and Printing the Alarm List

To open the larger Alarm List, select the corresponding entry in the Tools Bar. The Alarm
List is displayed in the application area:

The Alarm List shows all alarms, warnings, and cautions. The status of an alert (= alarm,
warning, or caution) is indicated at the beginning of each line by a symbol. The alerts are
chronologically listed in the list. The latest alerts are placed on bottom of the list.
NOTE:
To view the channel parameters of one of the monitoring channels in the list, right-click on
an entry in the list and select properties from the pop-up menu. The list includes the
following columns:
(State) - Icon indicating the type and state of the alarm. The alarm icons are explained in
the ALERT MANAGEMENT chapter page 761. A flashing icon indicates that the alarm is unac-
knowledged.
ID - The channel ID.
Name - Text describing the monitoring channel.
Message - The actual error message of the alarm.
Value - In case of analogue values, the output value of the monitoring channel.
Date - The date at which the error occurred.
Time - The time at which the error occurred.
At the bottom, the record counter shows the total number of alarm messages and in
brackets the number of alarm messages currently displayed. Above the Alarm List window
you will find a tool-bar, the buttons are as follows:
Silence - Stop the horn for active alarms
Acknowledge All - acknowledge all unacknowledged alarms in the list.
Print - Print out the selected alarm list on the default system printer.

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5. Switchover of CONNING from one MFD to the Other Operating Instructions

5. Switchover of CONNING from one MFD to the

Other
In a typical bridge layout the
CONNINGPILOT monitor is MFD 1 Collision Avoid. CONNING
MFD 3 Nav Status MFD 2 Collision Avoid.

installed in the center console.

The two video inputs of this
center monitor are connected
to the two neighboring work-
stations, here MFD 1 and MFD
2.
Trackpilot
The CONNINGPILOT application
at MFD 1 is controlling the center monitor from start. The user can move the cursor at MFD
1 between the left monitor and the center monitor.
If MFD 1 fails, the monitor searches for valid input data and switches automatically over to
MFD 2. Now the user can move the cursor of MFD2 between the right monitor and the
center monitor.
The disadvantage is that under normal operating conditions the user at MFD 2 is not able
to control the center monitor.
For this purpose a manual switchover func-
tion is provided. If configured for this func-
tion, the button Control Conning is shown
in the main menu. Click to this button to gain
control over the CONNINGPILOT monitor in
the center.
Click to this button at the other MFD to gain
control from there over the CONNINGPILOT
monitor in the center.
If one MFD fails, the monitor switches auto-
matically after 10 sec to the other MFD.

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Operating Instructions 6. Favorite Settings for CONNING Pages

6. Favorite Settings for CONNING Pages

The CONNING page is divided into several windows. The contents of each window can be
configured by the user individually during operation.
Just click to the Tools button in the top right corner of each window and select one
of the available indicators or displays. If all windows have been configured this
layout or setting can be stored under a user edited name and selected again after-
wards at any time from the list of favorite settings.

Save a New CONNING Layout as a Favorite Setting

In the first step select the desired
indicator or display for each
window, i.e. the Wind indicator
for the top left corner.

Open the main menu from the

bottom line and click to Favorite
Settings.

Click to Save New... to open

the editor for a new favorite
name and enter a name.
Click to Save to store this new
layout or setting.
Alternatively select one of the
already existing settings and
overwrite this setting with the
actual one.
In addition settings can be
renamed, deleted or just viewed.

Select one of the Favorite Settings

Click to the Favorite button in
the bottom menu line (the star)
and select one of the Favorite
Settings.
If no favorite has been stored
before, this list will not open.

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6. Favorite Settings for CONNING Pages Operating Instructions

6.1 Automatic Switch-over of Favorite Setting

(optional)
This optional function provides an automatic switch-over
from the current CONNING layout to a new layout or
setting that has been stored under Favorite Settings.
If your Platinum NAVIGATION System system is fitted with
this optional function you will find an additional entry in the
list of Settings called Position Controlled Favorite
Settings.
Click to this entry to open a list of geographic positions
along a track or anywhere, where a switch-over of the
CONNING setting or layout shall take place. The number of
these positions is quite large and practically not limited.
Each switching-over position has a name, i.e. Gedser
Manoeuvre or Gedser Port, a related favorite setting, a
direction (heading) of the sailing vessel, and a date of last
change over.
Click to New to enter a new switching-over position in the
list, edit a name, and assign a favorite setting.
Check the small box in front of each position line to activate or deactivate a switch-over of
the CONNING page at this position. Click to the small arrows after the position and direction
entries to change these values.
Finally click to Save.

Details of the Switching Condition

A switching precondition is reached if the vessel is sailing
closer than one nautical mile from the switching position
and the vessel’s heading is within +/-30 degree of the
given direction.
If above precondition is met the switching is activated if
the virtual switching point, here represented by a posi-
tion fix, is visible just abeam from the vessel.

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Operating Instructions 7. FUGRO Docking Display

7. FUGRO Docking Display

Click to the Tools button in the top line of one of the
CONNINGPILOT sub-menus to see the additionally available
applications.
Some of them are ship specific and have been configured
during system commissioning. Others come along with the
standard configuration.
One optional tool is the FUGRO Docking Display. It is
described in the following.

7.1 Overview
The Docking System Oceanstar from FUGRO Norway AS is available as a Platinum option.
It is further on referred here just as "FUGRO". It combines a precise navigation system with
a data base for harbour quays.
Each time a vessel is docking at a quay the precise position and orientation of the vessel is
stored in a data base under the name of this harbour.
If the ship is docking again there, the stored quay data are loaded for comparison with the
actual navigation data. The correct position of the quay as seen from the vessel can be visu-
alized for precise docking.
The precise navigation system comes along as Oceanstar Core Configuration as shown in
the following block diagram:

Fig. XV-9 FUGRO System Overview

The core system is based on three DGNSS satellite receivers providing precise position,
speed, heading and ROT.
Please refer to the FUGRO manuals or contact Fugro Norway AS if more information is
required.

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7. FUGRO Docking Display Operating Instructions

7.2 Connection of Platinum MFD (EUT) with FUGRO

The serial output of the FUGRO Docking System is connected to one free channel of one of
the navigation sensor interfaces of the Platinum Navigation system as shown below:

Fig. XV-10 FUGRO Integrated into Platinum INS

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Operating Instructions 7. FUGRO Docking Display

7.3 Visualization of Docking Scenarios on Platinum

The actual quay layout with own ship symbol, distances to quay, heading, ROT and speed
values is visualized as one further tool of the Platinum Docking page.

Fig. XV-11 FUGRO Display in Platinum

The quay side is shown as a grey thick line, with distances from own ship to quay as well
as speed indications.
In the example above the distance of the bow to the quay ahead is 187.4 meter and the
distance of the STB side to the quay on STB side is 55.8 (fore) and 60.4 meter (stern).
The ship symbol is drawn always in parallel to the quay although it might be oblique.
The integrity of the FUGRO precise navigation system is indicated in the top right corner
with the traffic lights:
Orange: no ref data, no DGNSS
Yellow: poor DGNSS or quay data
Green: good DGNSS & quay data

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8. Remote Desktop Protocol Interface (RDP) Operating Instructions

8. Remote Desktop Protocol Interface (RDP)

8.1 Overview
There is an increasing need to integrate different kind of products into the type approved
INS in order to extend the functionality and to reduce the number of workstations on the
bridge. A well proven technology is the so-called Remote Desktop Protocol. Precondition is,
that the 3rd party product is running an RDP-server which is nowadays a standard function-
ality of most operating systems (MS Windows, Linux, Unix, MacOS). A client (in this case a
dedicated NACOS Platinum MFD) may communicate via RDP with these 3rd party products.
 For NACOS Platinum the RDP interface will work for any combination of
following operating systems: Windows 7, Windows 8 and Windows 10.
This remote protocol must run on a separate network
(i.e. via 2nd network card) and it requires a precon-
figured firewall (Phoenix FL MGUARD GT/GT 2700197
(Wärtsilä Voyage 814 004 409) which only allows
RDP traffic via a certain TCP port. The type approval
for RDP is valid only for connections on-board.
 If a remote PC at shore has to be
connected, a Firewall according to IEC
61162-460 has to be used.
The RDP based 3rd party equipment is connected via
firewall and Ethernet switch to the second network of dedicated MFDs. An overview of the
Platinum Navigation System and the connection to external equipment via RDP is shown
below:

Fig. XV-12 Remote Desktop Integrated in Platinum INS

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Operating Instructions 8. Remote Desktop Protocol Interface (RDP)

8.2 Visualization of 3rd Party Application in CONNING

The 3rd party application is embedded as a sub-menu in the CONNING page. It is started
as follows:
Click to the TOOL button in the top right corner to open the toolbar. The list of
available applications for this sub-menu opens. Select the RDP Application.
The name in the toolbar list can be configured during system commissioning. For 3rd party
applications which are not designed according to IMO requirements, especially the Presen-
tation Test Standard IEC 62288, a name like RDP non-IMO conform has to be chosen.
One RDP application only is configurable in the list.
If the RDP entry is selected, the desktop or the running application of the 3rd party
computer will be visualized and can be operated from NACOS Platinum MFD.
Switching back to the Platinum applications is possible via Super Home button in the bottom
line or from the Platinum application menu with RADAR, ECDIS….
If more than one MFD is configured to have access to the 3rd party equipment the MFD
with the latest (newest) connection is activated for remote operation, the older one will
terminate the connection with session termination message generated from the client soft-
ware.

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9. Wave Height Radar (optional) Operating Instructions

9. Wave Height Radar (optional)

9.1 Overview
The Wave Height Radar System for NACOS Platinum is available as an option. It combines
one of the existing Antenna Units of a NACOS Platinum installation with the powerful
computer program Wavex from MIROS in Norway. Wavex calculates the wave height and
related wave parameters based on an analysis of the Radar picture.
The computer program is installed on a separate workstation of the Platinum Navigation
System and is connected to the Platinum ring network. No other applications, especially no
Platinum application, are installed on the Wave Height computer and there is no monitor
connected.
But every other Platinum MFD in the network with CONNINGPILOT application has access
to the wave data.

9.2 Operating Area - Important to Consider

Various principles for measuring the wave height are known. In the past the most common
method was by observation of the wave crest which covers the closer area around the ship.
Other methods are using a gauge which measures the wave movement at the ships hull. A
microwave distance measuring system looking downwards from the deck to the sea surface
is also well known.
Compared to that the wave height radar as introduced here covers a ring segment around
the own ship starting in a distance of a few hundred meters (depending on ship size and
installation height of radar antenna) and reaching one to two nautical miles.
The first impression might be that the wave height at own ships position is not included,
but it is well known that in the open sea the wave field is uniform over a large area including
in this case the own ship.
The situation could be different if the own ship is sailing or mooring in a protected area
(harbor bay, etc.) and the radar antenna is scanning the open sea. In this case the user has
to take his own decision about applicability of the results.
Another situation appears if the ship is sailing in the open sea. Although the radar antenna
is scanning a range of some ten miles, the wave analysis is restricted to the closer area of
one to two miles.

WARNING
Monster waves building up when three waves are merging and approaching
the own ship can not be detected in time. They are just following statistical
rules building up somewhere at some time. The user has to be aware that
on a journey over a few hours with mean wave height of 2 m a maximum
wave height of twice this value could appear quite soon within 30 min. The
chance for a wave height of three times is much lower but can not be
excluded. It might happen once in 10 or more journeys. In any case it is
recommended to keep careful lookout.

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Operating Instructions 9. Wave Height Radar (optional)

9.3 Measurement Principle

It is known that under certain conditions signatures of the sea surface are visible in the near
range (< 5 km) of nautical radar images (see also Ina Trenkmann, http://www.coastalwiki.org/
wiki/Waves_and_currents_by_X-band_radar):
 The local wind generates small surface ripple waves (i.e. small waves with wave length
of a few cm). The rough water surface reflects the radar signal.
Given a wind speed of more than approximately 3 m/s, the backscatter from sea surface
becomes visible in radar images. This base signal is modulated by longer ocean waves
('surface gravity waves' with wave length in the order of magnitude of some 10 m to several
100 m), generating a stripe like pattern, the so-called 'sea clutter'.
Usually, this signal is treated as noise and suppressed, but it contains valuable information
on the actual sea state. As the basic imaging mechanisms of ocean waves in radar images
are known (Alpers et al, 1981 1) ; Plant et al, 1990 2) , it is possible to analyse the spatial and
temporal development of these pattern to gain information on wave height, wave length,
wave period, surface current and other.
Oceanographic measurement systems based on X-band radar allow to scan the ocean
surface in real time with high temporal (1 – 2 s) and spatial (5 – 10 m) resolution. A water
surface of several km2 can be monitored continuously. These remote sensing systems can
be installed on moving vessels as well as on fixed platforms or at coastal sites.
A typical wave measurement by means of X-band radar is
composed of a temporal sequence of sea clutter images
I(x,y,t) (see also figure to the right). To derive wave informa-
tion from such data sets, several analysis steps are required.
First, the images sequence is transformed into the spectral
domain by means of a discrete 3D Fourier Transformation.
The resulting 3D image spectrum is a function of wave
number and frequency. It can be transformed into an energy
density spectrum of the ocean surface waves by correcting for
distortions due to the imaging mechanism and exploiting the
known dispersion relation of water waves (Young et al, 1985 3) , Ziemer & Rosenthal, 1987 4) .
The dispersion relation describes the temporal and spatial evolution of ocean waves in spec-
tral domain. It is used as a filter function to separate the wave signal in the image spectra
from background noise and patterns not related to the wave field. In this step, the mean
encounter current speed (current component directed to the radar) and direction is deter-
mined (Seemann, 1997 5) , Nieto et al, 1999 6) . For a fixed platform, this corresponds to the
‘true’ current, whereas for a moving vessel ship speed and course is used to derive the true

1) Alpers, W.; Ross, D.B., and Rufenach, C.L., 1981: On the Detectability of Ocean Surface Waves
by Real and Synthetic Aperture Radar. Journal of Geophysical Research, 86, C7, pp. 6481-6498.

2)
Plant, W.J. and W.C. Keller, 1990: Evidence of Bragg scattering in microwave Doppler spectra of
sea return, J.Geophys. Res., 95(C9), 16,299-16,310.

3) Young, I.R.; Rosenthal, W., and Ziemer, F., 1985. A Three-dimensional analysis of marine radar
images for the determination of ocean wave directionality and surface currents. J. Geophys. Res.,
90, pp. 1049 -1059.

4) Ziemer F. and W. Rosenthal, 1987: On the Transfer Function of a Shipborne Radar for Imaging
Ocean Waves. Proc. IGARSS'87 Symp. Ann Arbor. Michigan, May 1987, pp 1559-1564.

5)
Seemann, J., 1997. Interpretation of the Structure of the frequency-wave number spectrum of
nautical radar temporal sequences of sea states (in German). Hamburg, Germany: University of
Hamburg, Ph.D. thesis

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9. Wave Height Radar (optional) Operating Instructions

mean current from this data. The resulting 2D ocean wave spectrum is usually expressed as
a function of wave frequency and wave direction. It gives a comprehensive description of
the sea state. Integration over all directions yields the 1D wave spectrum S.

9.4 Visualization of Wave Height in Platinum

Click to the Tools button in the top line of one of the
CONNINGPILOT sub-menus to see the additionally available
applications.
Some of them are ship specific and have been configured
during system commissioning. Others come along with the
standard configuration. One optional tool is the Wave Height
Display.
Click to the Wave Height entry to open the Wave Height sub-
menu. It is available as a small menu for the most significant
information only and as a larger menu with more details.
The larger one appears in the application area, the smaller one is available in the sidebar.
The screenshot below shows both of them in parallel.

Fig. XV-13 Wave Height Menu Integrated in Platinum

The small menu shows the significant wave height, the up-crossing period, and the mean
direction:
Significant wave height corresponds to the average of one third of the highest waves in
a measured wave record (takes several minutes for a result). The highest individual wave
in a wave field can be nearly two times higher than the significant wave height.
Mean zero up-crossing period describes the average time that the ocean level moves up
again and again across the mean water level (takes again several minutes for a result).
Total energy mean direction means the main true bearing of summarized wave and swell
(takes several minutes for a result).
The larger menu shows the same as above again and in addition the following:
 Maximum wave height
 Primary wave peak period
 Primary Wave peak direction
Please refer to the next page for a definition of these parameters.

6)
Nieto, J.C.; Hessner, K., and Reichert, K., 1999. Estimation of the Significant Wave Height with
X-Band Nautical Radars. Proceedings of the 18th OMAE Conference, St John’s, New Foundland,
Canada.

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Operating Instructions 9. Wave Height Radar (optional)

9.5 Interpreting Wave Data

Significant wave height

The sketch shows what the significant wave height and wave period refer to. The height h
shows how the height of a single wave is measured.
Significant wave height in meter approximates the average height of the highest one-third
of the waves. Historically, this has been used as an approximation of the wave height visu-
ally observed and estimated by a trained observer at sea.

Maximum wave height

Maximum wave height in meter is an estimate of the highest wave that will occur during a
30-minute observation period given the currently measured sea state. Depending on the sea
state, the maximum wave height value may reach twice the significant wave height value.

Significant wave period

Significant wave period in sec is an estimate of the period of the highest one-third of the
waves.

Primary wave peak period

The sketch illustrates what wave length and wave velocity refers to. The wave velocity is
the speed associated with how fast a wave crest moves.
Primary wave peak period in sec is the wave period corresponding to the peak (maximum
energy) in the non-directional wave spectrum.
Primary wave length
Primary wave length in meter is the wave length corresponding to the peak (maximum
energy) in the non-directional wave spectrum.

Primary wave phase velocity

Primary wave phase velocity in m/s is the phase velocity of a wave with frequency corre-
sponding to the peak (maximum energy) in the non-directional wave spectrum. Phase
velocity is the speed of the wave-crest of a single frequency wave.

Total energy mean direction, true

Total energy mean direction, true in deg is the directional average, relative to north, of the
total wave energy. This energy involves all frequencies (or wave lengths) in the measured
spectrum (direction convention: waves are approaching from the direction given).

Total energy mean direction, relative

Same as above, but the direction is given relative to the vessel’s heading.

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9. Wave Height Radar (optional) Operating Instructions

9.6 Some Hints for Operation

9.6.1 Preconditions
The wave radar page can be selected in the CONNING application either as a separate page
or alternatively as a tool widget.
Precondition is that the radar transceiver configured for wave radar operation is active and
the correct range is selected (equal or less than 0.75 NM). The first valid values can be
expected after a pre-processing period as follows:
1) In worst case, given sea surface conditions for wave measurements are at the lower
margin of what is acceptable for providing a wave measurement, it will take 20 min after
the first processing of 32 radar images has been initiated. If we add the time it takes to
collect a full data set – we end up at approximately 22 minutes.
2) In best case, given sea surface conditions are good for wave monitoring, the first
accepted data will be provided 10 min after the first processing of 32 radar images has been
initiated. If we add the time it takes to collect a full data set – we end up at approximately
12 minutes.
 Note that if sea surface conditions are not acceptable for wave measurement, for
example due to low wind, no accepted result can be provided. If the connection to
the wave radar server breaks, the interruption is as follows:
3) If we assume that we have good conditions for wave measurements, the affect will
depend on the length of the temporary disconnection. For example, say the disconnection
has a length of 2 minutes, then you will miss 2-3 data sets, and data status code will change
from a value of 1 to a value of 2 until 20 min after the data gap caused by the temporary
disconnection.
 Note, a pulse length change will cause a full re-initialization of all internal buffers in
the wave processor, because radar image range resolution is an important input
parameter in the calculations.

9.6.2 Data Input and Output

The Wavex system depends on valid navigation data for heading, position, speed, draught
and wind from the NACOS Platinum system.
 Note that Wavex has an optional
draught sensor input. The draught
input to Wavex shall be always
enabled, even if no draught sensor is
installed. When the operator sets the
draught in NACOS Platinum manually,
this input is transferred to Wavex
(could be interpreted as manual
draught sensor). Please ensure that the
draught is set properly.

Output of Wave Data

Wavex provides wave height data to NACOS Platinum by a proprietary NMEA message. The
messages are distributed over the Platinum network to all workstations using the IEC 61162-
450 protocol.
NACOS Platinum is also able to forward a subset of the data provided by Wavex to other
systems (e.g. Eniram Comfort Monitoring) via serial line using the standard protocol IEC
61162-1. The proprietary message PSAMWH is used.

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NAVIGATION SYSTEM Platinum CONNINGPILOT & Other
Operating Instructions 9. Wave Height Radar (optional)

9.6.3 Testing the Connection

On NACOS-side, you can verify:
 If the CONNING page shows wave
height data, and
 If there are incoming and outgoing IEC
61162-1 (NMEA0183) messages.
To do the latter, click on "Utilities" on the
NACOS Platinum Home-Screen.
In the utilities application, open the tools
menu and select "NMEA Sentence Tool".

Check Outgoing Messages to Wavex

To check the outgoing messages sent to
Wavex, select the Channel II0001 and click
on “Open”.
Verify that all navigation data are sent out
and contain valid information. Missing data
(e.g. empty draught values in the XDR tele-
gram) will prevent Wavex from sending
meaningful data.

Check Incoming Messages from Wavex

Wavex sends NMEA messages to NACOS. To check these incoming messages, select the
Channel II0002 and click on "Open".
The numerical data shown on the Conning page (Significant Wave Height, Mean Zero Up-
crossing Period etc.) are encoded in the $PMIRDBWM message. This message will contain
valid wave height information if
 the radar video contains a sufficient amount of wave information,
 the navigation data is complete, and
 the Wavex application has had enough time to accumulate this information (this will take
up to 22 minutes).
Otherwise, the messages sent from Wavex will contain empty values.
 Verify if any $PMIRDBWM messages are received. If not, it is most likely that the
Wavex software is not running or that the network connection is not working.
 Verify if $PMIRDBWM contains valid values by comparing the output on the MFD with
below examples.
Please refer to the next page for examples:

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CONNINGPILOT & Other NAVIGATION SYSTEM Platinum
9. Wave Height Radar (optional) Operating Instructions

9.6.4 Examples of Valid Wave Data Messages

Example - invalid/empty values (status code '9' marks invalid data fields):
$PMIRDBWM,5,1,3,0,20200611,,1,144400.000,,2,,9,3,,9,4,,9,5,,9,6,,9,7,,9*1C
$PMIRDBWM,5,2,3,8,,9,9,,9,10,,9,11,,9,12,,9,13,,9,14,,9,15,,9,16,,9,17,,9*03
$PMIRDBWM,5,3,3,18,,9,19,,9,20,,9,21,,9,22,,9,23,,9,24,,9,25,,9,26,,9,27,,9*02
$PMIRDBWM,5,4,3,28,,9,29,,9,30,,9,31,,9,32,,9,33,,9,34,,9,35,,9,36,,9,37,,9*05
$PMIRDBWM,5,5,3,38,,9,39,,9,40,,9,41,,9,42,,9,43,,9,44,,9,45,,9*05

Example - valid data (status code '1' marks valid data fields):
$PMIRDBWM,9,1,1,0,20200630,,1,150754.000,,2,0.077,1,3,0.476,1,4,0.787,1*1C
$PMIRDBWM,9,2,1,5,0.334,1,6,5.431,1,7,6.984,1,8,8.95,1,9,4.888,1,10,6.349,1*0C
$PMIRDBWM,9,3,1,11,6.993,1,12,5.168,1,13,5.464,1,14,9.458,1,15,6.357,1*35
$PMIRDBWM,9,4,1,16,4.386,1,17,59.228,1,18,301.339,1,19,79.652,1*03
$PMIRDBWM,9,5,1,20,321.546,1,21,353.341,1,22,71.518,1,23,0.343,1,24,0.005,1*01
$PMIRDBWM,9,6,1,25,0.011,1,26,0.014,1,27,0.003,1,28,0.001,1,29,0,1,30,0,1*0B
$PMIRDBWM,9,7,1,31,0.09,1,32,0.694,1,33,8.479,1,34,46.047,1,35,4.239,1*35
$PMIRDBWM,9,8,1,36,6.263,1,37,0.036,1,38,54.857,1,39,239.228,1,40,121.339,1*05
$PMIRDBWM,9,9,1,41,186.263,1,42,180.036,1,43,141.546,1,44,173.341,1,45,1,1*2A

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BRIDGEPILOT &
DATAPILOT
BRIDGEPILOT & DATAPILOT NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
The BRIDGEPILOT is based on a 12 Inch Panel
PC and typically installed at the arm rest. The
recommended viewing distance is 0.6 meter.
The BRIDGEPILOT provides a slave display for
various navigation sensors. In the first instance
sensors for heading, speed, and GNSS position
are covered. It shows the navigation raw data
from the sensors. In addition, the BRIDGEPILOT
provides optional control of lights, signals and
wipers.
The BRIDGEPILOT is controlled by a touch
screen. Dimming control is either remotely by the
other workstations or by touch screen buttons on
the BRIDGEPILOT home page or alternatively by
+ and - button at the rear side of the BRIDGEP-
ILOT cabinet.

The DATAPILOT is based on a 22 or 24 Inch

Panel PC and is typically installed under the
ceiling. The recommended viewing distance is 2.6
meter.
The DATAPILOT provides a fixed screen layout
with various navigation instruments. It shows
navigation system data which are referenced to
the Consistent Common Reference Point (CCRP)
on-board (typically the conning position where
the helmsman stays during manual rudder
control).
The DATAPILOT does not provide any user
control. Dimming is controlled remotely by the
other workstations.

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NAVIGATION SYSTEM Platinum BRIDGEPILOT & DATAPILOT
Operating Instructions 2. Operating of BRIDGEPILOT

2. Operating of BRIDGEPILOT

2.1 BRIDGEPILOT in Context

The BRIDGEPILOT is integrated into the Platinum navigation system as one further MFD
(Multi-Function Display). Please refer to the diagram below. It is connected to one of the
MOXA switches and receives a subset of navigation data from the Platinum value server via
network. It takes part in group wide or system wide dimming as configured by the Integra-
tion Manager. It provides a number of different nautical menus which can be selected by
the touch function or a pointing device (HP standard optical mouse or Platinum trackball).
The BRIDGEPILOT presents sensor raw data to support the nautical task of the OOW. In
addition, it provides optional control of lights, signals and wipers. In a typical installation it
is directly installed in reach of the OOW at the arm rest of the pilot chair.
The BRIDGEPILOT is designed as additional slave display for the various sensors. In the
current version it will not replace the main display and control unit of a sensor. It does not
provide control functions for operational or configuration settings of a sensor. In case of
GNSS it will not provide the RAIM information due to missing NMEA sentences from the
sensor.

Fig. XVI-1 BRIDGEPILOT Display Integrated in Platinum INS

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BRIDGEPILOT & DATAPILOT NAVIGATION SYSTEM Platinum
2. Operating of BRIDGEPILOT Operating Instructions

2.2 Home Page

The home page is visible after
start or if the Back button in
one of the sub-menus is
pressed.
It provides access to the avail-
able sensors and additional
menus for lights, wipers, and
signals.
Operating is via touch function
or mouse if connected. The
alive indication in the top right
corner is slowly blinking if the
Panel PC is working properly.

2.3 Dimming
Dimming control is either remotely by the other workstations or by the touch screen buttons
on the BRIDGEPILOT home page or alternatively by + and - buttons at the rear side of the
BRIDGEPILOT cabinet.
Be careful, when operating the buttons at the back, you could hit the OFF button. In that
case it will take some minutes having started the Panel PC again with the home page.
Switching between remote dimming by Platinum or local dimming is achieved by the minus
button at the back. Press this button for more than five seconds to change to the other
mode and back. Dimming from the two buttons at the back is in about 45 steps, the last
step is the OFF position. The screen is dark.
 For software version 2.1.26 and above, it is possible to set an individual brightness
for BRIDGEPILOT and DATAPILOT displays. See page 756.

2.4 Gyro Page

The Gyro page shows the raw
data of the selected gyro.
Heading indication is
achieved with a combined
analog and digital presenta-
tion of the actual value.
The label of the sensor is
displayed as well, here
GYRO 1.
The analog indication shows
the two scales, the outer one
is for 360 degree in 10
degree steps and the inner
one for 10 degree in steps of 0.1.
The alive indication in the top right corner is changing its colour from dark grey to light grey
once per second
 This gyro menu page and the pages for log and GNSS on the next page are type
approved according to IEC 62288, ISO 8728, IEC 61108, and IEC 61023 as slave
instruments. They are marked with a version number in the top right corner (see Plat-
inum platform certificate TAA00002D3 at the end of this manual).

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NAVIGATION SYSTEM Platinum BRIDGEPILOT & DATAPILOT
Operating Instructions 2. Operating of BRIDGEPILOT

2.5 Log Page

Speed indication is achieved
with a digital presentation of
the actual values of SOG and
STW.
The sensor type is displayed
as well, here Consilium SAL
R1a.
The alive indication in the top
right corner is changing color
from dark gray to light gray
once per second.

2.6 GNSS Page

GNSS Position indication is
achieved with a digital
presentation of the actual
values of LAT and LON.
The sensor type, the mode
and the system are displayed
as well, here SAAB R5 no 3,
differential, and GPS.
The last fix, here at 02:31:14,
and COG and SOG are indi-
cated in addition.
The alive indication in the top
right corner is changing color
from dark gray to light gray
once per second.
The navigational status is taken directly from the GNS sentence of the satellite position
receiver.
It has four steps:
 S = Safe. Depending on installed satellite receiver and receiver settings a combination of estimated
accuracy (e.g. <3 m for DGPS and <30 m for GPS), satellite data integrity (e.g. high, medium, or
low), and periodic update of new valid position (1x per sec or better).
 C = Caution. When integrity is not available
 U = Unsafe. If other criteria under SAFE are not reached.
 V = Navigational status not valid. Equipment is not providing navigational status indication.
The value is directly derived form the GNS sentence of the GNS receiver. If the
position is received otherwise (via GAA, GLL), the status is not available and the
field disappears.

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BRIDGEPILOT & DATAPILOT NAVIGATION SYSTEM Platinum
3. Operating of DATAPILOT Operating Instructions

3. Operating of DATAPILOT

3.1 DATAPILOT in Context

The DATAPILOT presents navigation system data to support the nautical task of the OOW.
In a typical installation it is installed in the center console in view both from the working
places for collision avoidance and route monitoring.
Further-on it can be found hanging under the ceiling and replacing the display of several
single instruments.
The DATAPILOT does not provide any control functions for operational or configuration
settings.
The DATAPILOT is based on a Panel PC with the Platinum SW package. It is integrated into
the Platinum bridge network. The alive status is indicated by a slow blinking symbol in the
top left corner of the screen. It is available on both panel PC, the 22 inch, the 24 inch and
the 27 inch model.

Fig. XVI-2 DATAPILOT Integrated in Platinum INS

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NAVIGATION SYSTEM Platinum BRIDGEPILOT & DATAPILOT
Operating Instructions 3. Operating of DATAPILOT

3.2 Home Page

The home page is the only page of the DATAPILOT. It can vary with the specific project
demands. For ships with rudder the below layout is applied. For ships with Azipod the
presentation changes (see below). Operator control is not provided.
The alive indication is shown in the top left corner.

Fig. XVI-3 DATAPILOT Home Page

3.3 Further Instrument Groups

Further sub-groups with other instruments are added case-
by-case depending on the propulsion layout of the vessel.
The screen-shot to the right shows the presentation of an
Azipod which can be inserted during commissioning instead
of the rudder.

3.4 Dimming
Dimming is achieved by remote setting from the other workstations in the system. Each
workstation and each panel PC can be assigned to a certain group during system commis-
sioning so that a dedicated workstation can be used for dimming control of one or more
DATAPILOT units.
 It is possible to set an individual brightness for data displays. See page 756

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BRIDGEPILOT & DATAPILOT NAVIGATION SYSTEM Platinum
3. Operating of DATAPILOT Operating Instructions

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TRACKPILOT
TRACKPILOT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

1. General Information
The TRACKPILOT can automatically control the ship exactly on a pre-defined straight
heading, a course line, or a curved track. It provides three main operating modes:

Heading Control Mode or System (HCS)

In Heading mode the ship is steered on the entered course without the drift angle being
taken into account (similar to conventional autopilot). The ship drifts away from the track if
there are disturbances such as wind and current. The course corrections that are therefore
necessary have to be performed manually by changing the Set Heading. Alternations of
ship’s heading at a waypoint are initiated by the operator and performed with a pre-defined
radius.

Course Control Mode

In Course mode the ship is kept on the track with the drift component being taken into
account. The course over ground is steered if the necessary sensor information (i.e. the
course over ground from bottom track log or from GPS) is available to the system. Course
changes at a waypoint are initiated by the operator and performed with a pre-defined
radius.

Track Control Mode or System (TCS)

In Track mode preplanned tracks are used which are calculated from the planned route.
They are defined by waypoints in geographical coordinates and by the radii of the curves
along which the ship has to sail when it is changing course at a waypoint. The routes have
to be generated beforehand on the Platinum system. With the Pilot Data 1) defined in these
routes, the TRACKPILOT can be automatically set for the individual track segments. If the
Pilot Data are to be used, they must be switched on by the AUTO Fill button (occurs auto-
matically during switch-over to Track mode).
The main difference compared to Course mode is that, in Track mode, inaccuracies in the
course and speed data are compensated by position data. In Track mode, the absolute accu-
racy of track-keeping depends on the accuracy of the speed and position data. Therefore,
when steering is being performed in Track mode, selecting the appropriate speed sensor and
the quality of determination of position is particularly important.

Anchor Control Mode (Optional)

During anchoring the ship is kept on the specified heading by means of the tunnel thrusters.

Azipod Dynamic Optimizer (ADO) Mode (Optional)

A toe angle from an external optimizer is added to the TRACKPILOT output signal to improve
the incoming flow for the Azipods.

Current Set course

(set & drift) in Course mode
Course (over ground Set heading
or through the water) in Heading mode

Past positions

Drift angle to port side Headmarker

1)
The route editor provides course and radius data as well as additional control parameters for use
by the TRACKPILOT. This manual uses the short cut Pilot Data for this subset of data contained
in each route stored in the system (see also page 591 for details about pilot data).

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NAVIGATION SYSTEM Platinum TRACKPILOT
Operating Instructions 1. General Information

1.1 System Configuration

TRACKPILOT
The TRACKPILOT (TP) is divided into four parts, first the TP Expander, second the TP
Keyboard, third the TP Electronics with the track controller, and finally the TP Interface to
the rudder engines.
The TP Expander is part of the Plat-
inum SW and available on each Plat-
inum MFD (workstation) which has
been configured for TRACKPILOT
operation or slave indication.
The TP Keyboard is part of the
console and available on each Platinum MFD (workstation)
which has been built for TRACKPILOT operation. From here
the master mode can be selected providing control of the
TRACKPILOT functions.
The TP Electronics with the track controller is a separate
PC or embedded computer (depending on HW version)
which has no further user interface. It receives periodically
the next few waypoints together with associated track limit
and other pilot data and calculates based on the sensor
signals the necessary rudder settings to keep the ship on
track.
The TP Interface receives the rudder settings from the TP
Electronics and converts the data into the appropriate analog
or digital signals (i.e. for relay control). It comprises an
internal capacitor bank for signal hold in order to keep the
last rudder setting in case of a power break down.
All units except the TP Keyboard are connected to each other via
ship navigation network (Ethernet) for data exchange. The Oper-
ating unit is connected to the MFD Electronics via USB.

SPEEDPILOT
The TRACKPILOT can optionally be equipped with a SPEEDPILOT function 1) . This option can
remotely control the propulsion leaver(s) so that a speed which has been set during route
planning or actually by the operator is maintained during the whole voyage independent
from weather, wind, and other disturbances. The drift component is taken into account
insofar as it is contained in the measured speed of the selected speed sensor. Refer to
page 642 for further information about the SPEEDPILOT (SP).

Software Version
If for service activities the installed software version is required, this can be found under
Menu > About on any MFD.

Type Approval
The TRACKPILOT system is approved as a Heading Control System according to MED/4.16
and as a Track Control System Category C according to MED/4.33. See corresponding certif-
icates MEDB00002J4 and MEDB00002J3 at the end of this manual.

1) The SPEEDPILOT is an option. The fact that it is installed can be recognized by a tab marked SP
in the Display Sidebar.

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TRACKPILOT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

1.2 Preparations before Using the TRACKPILOT

Typically a ship is fitted with a steering
mode selector switch. It provides several
steps and connects the rudder either with
the main steering wheel, with a tiller or
push buttons, or with an electronics unit
like AUTOPILOT and/or TRACKPILOT. This
switch is not part of the Platinum system
but separately installed in one of the
consoles. Fig. XVII-1 Steering Mode
Selector Switch
The TRACKPILOT is only active and can
only be used if this switch is in the TRACK-
PILOT position. If the rudder selector
switch is set to the TRACKPILOT position,
the mode indicator in the top left corner of
the TRACKPILOT menu changes from Off
to Heading (see red arrow) unless there is
a system error. Then an error message is given.

CAUTION
Familiarize yourself with the position and function of the steering mode
selector switch. The TRACKPILOT can be used only if it has been selected
by means of that switch. If you no longer wish to use the TRACKPILOT or
if you want to switch it off quickly, set the steering mode selector switch
to some other switch setting or use the Override Tiller (if there is one
installed).

1.3 If two TRACKPILOT Units are Installed

Both TRACKPILOT units are permanently powered on and connected to each other via the
network. Through the corresponding data exchange, the parametrization described in the
following chapters has an effect on both units, and both units receive all the data necessary
for their functions.
One of the TRACKPILOT units is the selected TRACKPILOT, only its data are used in the
system.
- If no TRACKPILOT is connected to the steering gear (steering mode selector switch in
manual position), then TRACKPILOT 1 is the selected TRACKPILOT for data delivery; if
this happens to fail, then TRACKPILOT 2 is selected automatically.
- If one of the TRACKPILOT units is connected to the steering gear (with the aid of the
steering mode selector switch), it is also selected and in operation, i.e. it supplies the
system with its data while controlling the rudder.
 The TRACKPILOT expander in the Display Sidebar of the MFD indicates which TRACK-
PILOT is selected and in operation.
 The program of the optional SPEEDPILOT too runs in the TRACKPILOT electronics unit
and the interfaces between SPEEDPILOT and the propulsion system are contained in
the TRACKPILOT Interface.
 If two TRACKPILOT units are installed and the SPEEDPILOT is only located in TRACK-
PILOT 1, a complete failure of TRACKPILOT 1 leads also to failure of the SPEEDPILOT
function.

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NAVIGATION SYSTEM Platinum TRACKPILOT
Operating Instructions 1. General Information

1.4 The TRACKPILOT Expander

The TRACKPILOT Expander is a permanent expander on all MFD (workstations) configured
for operation of the TRACKPILOT. On these MFD the expander is always open and cannot
be closed.

Track Mode Control

Set Data

Use Pilot Data Master Control

Fig. XVII-2 Trackpilot Expander

This expander has some special features:

Master Control
In case the Master control is checked (red arrow), the appropriate MFD becomes the oper-
ating MFD for the TRACKPILOT. If the check mark is disabled or disappears by itself after a
couple of seconds, the MFD cannot be made master for the following reasons:
- this MFD is not configured as one of the master MFD for the TRACKPILOT
- the connection to the TRACKPILOT Electronics does not work or it is not up and running
Track Control Mode
Select one of the track control modes: Heading, Course or Track. It is also possible to set
the mode by means of the HDG, CRS or Track buttons on the TRACKPILOT keyboard, see
page 592. The display shows OFF when the TRACKPILOT is not connected to the steering
gear. It shows Failure if the TRACKPILOT cannot be used or is inoperable. In this case
manual steering must be selected at the steering mode selector switch.
Set Data
The Set Data Line indicates the currently set heading/ course value as set by the operator
or taken over from the currently used leg of the system route. It can be changed with the
joystick. Further on it indicates the currently set radius with which the ship will be steered
when changes in heading or course are performed. The radius can be changed with the
joystick as well.
Next Data Entry
This data pair displays the next values for set heading/ course and radius. They can be
adjusted here. Course alterations can be pre-planned and executed here. Automatic steering
of course changes contained in the System Route can also be defined.
If Next data are present, a curved headline is shown on the screen. Changing the Next data
also changes the curved headline.
Economy
One of the important settings for the TRACKPILOT, the Rudder Economy, can be adjusted
directly from this field. Values are between 1 and 10. Typical values are in the area 3 to 5.
AUTO Fill of Pilot Data
Check this box to use pre-defined Loading status, Rudder Limit, Drift Limit, Rudder
Economy, XTL, Course Limit, and Radius. Only the last 4 are actually pre-selectable
within the pre-planned routes.

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TRACKPILOT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

1.5 The TRACKPILOT Keyboard

The TRACKPILOT is operated from the
TRACKPILOT keyboard. It is part of the
Platinum Operating Unit and built-in on the
right side. The Platinum Operating Unit is
typically inserted into a console or desktop
installation.
The subsequent picture shows the TRACK-
PILOT keyboard in more detail:

Setting the MFD as TRACKPILOT or SPEEDPILOT Joystick

Master.

Setting the
heading, course
and radius. Refer
to page 619.

Setting the
TRACKPILOT
mode.

Setting the Next

Radius or Next
Course and
executing the
maneuver.

Fig. XVII-3 Trackpilot Keyboard

Most of the operating functions of the TRACKPILOT, except the course and radius setting
by the joystick, can also be executed on the TRACKPILOT expander and its connected
dialogs.
The TRACKPLILOT and SPEEDPILOT-Master can be set independently of each other, i.e. one
MFD can operate the TRACKPILOT, another one the SPEEDPILOT.

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NAVIGATION SYSTEM Platinum TRACKPILOT
Operating Instructions 2. Setting the TRACKPILOT Parameters

2. Setting the TRACKPILOT Parameters

The settings dialogue is used for the
parametrization of the TRACKPILOT
concerning: control, settings, loading
state and weather conditions as well as
the track control function and alarm
limits.
The settings dialogue can be opened from
the SETTINGS bar or from the
SETTINGS button in the TRACKPILOT
expander. It is a movable window and is
kept open until it is closed again by a click
on the Close button.
Via the Utilities button from the
SETTINGS bar you can access seldom
used additional functions like restarting the TRACKPILOT program or the TRACKPILOT elec-
tronics. Refer to page 642 for details.
 After switch-on, restart or reset of the TRACKPILOT, all parameters are automatically
set in the form in which they were last adjusted. Exception: The correction value of
the actual course is automatically set to zero.

TRACKPILOT Optimization
The basic control parameters of the TRACKPILOT have been set once during commission to
suit the maneuverability characteristics of the ship and of the rudder control system. In addi-
tion the TRACKPILOT has to be adapted to the existing operational conditions (weather, sea
state, loading, necessary track-accuracy) as follows:
- Optimization between precise course- and track-keeping and frequency of changing of
the rudder angle, by means of the function Rudder Economy.
- Differing inertia of the ship in different loading conditions, by means of the function
Loading.
- Accuracy of track-keeping, by means of the function Track Limit.
- Course monitoring and corrective steering behaviour after deviation from the track, by
means of the function HDG/CRS Limit.
- The maximum compensated drift, by means of the function Drift Limit.
- The maximum permitted rudder angle, by means of the function Rudder Limit.
All settings under Limits are also used as alarm limits for the respective monitoring func-
tions.
Incorrect setting of these parameters can have the following effects (in all steering modes):
- The corresponding alarms are given frequently.
- The steering gear works too frequently.
- The course sailed fluctuates continuously around the set course (the wake forms a
meandering line).
- The course accuracy achieved is too low.
- When the ship performs corrective steering to return to the set track, it either over-
shoots the set track or takes too long to reach it.
- The deviations from the track are occasionally too large.

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2. Setting the TRACKPILOT Parameters Operating Instructions

2.1 The Trackpilot Setup Group

The TRACKPILOT Setup Group collects
settings for rudder economy and loading as
well as indications for sailing and control.

Rudder Economy
Select between precise track-keeping in calm
sea or very tolerant track keeping in bad
weather.
A low numerical value for precise control
corresponds to more frequent movements of
the rudder.
It is recommended that the adaptation to suit
Fig. XVII-4 Set TP Rudder
the loading state should be performed before
this setting.
Table XVII-1 Trackpilot-Setting Rudder Economy

Rudder Steering Weather

Economy
1 Precise Calm
2....3 Precise to tolerant Normal
4....6 Tolerant Bad
Higher Very tolerant Very bad

For information about influence of shallow water on steering see page page 627.
Loading
Click on the Loading field and select the function which corre-
sponds to your current loading state. Changing the loading state
adapts the internal mathematical ship model used by the TRACK-
PILOT for prediction and control purposes.

Sailing
Great Circle or Rhumb-line Navigation: The indication of sailing mode shows whether the
To-Waypoint, if more than 25 NM distant, will be approached on an approximate great circle
or on a rhumb-line. This setting is possible only via the Route Editing function under Tools
> Route 1) . Please refer to page 632 for more details.

Control
If the ship is not situated on or near to the preplanned System Route, the control mode
indicates that at first the originally planned route is to be approached and not the next To-
Waypoint:
- To Track = the original System Route, selected by the operator, is approached on the
shortest way with a maximum course change of 50% of the set course limit (To Track
mode).
The approach to the track of the activated system route can only be set via the route editing
function.

1) This means that the sailing mode of any leg of the pre-planned route can only be changed within
the Route Editor itself, but its changes are indicated here.

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Operating Instructions 2. Setting the TRACKPILOT Parameters

2.2 Setting the Rudder Limit

A common feature of
all limits in this group
is that, when the set
value is reached or
exceeded, a corre-
sponding indication or
alarm appears. 1)
To adjust the values,
click the Adjust
button (small triangle
at the end of each
line) in the Limits
group. Fig. XVII-5 TP-Setting Rudder

The rudder limit sets the maximum value for the swing of the rudder 2) .
The rudder limit value should be reduced if a constant course is to be steered for a long
time on the open sea or if, for example because of the loading state or for other reasons,
large angles of the rudder are not permitted. In coastal approaches, the rudder limit value
must be suitably increased so that the ship can turn with a small radius (high rate of turn)
or can be controlled sufficiently at low speed.
When the rudder limit value is
reached, an indication (yellow square)
is given in the permanent Trackpilot
expander and a Tool-tip shows up.
If Trackpilot Settings are open
there is an indication next to the
Rudder Limit line in addition.

 For critical nautical scenarios on

ships with restricted maneuver-
ability it might be necessary to
have an acoustic indication
instead. This can be achieved
by a click to the box Alarm on
violation. This warning has to
be acknowledged each time at
Fig. XVII-6 Rudder Limit Indica-
the CAM and is not recom-
mended for normal passages.
This warning is escalated to an
alarm after the user set time
(default 3 min.)

1) All value ranges that can be entered by the operator can be changed within limits specified at
service level.

2)
In the case of ships with DNV NAUT-AW approval, the TRACKPILOT, when operating in Track
mode, may produce larger rudder angle settings if this is necessary for a planned maneuver. In
these cases, the rudder limit value is not a rudder angle limitation but only an alarm limit.

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2. Setting the TRACKPILOT Parameters Operating Instructions

2.3 Setting the Heading/ Course Limit

Sets the limit of the heading or course
difference monitoring and of the corrective
steering angle.
If sailing in Heading Mode the limit applies
to the heading difference.
If sailing in Course or Track mode, the
limit applies to the course difference.
A common feature of all limits in this group
is that, when the set value is reached or
exceeded, a corresponding alarm appears. 1)
To adjust the value, click the Adjust button
(small triangle at the end of each line) in the Fig. XVII-7 TP-Setting HDG/CRS
Limits group.
The numerical value of the HDG/CRS limit (heading/ course) is the difference between the
actual heading or course and the set heading or course which, if exceeded, causes the TP
Heading Limit or the TP Course Limit warning to appear.
The corrective steering angle, with which the ship is steered back onto the track after devi-
ating from it, is larger for large deviations from the track than for small ones. The corrective
steering angle is limited to 50% of the HDG/CRS limit value. 2)
 For fast return to the track, a large HDG/CRS limit is necessary.
The switch-over to Track mode is possible only if the angle between the System Route and
the existing course is less than the HDG/CRS limit. Therefore, for the purpose of switching
over to Track mode, it might be desirable to increase the limit for a short time, or to steer
the ship on the System Route before.
In Course or Track mode the HDG/CRS limit must be reduced if the ship is performing exces-
sively large corrections, especially in coastal approaches, e.g. within traffic separation
schemes or if course-keeping has priority in busy shipping traffic. It should be increased if
the TP Course Limit warning is already appearing frequently because of yawing or if the
ship is to be steered back to the track more quickly.
While in HDG Mode, this limit will only trigger a warning.

1) All value ranges that can be entered by the operator can be changed within limits specified at
service level.

2)
This does not apply to ships with DNV NAUT-AW approval. There, the corrective steering angle
is not influenced by the course limit value set by the operator. There, the corrective steering
angle is generally limited to 15°.

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Operating Instructions 2. Setting the TRACKPILOT Parameters

2.4 Setting the Track Limit

A common feature of all limits in this group
is that, when the set value is reached or
exceeded, a corresponding alarm appears. 1)
To adjust the value, click the Adjust button
(small triangle at the end of each line) in
the Limits group.
Sets the limit of the track deviation moni-
toring and lets adjust the track keeping
precision

By means of the track limit, the following

characteristics are set: Fig. XVII-8 TP-Setting Track Limit
- The TP Track Limit alarm appears if
the deviation of the ship's position from the track reaches the set value of the track
limit.
- Switching over to Track mode is possible only if the deviation of the ship's position from
the System Route does not exceed the set value of the track limit.
For the purpose of switching over to Track mode, it might therefore be desirable to
increase the track limit for a short time.
- With a lower track limit, track-keeping is more precise, but the rudder movement
frequency (for a given rudder economy setting) might possibly be higher.
- With a higher track limit, the time constant of the position filter is increased. As a result,
in cases of unsteady position-data, steady track-keeping can be achieved, but higher
off track errors are tolerated.

Track Limit is not taken in consideration while sailing in Heading (HDG) or Course (CRS) Mode.

While either HDG or CRS Mode are selected as sailing modes, this limit will only trigger an alarm
EI003 - Deviation from Route when the ship has left the set XTL.

1) All value ranges that can be entered by the operator can be changed within limits specified at
service level.

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2. Setting the TRACKPILOT Parameters Operating Instructions

2.5 Setting the Drift Limit

Sets the drift limit value for the drift angle
monitoring
A common feature of all limits in this group
is that, when the set value is reached or
exceeded, a corresponding alarm appears. 1)
To adjust the value, click the Adjust button
(small triangle at the end of each line) in the
Limits group.
The drift limit also defines the drift angle up
to which, in Course mode and in Track
mode, the drift is taken into account and
compensated automatically. Fig. XVII-9 TP-Setting Drift Limit
When disturbances of the selected speed
sensor are observed (large varying drift
angles), it is advisable to reduce the drift limit.
If the drift limit value is exceeded by the currently measured drift angle, the
TP Drift Angle Limit alarm appears.
It can happen that the ship drifts away from the track at the angle by which the drift
exceeds the drift limit value.
Drift Limit is not taken in consideration while sailing in Heading Mode (HDG).
In Heading Mode the Trackpilot system does not compensate for any drift acting on the
ship.

1) All value ranges that can be entered by the operator can be changed within limits specified at
service level.

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Operating Instructions 2. Setting the TRACKPILOT Parameters

2.6 Setting the Time for the WPT Approach Alarm

The setting described in this chapter is only
used for Track mode. To adjust the value,
click on the respective line or the small
triangle at the end of the line.

Enter or change the wanted value and click

Set.
Sets the early course change for the Track
mode.

Fig. XVII-10 TP-Setting WPT

Approach Alarm

In Track mode, the TP WOP Execution warning

appears 30 seconds before arrival at a wheel-over point
at which a course change is to take place.
With the TP Waypoint Approaching warning it is addi-
tionally possible to obtain an earlier alert for which the
operator can set an appropriate lead time.
The setting for this is made in the Adjust WPT
Approach Time window by entering the time between
the occurrence of the TP Waypoint Approaching
warning and arrival at the wheel-over point. This time is
adjustable between 180 and 360 sec.

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2. Setting the TRACKPILOT Parameters Operating Instructions

2.7 Checking the Course Correction

For highly accurate track-keeping, a
constant, small (a few tens of meters)
track-deviation caused by sensor inac-
curacies can be avoided by correcting
the actual course used by the TRACK-
PILOT. The correction value is contin-
uously determined by the TRACKPILOT
so that automatic course-correction
takes place. For details, see page 18.
To adjust the value, click on the
respective line. Enter or change the
wanted value and click Set.
The correction value that is currently Fig. XVII-11 TP-Setting Course
effective is indicated in the line Correction
Course Correction.
Through the switch-over to the Track mode, the automatic correction is also activated.
Normally, the automatic correction should not be influenced manually.
In exceptional cases, the following settings are
possible:

Correction with a constant manually set value

Clear the AUTO control behind Course Correction.
Click on the respective value and enter the correc-
tion in the appropriate window. Confirm by clicking
Set in the window.
If the correction value is positive, the actual course
to be used by the TRACKPILOT turns to the right.
The maximum possible value of the correction is 5
degrees.
Switch-over back to automatic correction can be done by checking the AUTO control.
Furthermore, the switch-over back to AUTO is performed automatically the next time
the Track mode is switched on again.

Changing the value determined automatically

The value that was determined automatically can be changed manually by clicking in
the numerical field without switching off the automatic function. The continued compu-
tation of the course correction then uses this as the start-value.

Switching the Correction Off

Clear the AUTO control behind Course Correction.
Click on the numerical field behind Course Correction, and enter the correction value
0 degrees. Click on Adjust and enter the correction value 0 degrees.
 While Manual DR is switched on as the position sensor, the course correction has no
effect. (After switch-over to Manual DR, the correction value that had been effective
up until then is continuously reduced to zero.)
It is recommended that Course Correction is left at AUTO also in the Heading mode and
Course mode. This ensures that the determination of the value for the automatic correction
is carried out constantly before Track mode is activated. This has no effect on the Heading
mode and the Course mode, but results in an automatic correction with a value that is
already correctly adapted as soon as the switch-over is made to the Track mode.

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Operating Instructions 3. Connecting the TRACKPILOT to the Steering Gear

3. Connecting the TRACKPILOT to the Steering

Gear
This chapter describes general step-by-step operating procedures for all three operating
modes of the TRACKPILOT.

The principle steps can be summarized as follows:

1. Set your MFD to Trackpilot Master mode
2. Check the applied speed sensor and the minimum speed of ship
3. Check the Trackpilot Settings (not all are relevant for heading control)
4. Set the steering mode selector to TRACKPILOT
5. The ship is now automatically steered in Heading Mode
6. Set steering mode back to manual steering at any time if required

If Course Mode shall be applied the following steps have to added:

1. Select a 2-axis speed over ground sensor if available (Doppler log, SAT log)
2. Check further Trackpilot Settings (not all are relevant for course control)
3. Set the TRACKPILOT mode to Course Mode

If Track Mode shall be applied the following steps have to added:

1. Select a 2-axis speed over ground sensor if available (Doppler log, SAT log)
2. Select an accurate position sensor (GPS, DGPS)
3. Check further Trackpilot Settings (adapt track limit to position sensor accuracy)
4. Switch-on the system route
5. Sail the ship into the vicinity of the system route
6. Set the TRACKPILOT mode to Track Mode

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3. Connecting the TRACKPILOT to the Steering Gear Operating Instructions

3.1 Preparations
1. Switching the MFD (workstation) to act as the TRACKPILOT Master
Press the Trackpilot Master key for at least 3 seconds (see page 592), or select the
Master check box in the TRACKPILOT expander (see page 591).
The TRACKPILOT can be operated on any MFD that is equipped with a TRACKPILOT
Operating Unit, but only from one at a time. The unit from which the TRACKPILOT is
currently being operated is called the Trackpilot Master. It can be recognized from
the fact that the Master check box is selected or that the small lamp above the Track-
pilot Master key is alight.
Even when the TRACKPILOT is connected already to the steering gear, the switch-over
to become the TRACKPILOT Master can take place at any time on the unit on which
the TRACKPILOT is to be operated.

2. Check the Selected Speed Sensor and the Minimum Speed

In the first step, for heading mode any speed through water sensor will be sufficient.
If in the next step course or track mode shall be applied, a more accurate sensor is
required.
Depending on the steering capabilities of the ship a minimum speed of about 3 kn is
required for rudder control. Check that the speed is above the minimum limit.

3. Check the TRACKPILOT Settings

In the first step, for heading mode the following settings are important:
 Rudder Economy (see page 594, typical value is 3)
 Loading (see page 594, typical value is Medium)
 Rudder limit (see page 595, typical value is 35 deg)
 Course limit (see page 596, typical value 015 deg)

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Operating Instructions 3. Connecting the TRACKPILOT to the Steering Gear

3.2 Connecting to Steering Gear

4. Set Steering Mode Selector to TRACKPILOT
The TRACKPILOT is connected to the steering gear by setting the steering mode selector
switch (the steering system) to TRACKPILOT 1) .
 For connecting the TRACKPILOT to the steering gear, the ship should be sailing ahead
at least at a certain minimum speed 2) , which depends on the ship type (i.e. its slow
speed maneuverability) and the environmental conditions. If the speed is less than a
value which can be set on service level (standard value: 3 kn), the connection is not
prevented but nevertheless the TP Low Speed alarm appears when connection of
the TRACKPILOT to the steering gear occurs. In this case, the TRACKPILOT should
immediately be switched off again if the control behavior is not adequate.
 If two TRACKPILOT are installed, both TRACKPILOT can be used in the same way,
one at a time.

5. The Ship is then Steered by means of the TRACKPILOT in the Heading Mode
This is indicated by the fact that the mode field changes from Off to Heading, and that
behind HDG the set course is displayed, and also the set radius with which a maneuver is
to be executed.
 When the TRACKPILOT is connected to the steering gear, it takes over the existing
course (gyro heading) as the set course. Therefore, the connection does not cause
any change in the course. Without any further switch-overs, the ship can now be
steered with (for example) the joystick.
The NEXT data, entered for display of a CHL during TRACKPILOT OFF status are cleared
after activation of steering with TRACKPILOT.

6. Disconnect the TRACKPILOT from the Steering Gear

The TRACKPILOT can at any time be disconnected from the steering gear by setting the
steering mode selector switch back, or by the override tiller.
After disconnection of the TRACKPILOT all data in the operational mode field are cleared
and the Mode indication displays Off.

1) The designation of this switch position may be different.

2) The minimum speed value should have been determined during the sea trials and is to be stored
in the parameterization on service level.

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3. Connecting the TRACKPILOT to the Steering Gear Operating Instructions

3.3 Switch Over from Heading to Course Mode

The switch-over is achieved by pressing the CRS Mode key on the TRACKPILOT keyboard
or selecting the appropriate mode in the TRACKPILOT expander.
The pre-condition is that the ship must be sailing at the above-mentioned minimum speed
at least.

Switch Back from Course Mode to Heading Mode

The switch-over is achieved by pressing the HDG Mode key on the TRACKPILOT keyboard
or selecting the appropriate mode in the TRACKPILOT expander.

Effect of Drift on the behavior of the Set Course during Switch-Over 1)

If there is no drift, there is no difference between the set courses in Heading and Course
mode.
If the NACOS calculates a drift angle, the behavior depends on the instant of switch-over:
1. If switch-over does not occur during a maneuver: The numerical value of the set
course changes during switch-over in such a way that the switch-over does not cause
any change in the course, i.e.:
- In the case of switch-over to Course mode, the new set course is equal to the sum of
the gyro heading and the drift angle (i.e. the course over ground).
- In the case of switch-over to Heading mode, the gyro heading value is taken over as the
set Heading; the drift angle is ignored after that too.
2. If switch-over occurs during a maneuver: The set course that has already been set
is taken over and the course change is continued in the new mode. If there is a drift,
the set course must be corrected manually after switch-over of the mode, not later than
at the end of the maneuver, in order to avoid an undesired change of the course to be
steered.

CAUTION
If a switch-over between Heading mode and Course mode takes place
during a maneuver, a course change with a magnitude up to the size of
the drift angle can occur during the switch-over.
Therefore, during a maneuver, a switch-over between Heading mode and
Course mode should not take place without suitable modification of the
set course after switch-over.

Example:
1. Heading mode is in the switched-on state. The ship turns onto the new set course of
120°. At 120°, a drift angle of 5° will exist. Therefore, after the end of the maneuver,
the course over ground is 125° and the gyro heading is 120° if control takes place
correctly. If the switch-over to Course mode now takes place (after the end of the
maneuver), the system changes the set course to 125°. Therefore, no change of the
course occurs during the switch-over.
2. However, if a switch-over to Course mode takes place shortly before the end of the
maneuver, i.e. when the course over ground is almost 125° (and the compass course is
almost 120°), the system retains the set course of 120° during the switch-over to Course
mode, so that the switch-over will cause an undesired change of the course to be steered
of about 5°.

1)
See also chapter 3 for details

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Operating Instructions 3. Connecting the TRACKPILOT to the Steering Gear

3.4 Switching Over between two TRACKPILOT Units

If two TRACKPILOT units are installed, the switch-over between the TRACKPILOT units is
performed by means of the steering mode selector switch. Here the TRACKPILOT to which
the switch-over takes place is put into the Heading mode and takes over the existing course
(gyro heading) as the set course. Therefore, switch-over does not cause any change in the
course.

CAUTION

If the switch-over is performed during a maneuver, the maneuver is not

continued but is terminated. If you want to continue the running course
change, you must set the course to be steered again.

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4. Sailing in Heading Mode or Course Mode Operating Instructions

4. Sailing in Heading Mode or Course Mode

By means of a new setting for the set course, a new track is defined. The track curve along
which the ship is to sail during the course change is defined by specifying the radius. The
track curve is part of the new track, and is displayed together with the new course line as
the Curved Headline in the PPI/the chart area. During the execution of a maneuver, the
ship is thus guided along the Curved Headline by the TRACKPILOT.

Overview: Various Input Possibilities for the Set Course and Set Radius
Steering with the joystick: The new set course and the radius with which the ship is to
sail can be entered at any time with the joystick. In this case, the maneuver is executed
immediately.
Steering with Next data: The set course and the radius are entered as numerical
values before execution of the maneuver. In the PPI/the chart area, the Curved Headline
defined in this way is moved along together with the ship until the maneuver is triggered
by pressing of the Execute key.
Steering with Pilot Data: Like steering with Next data, but the set course and the radius
are taken over from the so called Pilot Data of the System Route. Data can be taken over
manually or automatically by the AUTO Fill function.
 Switching the AUTO Fill function on or off defines whether steering takes place
manually with Next data or automatically with Pilot Data (AUTO Fill defines whether
steering information of selected elements of the Pilot Data (those included in the pre-
planned Route) are taken automatically (AUTO Fill control checked) or not (AUTO Fill
control unchecked).
Use of Speed Data: Speed data are used in heading mode to adjust the center position
of the rudder. If the speed data are not available or incorrect the heading mode is still
executed but with less precision. In track mode the speed data are essential and if missing
or incorrect the TRACKPILOT switches back automatically from track mode to heading mode.

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Operating Instructions 4. Sailing in Heading Mode or Course Mode

4.1 Steering with the Joystick

When the TRACKPILOT is connected to the steering gear via the steering mode selector
switch, the ship can be steered with the joystick at any time without any further switching-
over, regardless of all other settings such as steering mode, AUTO Fill on/off, System Track
existent/non-existent, etc.

Present set course Present set radius

(entered with the joystick)

Headmarker

Course vector

Examples of displays which

occur while the set course is
being changed by the joystick

Track resulting from set course and

set radius (Curved Headline)

Fig. XVII-12 Trackpilot - Steering with Joystick

Changing the set heading or course is done by pushing the joystick to PORT or STBD
The radius to be used during the maneuver is
Changing
changed by pushing the joystick to +RAD or –RAD. the radius
In both cases, brief deflection (“tapping”) of the
joystick changes the value by the smallest possible
amount 1) , whereas deflecting it for a longer time causes Changing
the course
the value to change continuously. or heading +RAD
The TRACKPILOT computes the function for the transi-
tion to the new set course on the basis of the existing
setting of the set radius, and as the result it displays the PORT STBD
track in the form of a Curved Headline in the PPI/the
chart area. In addition, the new set course or radius is –RAD
displayed numerically in the Set data of the TRACK-
PILOT expander.
 The process of computing the Curved Headline only takes a brief moment; the altered
track appears on the screen after a slight delay. Therefore, especially during the input
of larger course changes with the joystick, it is advisable to observe the numerical set
course display instead of the graphics on the PPI/the chart area.

1) This amount can be set at service level to a value between 0.1 and 1 degree (default is 1 degree)
and between 0.01 and 0.1 NM (default is 0.05 NM) respectively.

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4. Sailing in Heading Mode or Course Mode Operating Instructions

4.2 Steering with Next Data

The set course and set radius of the next maneuver can be entered in good time before the
beginning of the maneuver. At the desired wheel-over point, the execution of the maneuver
is then triggered by the pressing of a button on the HMI or by the Execute key on the oper-
ating panel.

Present set course Present set radius

Next set course Next set radius

Pilot Data are (entered as numerical values)
switched off

Curved Headline which results from next course

and next radius displayed and which becomes
Examples of where the Curved Headline the active track after pressing of Execute
was displayed in the past

Fig. XVII-13 Trackpilot - Steering with Next Data

3. If a System Track is defined, switch off the use of the Pilot Data for the TRACKPILOT.
The use of the Pilot Data for the TRACKPILOT is switched on and off by checking/clearing
AUTO Fill control. (See above).
4. In good time before the intended maneuver, click on the Next data field and enter the
next course and/or next set radius with the virtual keyboard. Click on Set to take over
the data, which are then shown on the TRACKPILOT expander.
Alternatively, the next set course can be entered by means of EBL: Put an EBL onto the
required course and click on the Take EBL button of the EBL that is set.
It is also possible to use
the Next Heading/
Course / Next Radius
keys on the TRACKPILOT
keyboard in order to open
the menu and to enter
Next Data.
The TRACKPILOT
computes the function for
the transition to the next
set course, and displays
the result as a Curved
Headline in the PPI/the
chart area. The Curved
Headline moves along

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Operating Instructions 4. Sailing in Heading Mode or Course Mode

together with the ship, and at this stage it represents the ship’s predicted path which the
ship would take if the maneuver were started.
5. Observe the shifting of the Curved Headline in
the PPI/the chart area. When the position of Execute
the Curved Headline corresponds to the
intended maneuver, press the Execute key on
the TRACKPILOT keyboard or click Execute in the TRACKPILOT expander.
As a result, the Next data become Set data and appear in the upper part of the
expander. The Curved Headline becomes the ship’s predicted path. The maneuver is now
executed with these new set data.
Deletion of the Next Data: If the maneuver specified
by the Next Data is not to be executed, the Next Data
that were entered must be deleted: Click on the next set
course, click on Clear in the Adjust Next Data
window.
 If a curved headline has been displayed before, it
will disappear.
 If only the curved headline graphic in the PPI/
Chart Area shall be suppressed, you can do this
via the context menu under Layer > Curved HL.

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4. Sailing in Heading Mode or Course Mode Operating Instructions

4.3 Course Change with the Joystick Before Execution

of a Maneuver
Even when the ship is being steered with Next data or with Pilot Data (AUTO Fill on), at
any time course changes can be made with the joystick. The currently valid set radius
(displayed in the Set line of the TRACKPILOT expander) is used as the basis for these
maneuvers. The course change that is entered in this way is executed immediately; it does
not change the preselected Next data.
During this process, the following occurs on the screen:
After the joystick has been operated, the Curved Headline of the planned maneuver disap-
pears and (just as in the case of steering with the joystick) the maneuver appears in the
form of a Curved Headline. As soon as the ship has reached (or approximately reached) the
new set course, the display of the maneuver disappears and the planned maneuver that was
previously being displayed appears again in the form of a Curved Headline which moves
along with the ship.
For the switch-over of the Curved Headline display, the following settings can be made on
service level:
a. It can be specified
that, even with the smallest course-change that is entered with the joystick, the
Curved Headline jumps in the manner described to the display of the track (standard
setting) or
that the track is displayed if, and only if, the course change exceeds a particular
amount. This limit value can be set between 1 and 10 degrees.
b. It can be specified
that, when the ship is approaching the new set course, the display does not jump
back to the previously planned maneuver until the new set course is reached or
that the previously planned maneuver re-appears even before the new set course is
reached (standard setting).
The difference - compared to the new set course - at which the Curved Headline
jumps back to the previously planned maneuver can be specified in the range from
1 to 10 degrees (standard setting: 1 degree).

Changes During Execution of a Maneuver

At any time during the maneuver, the joystick can be used to change the set course and
set radius. During execution of such a maneuver the CHL earlier defined by the Next data
will be replaced by the modified maneuver ordered by the joystick.

Track Correction after the End of the Maneuver

If, in Heading mode or Course mode, the TRACKPILOT detects a track deviation of more
than 10 m at the end of the maneuver, it sets this value to zero in order to prevent correc-
tive steering (overshoot) at the end of the maneuver. The track line then begins again at
the ship's existing track control position at the bow of the ship.

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Operating Instructions 4. Sailing in Heading Mode or Course Mode

4.4 Steering with Pilot Data

When the ship is sailing along a System Route but shall not exactly follow the pre-planned
track in Track mode, the course changes of the route can also be executed in Heading mode
or Course mode. Observe the hints concerning preparation for steering with Pilot Data (see
also next page).
When the Pilot Data are switched on (AUTO Fill checked for the Next data) in the Heading
mode or Course mode, the Pilot Data of the System Route that are planned for the
maneuver to be performed at the To-Waypoint are displayed in the Next data line:
- the course of the next leg, and
- the radius of the maneuver at the To-Waypoint.
In the PPI/the chart area, the Curved Headline that results from these values is shown and
moves with the ship until Execute is pressed to start the maneuver (see below).
System
Route Present set radius
Pilot
Data Present set course
Next on
Waypoint

To Waypoint

Next set values, taken over from the System

Route: course from To-Waypoint to the Next-
waypoint, radius defined for the To-Waypoint.

Curved Headline (displayed here immediately

before the start of the maneuver) which
results from next course and next radius
displayed and becomes the active track after
System Route pressing of Execute

Examples of where the ship relative Curved

Headline was displayed in the past during
approach to the next waypoint.

Fig. XVII-14 Trackpilot - Steering with Pilot Data

Triggering of the maneuver: In the same way as during steering with Next data, the
planned maneuver displayed by means of the Curved Headline is triggered by clicking the
Execute control or pressing the appropriate key on the TRACKPILOT keyboard (if installed).
As a result, the Next data become Set data and appear in the Set group. The Curved Head-
line becomes the ship’s predicted path. The planned maneuver is now executed with these
new set data.
At the computed end of the maneuver 1) , the data of the System Route are displayed again
as the Next data: The course from the new To-Waypoint to the new NEXT-waypoint and the
radius that is planned for the new To-Waypoint.

1)
If the distance of the leg to the Next-waypoint on the System Route is larger than 25 NM, the
display of the correct data and the corresponding curved headline appears not later than 10 NM
before the Next-waypoint.

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4. Sailing in Heading Mode or Course Mode Operating Instructions

4.5 Sailing with Pilot Data - AUTO Fill

 Formerly, this button used to be called Pilot Data. In this operating manual the set of
data switched on by AUTO Fill for use by the TRACKPIKLOT is generally called Pilot
Data.
When the ship is sailing along a pre-planned track but this shall not take place (in an auto-
mated manner) in Track mode, there is the possibility of steering with Pilot Data in Course
mode or Heading mode. Because the data of the System Route are used in that process,
special preparations have to be made.
AUTO Fill means that the appropriate data are filled into the Next Data fields automati-
cally.

Preparation for Steering with AUTO Fill (Pilot Data)

1. The preplanned track along which the ship is to sail must already be defined as the
System Route.
2. Select a suitable position sensor, either DGPS, GPS or a comparable sensor.
3. Check the accuracy of the position data, if there is a constant position-error, correct it
(see Navigation Sensors in the main chapter GENERAL FUNCTIONS).
 Your own ship's position and the radar video will be positioned correctly relative to
the System Route and the chart if, and only if, the selected position sensor transfers
the position correctly.

CAUTION

When the ship is sailing with Pilot Data, it must be ensured especially that
the position data have the necessary accuracy

4. Switch on AUTO Fill for the use of Pilot Data for the TRACKPILOT.
5. Check that the following TRACKPILOT parameters are set appropriate, and correct these
parameters if necessary:
 Rudder economy 1)
 Course limit 1)

 Track limit 1)
Sailing mode 2)
These data are taken from the System Route, with AUTO Fill switched on. Therefore,
checking of these data is necessary even if they were set correctly before switch-on of
AUTO Fill.
Course Limit and Track Limit do not influence the maneuver in Heading Mode (HDG)
Track Limit does not influence the maneuver in Course Mode (CRS)

1)
Can also be changed temporarily via the TRACKPILOT settings.

2)
Can only be changed via the Route Editor.

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NAVIGATION SYSTEM Platinum TRACKPILOT
Operating Instructions 4. Sailing in Heading Mode or Course Mode

4.6 Validity of the Pilot Data - Execute Button

Overwriting of Currently Valid Parameter Values by the Pilot Data
When the ship is guided along the System Route, the most important settings of the TRACK-
PILOT can be overwritten by the data contained in the System Route. These data are called
Pilot Data and comprise:
Course (which results from two consecutive waypoint positions) and radius (Next Data),
rudder economy, course limit, track limit and sailing mode.
These data are taken over in principle when the waypoint 1) is reached for which these data
are contained in the System Route; details see further below this page.
A necessary precondition for this automatic
take-over is that the Pilot Data are in the
switched-on state 2) . This is the case in Track
mode (if the Pilot Data have not been switched
off) as well as in Heading mode and in Course
mode if the AUTO Fill control is checked.
Regarding the duration of validity of parameters that are set, the following simple principle
is generally applicable:
Every value that is set continues to be effective until it is changed either manually or
by a change of the Pilot Data taken from the System Route.
For steering with Pilot Data (and for Track mode unless the Pilot Data are switched off with
AUTO Fill = Off), this leads to the following:
A value is overwritten by the System Route at that waypoint 3) - and only at
that waypoint - where a value has been entered for that waypoint during
editing of the route.

Location of the Take-Over of the Pilot Data as Set Values

The following statements apply for the Pilot Data that are contained in the System Route
for the To-Waypoint:
Course (calculated from the To-Waypoint and the Next-Waypoint):
At the wheel-over point of the To-Waypoint.
- In the Heading mode and Course mode: At the wheel-over point of the To-Waypoint
after clicking the Execute control or pressing the Execute key on the TRACKPILOT
keyboard (if installed).

Radius:
- In the Heading mode and Course mode: At the wheel-over point of the To-
Waypoint after clicking the Execute control or pressing the Execute key on the
TRACKPILOT keyboard (if installed).
- In the Track mode: At the computed end of maneuver for the FROM-waypoint. If the
distance to the To-Waypoint is greater than 25 NM, the take-over is executed at the
latest 10 NM before the To-Waypoint.
All other Pilot Data: Change at the computed wheel-over point of the To-Waypoint. The
changes of sailing mode and track control mode for the To-Waypoint are only displayed after
the computed end of a maneuver.

1) Or the parameter point.

2)
The course and radius is taken over during Track mode, even if the Pilot Data are switched off.

3)
Or parameter point.

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TRACKPILOT NAVIGATION SYSTEM Platinum
5. Track Mode Operating Instructions

5. Track Mode
In Track mode, the ship sails along the System Route in an automatic manner by execution
of the course changes at the programmed waypoints with the pre-defined radius values.
For this purpose the TRACKPILOT application on the MFD receives the System Route, which
is checked for consistency and maneuverability and then sent to the TRACKPILOT electronics
unit.
The track control software running on the TRACKPILOT computer is generating the pre-
planned track from the data of the System Route, which is thereafter available for track
control in the controller part of the TRACKPILOT software.
Before the system can be used in Track mode, the System Route must be checked without
errors and activated by the operator via Tools > Route on the MFD.
If necessary, an approach-track to the System Route can be created and used in track
control mode until the ship joins the originally pre-planned track.

5.1 Switching Over to Track Mode

1. By activation of the planned route, specify that the pre-planned track along which the
ship is to sail will be the System Route.
2. Select a suitable position sensor either DGPS, GPS or a comparable sensor.
3. Check the accuracy of the position data, if there is a constant position-error, correct it
(see Navigation Sensors in the main chapter GENERAL FUNCTIONS).

CAUTION

When the ship is sailing in Track mode, it must be ensured especially that
the position data have the necessary accuracy. If available, a plausibility
check by comparison to a 2nd position sensor is prescribed.

4. Switch on the use of the Pilot Data for the TRACKPILOT by activation of AUTO Fill in
the TRACKPILOT expander.
5. Check that the following parameters are set appropriately, and correct them if necessary:
TP Waypoint Approaching alarm
Correction of the actual course in the Track Mode Settings.
6. Check that the following TRACKPILOT parameters are set appropriately, and correct them
if necessary:
Rudder economy
Course limit
Track limit
Sailing mode
These data are taken from the System Route with the Pilot Data switched on. Therefore,
a check of these data is necessary even if they were set correctly before the Pilot Data
were switched on.
7. Make the preparations described in the following, which depend upon the nautical situa-
tion.

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Operating Instructions 5. Track Mode

8. Select the Course- or Heading- mode and turn the ship onto the course which is expected
to occur after switch-over to Track mode. These actions depend on the nautical situation
and are explained below.

CAUTION
To prevent a large, unwanted course-change resulting from the switch-on
of Track mode, it is urgently recommended that, with the joystick or other
means, the ship should be put onto the course which the ship will adopt
after the switch-over to Track mode, or else that a suitably small course
limit should be entered

9. The conditions for connecting the TRACKPILOT to the steering gear in Track mode must
be fulfilled:
MANUAL SPEED must not be selected as the speed sensor.
The ship must be sailing at or above a certain minimum speed. This low speed
depends on the ship type, and is identical to the minimum speed below which the TP
Low Speed alarm is triggered during connection of the TRACKPILOT.
1)
The ship must be situated within the set track limit . In the Route Data
display no Off Track indication is shown. (XTD) 2)
The angle between the existing course over ground and the track course 1) must
not be greater than the set course limit. In the display, no Off Course indication
is shown (TRK).
10.The drift angle should be within a nautically suitable range.
11.Switch-over to Track mode by pressing the Track Mode key or by clicking on the oper-
ational mode field in the TRACKPILOT expander and then on Track Mode.
If the ship is not yet sailing on the System Route, it is now automatically guided onto
the System Route. If a course change is necessary in order to achieve the corrective
steering course towards the System Route or the To-Waypoint, this course change is
performed with a radius of about 1 NM.
If the approach to the track shall be performed slower or faster, use the joystick in
Heading or Course mode for the approach maneuver to the pre-planned track before
switch-over to Track mode.
12.If steering to the pre-planned track is to take place with a larger or smaller corrective
steering course, the course limit must be set accordingly.

1) The off track distance to the route (XTD) is calculated relative to the route specified by the
selected track control mode: In the case of To Track, it is the pre-planned System Route. In the
case of To Waypoint, it is the temporary track line leading to the To-Waypoint; this straight line
is recomputed when the Approach Waypoint function is called.

2)
You may temporarily increase the track limit, to be able to activate Track Mode.

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TRACKPILOT NAVIGATION SYSTEM Platinum
5. Track Mode Operating Instructions

5.2 Steering Automatically to 1st WPT of System

Route
In the previous chapter a step-by-step procedure for activating the TRACKPILOT has been
introduced.
In this procedure we assumed that the ship has already been steered onto the System
Route, and is not in the region of a curve.
In this case:
Course mode can be activated and the set course corresponds to the course of the
System Route, or
Heading mode can be activated and the course over ground corresponds to the course
of the System Route.
In all other cases, i.e. the ship is just approaching the system route but has not reached it,
the procedure below and those on the following pages will support the navigation task.
Steering Automatically to First WPT of System Route Further Ahead
If the ship is situated before the first waypoint of the System Route, the track control mode
must be set to To-Waypoint by selecting the first waypoint (with DO) and activating from
the context menu the function Go Direct to Waypoint. A temporary track leading to the
first waypoint (the To-Waypoint) is displayed.
Set the ship's course approximately to the direction of the temporary track (i.e. approxi-
mately to the bearing to the waypoint to be approached).

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Operating Instructions 5. Track Mode

5.3 Steering Automatically to a near Leg of the System

Route
The ship is situated near the System Route and is not in the region of a curve. From here,
the intention is not to approach the To-Waypoint directly but to steer onto the System
Route. The following illustration explains this situation.

Approach track taken by the ship

System Route during the corrective steering (not
displayed in the radar picture)

Corrective steering angle; it is

less than half the set course
limit
Track deviation;
it must be less
than the set
track limit. System
Route, also
called pre-
planned
A radius of about 1 NM is used track
to turn the ship into track direc-
tion
Angle between the System
Route and the course; it must
be less than the set course limit

Fig. XVII-15 Trackpilot - Steering Automatically to Near Leg

Before you can continue with step 9 of the preparations, maneuver the ship with the joystick
in such a way that the ship is at least situated within the set track limit and that the set
course limit is not exceeded.

CAUTION
If the ship (sailing within the set track limit) is situated quite far away
from the System Route, it might happen that, after the switch-over
to Track mode, an unplanned course-change takes place with a
radius of about 1 NM. If the course limit setting is not small, this course
change should be executed with the joystick before the switch-over to
Track mode. If the track deviation is large, the expected maximum correc-
tive steering angle corresponds to about half the set course limit.

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5. Track Mode Operating Instructions

5.4 Steering Automatically to the To-Waypoint

If the nautical conditions so permit, the To-Waypoint can initially be approached directly
along the shortest route, and from that waypoint the ship can then continue to be guided
along the System Route. As shown in the following illustration the ship has at least passed
already one or more waypoints of the activated route. Traveling to the first waypoint as a
To-Waypoint is not possible.

Unused part of the pre- Temporary track-line to the To-

planned track Waypoint, created by the Approach
Waypoint function

System Route
System Route

A radius of about
1 NM is used after
switch-over to Track
mode Angle between the temporary
track and the course; it must
be less than the set course limit

Fig. XVII-16 Trackpilot - Steering Automatically to Near Waypoint

Before you can continue with step 9 of the preparations:

- Activate the temporary track to the TO Waypoint.
Before the switch-over to TO Waypoint, the system computes a temporary track for the
path between the ship and the To-Waypoint, and displays this temporary track addi-
tionally. Whenever the temporary track has been recomputed, the ship is situated
exactly on the track, so that any previous exceeding of the set track limit is eliminated.
- Take the course to the To-Waypoint until the ship is sailing within the Set Course/
Set Track limit, or increase the respective limit value.

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Operating Instructions 5. Track Mode

5.5 Steering Automatically to a Waypoint Situated

Further Ahead
Initially, the ship is to steer directly to a waypoint situated further ahead, and from there it
is to be guided onwards along the System Route. The following illustration explains this situ-
ation.

Unused part of the pre-

planned track

System Route

A radius of about
1 NM is used after
switch-over to Track
mode

Angle between the approach

track and the course; it must Approach track
be less than the set course limit (temporary track to System
the selected To- Route
Waypoint)

Fig. XVII-17 Trackpilot - Steering Automatically to Waypoint Further Ahead

The difference compared to the procedure of situation C is simply that another waypoint to
be approached is defined as the new To-Waypoint.
 By defining the new To-Waypoint, the track control mode of the TRACKPILOT is auto-
matically set to To Waypoint.

5.6 Sailing in Track Mode

In Track mode, the ship is steered automatically along the pre-planned track defined by the
System Route.
In good time before the start of a planned course-change at a waypoint, an alarm is given
and the course change takes place as planned.
Apart from continuous monitoring of the automatic track-keeping, and observing the nautical
situation, any operator action is needed only if special events occur, e.g. a TP Position
Jump alarm or avoidance maneuver.
Even when the ship is sailing in Track mode, a manual course-change can be performed at
any time with the joystick, whereby the Track mode would automatically be interrupted.
In the following sub-chapters these special events like avoidance maneuver are introduced.

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5. Track Mode Operating Instructions

5.7 Execution of a Planned Course-Change

1. In good time before the planned wheel-over point is reached 1) , the TP Waypoint
Approaching alarm appears. Acknowledge this alarm.
2. 30 seconds before the planned wheel-over point is reached, the TP WOP Execution
alarm appears.
3. Check whether the nautical situation permits the execution of the planned maneuver.

a) If the maneuver is to be performed as planned, this should be confirmed by pressing

the Execute key or button; this avoids further alarm escalation by the system.

b) If the maneuver is not to be performed as planned, Track mode must be switched off
immediately after the TP WOP Execution alarm appears (before the wheel-over point
is reached).

CAUTION

In Track mode, the maneuver is automatically performed as planned, even

if the TP WOP Execution alarm has not been acknowledged by the oper-
ator.

 If the TP WOP Execution alarm is not acknowledged by the time the wheel-over
point is passed, the TRACKPILOT Alarm signal is issued latest 30 s later for the
purpose of triggering an external alarm, for example the Back-up Navigator Alarm of
an External Watch Alarm and Transfer system.
4. When the planned wheel-over point is reached or passed abeam, the TRACKPILOT
switches over to the next waypoint. The previous NEXT-waypoint becomes the To-
Waypoint.
5. At the beginning of the maneuver, the new course is taken over as the set course. The
contents of the TRACKPILOT data display on the expander in the side-strip change
accordingly. The ship is now put onto the new set course, using the set radius. The track
control process takes place in the curve too, i.e. any deviation from the displayed track
curve is compensated within the possible limits. During the turn the set course for the
track controller is continuously changing until the course of the new track line is
achieved.
CAUTION

In Track mode on ships with DNV NAUT-AW approval, the rudder limit set
by the operator is exceeded [1] if this is necessary for the execution of a
planned maneuver (e.g. to obtain the set radius or to keep on track).

[1] Up to the maximum value that can be set under Rudder Limit in the TRACKPILOT Settings
dialogue.

The maneuver is finished when the ship has passed the place computed for this (i.e. the
end of the curved path). At the end of the maneuver, the new set course is steered and the
set radius is set to the value that is programmed for the new To-Waypoint which is following
after the just passed waypoint.

1)
For adjusting of this advance warning time, page 599.

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Operating Instructions 5. Track Mode

5.8 Performing an Avoidance Maneuver

If the course has to be changed in an unplanned manner, e.g. in order to perform an avoid-
ance maneuver, this can be done by operation of the joystick, even without previously
changing the steering mode. During this process, the Track mode is switched off automati-
cally and the Heading mode is automatically switched on. Steering thereafter takes place
with the joystick in accordance with page 607 by setting the heading to be steered and the
radius.
After the end of the avoidance maneuver, it is possible to switch over to Track mode again,
in which case the appropriate preparatory checks and actions as described in page 614 must
be performed beforehand again. This is very much depending on the duration of the avoid-
ance maneuver and on the course and track deviations to the pre-planned track that have
been reached in the meantime.

5.9 Determining a Constant Position-Error

Even if the position data exhibit a constant error, the TRACKPILOT controls the ship in Track
mode so that the ship symbol is guided along the displayed track. However, the ship is in
reality located at a position that is displaced by the currently existing position error. If no
alarm is generated because of the position error 1) , the position error is only recognizable in
that chart symbols do not coincide with their radar video counterparts or range and bearing
to known objects do not match to measurement in the electronic chart.

1) This can be the case when position sensors that have excessive system-inherent errors are
selected and also defined for the sensor monitoring

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5. Track Mode Operating Instructions

5.10 Switching Off the Track Mode

Situation A: Ship is Sailing on the Straight Part of the Leg
- Actuate the joystick to switch on the Heading mode. Present heading is taken over as
the set course, in addition to the course change effected by the joystick movement.
- Press the HDG MODE 1) key to switch over to the Heading mode. The present heading
at this moment is taken over as the set heading (setting will be executed without drift
angle compensation).
- Press the CSE MODE 1) key to switch over to the Course mode. The present course
at this moment is taken over as the set course (setting will be executed with drift angle
compensation).
Situation B: Switch-Over during a Maneuver
- Actuate the Joystick to switch over to Heading mode. By this, the execution of the
Track mode maneuver is aborted. The present heading at this moment is taken over
as the set course, in addition to the course change effected by the joystick movement.
- Press the HDG MODE 1) key or button to switch over to the Heading mode. The set
course currently being displayed is kept as the set course (i.e. used as the set heading).
Execution of the Track mode maneuver is continued. 2)
- Press the CSE MODE 1) key or button to switch over to the Course mode. The set
course currently being displayed is kept as the set course. Execution of the Track mode
maneuver is continued.
Situation C: Switch-Over at the End of the Track
- 60 seconds before the last waypoint of the System Route is reached, the TP End of
Track alarm appears. After acknowledgment, a switch-over to Course mode takes place
automatically. The set course currently being displayed is kept as the set course (i.e.
usually the course over ground).
 If the TP End of Track alarm is not acknowledged within 30 seconds, the automatic
switch-over to the Course mode also takes place and the TRACKPILOT Alarm signal
is issued for the purposes of triggering an external alarm.
In Track Mode, Modifying of the Data Taken Over from the System Route
While the TRACKPILOT is being operated in Track mode, the System Route cannot be
altered. However, except for the set course, set radius and NEXT data, the Pilot Data
can be overwritten for the TRACKPILOT without any change in the System Route:
Rudder economy, course limit and track limit can be set to different values at any time
by the operator. These changes are temporarily valid until passing a waypoint or a param-
eter point which has different settings than currently used, the Sailing mode can likewise
be altered manually, but only via the Route Editor and after deactivation of Track Mode.
Sailing without Pilot Data in the Track mode
As an exception, it is possible to sail in the Track mode without the TRACKPILOT settings
being changed by the Pilot Data of the System Route. If the Pilot Data are switched off (via
AUTO Fill), only the set courses specified by the waypoint positions and the radius values
are taken over.

1) Or by selecting the mode with the aid of the corresponding mode button on the TRACKPILOT
expander.

2) If there is a drift, the set course must be corrected manually after switch-over of the mode, not
later than at the end of the maneuver, in order to avoid an undesired change of the course.

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Operating Instructions 5. Track Mode

 Switched-off Pilot Data are automatically switched on again when the Track mode is
reactivated.

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6. Monitoring the Route Data Operating Instructions

6. Monitoring the Route Data

The Route Data window can be
opened in the Tools bar or with earlier
SW versions under Tools > Routes
> Route Data.
It contains the most important data
about the currently valid part of the
System Route (see the figure and the
detailed description below). These
data are calculated by the system 1)
after the System Route has been
checked and activated in the Route
Explorer or in the header of the
Route and Waypoint List.
As long as no System Route has been Fig. XVII-18Monitoring Route Data
defined or the route has been deacti-
vated, the data fields in the Route Data window remain empty; only the System Route data
can be shown in this window.
As soon as the System Route data have been made public within the system, the leg nearest
to the actual own ship position is selected automatically whereby the From and the To
Waypoint are defined. Following that selection, the course change maneuver at the To
Waypoint is constructed and the data for the Route Data window are calculated and
displayed on the screen.
When the ship is following the route displayed as System Route in the PPI or chart area,
the From and To Waypoint are changing accordingly and so are the respective data in the
Route Data window 2) .
The Route Data window consists of the Header, the Leg Data, the data group referencing
the Wheel Over Point and the data group referencing the To-Waypoint.
Depending on the situation
- being off track and / or off course,
- sailing on or near to the straight part of the leg,
- approaching the WOP,
- starting the turn when passing the WOP,
- sailing on or near to the curved path of the track,
the different data in the window are adapted or marked accordingly (see table below).
When AUTO Fill is selected or the Track mode is activated, the Next Course and the
Next Radius are automatically taken over into the TRACKPILOT Expander.

1) In systems without integrated TRACKPILOT, this calculation is executed by the ECDIS application
and shown in the Route Monitoring window. In systems with integrated Track Control function
the TRACKPILOT application takes over this calculation.

2) This is independent of the fact that the ship is being steered by the TRACKPILOT or by other
means.

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Operating Instructions 6. Monitoring the Route Data

6.1 Details of Route Data

The following table explains the details of the Route Data window as shown on page 624.

Table XVII-2 Details of Route Data

Header: Route Data

Name Name of the activated System Route, i.e. of the pre-planned track
From Number and name or designation of the From-waypoint, i.e. the last passed
waypoint.
To Number and name or designation of the To-Waypoint, i.e. the waypoint
ahead to be passed next.
Sailing Sailing Mode: Rhumb Line (RL) or Great Circle (GC) as defined in the
System Route
Control Track Control Mode: To Track (To TRK) or To Waypoint (To WPT) as defined
in the system Route.

Leg Data:
TRK Track Course: The course to be steered over ground on the currently valid
leg or the present course steered on the curved path (changing during a turn).
Marked with or if the ship is off course. [1]
XTD Cross Track Distance measured from own ship perpendicular to the track-
line.
---- is displayed in the XTD field if the distance is greater than 9999 m,
marked with or if the ship is off track. Marked with L or R if the ship
is positioned to the left or right side of the track line. L means steer to star-
board; R means steer to port in order to reach the track line.

Wheel Over Point:

WOP Distance to go to the WOP. The WOP distance is displayed in NM if the
distance is greater than 9999 m.
Next Next Course: The course on the next leg of the pre-planned track after
completion of the turn ahead of the ship and Radius of the next turn to be
executed after passing the WOP.
TTG Time to go to the WOP and
ETA Estimated time of arrival at the WOP, both calculated with the present
speed over ground.

To-Waypoint [2]:
WPD Waypoint Distance and
WPB Waypoint Bearing measured from the present position to the To-Waypoint.
TTG Time to go to the To-Waypoint and
ETA Estimated time of arrival at the To-Waypoint, both calculated with the
present speed over ground.
[1]
The alert symbol may be slightly different, other versions could have a symbol with figure 1
or 3
[2] Refer to the Route and Waypoint List selectable under Tools > Routes if you want to
access information e.g. about courses, sailing distances, TTG and ETA of other waypoints
on the pre-planned track or of the complete route, or if you want to print a passage plan.

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7. Useful Information Regarding the Steering Modes Operating Instructions

7. Useful Information Regarding the Steering

Modes
This section gives further information about the operation of the TRACKPILOT in different
navigational scenarios:
- Use of TRACKPILOT in shallow water
- Influence of drift in all modes
- Drift stabilization of the Curved Headline
- Position filtering in Track mode
- Position monitoring in Track mode
- Position drift monitoring in Track Mode
- Correction of the actual course for the track
- Great circle or rhumb-line navigation

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Operating Instructions 7. Useful Information Regarding the Steering Modes

7.1 Use of the TRACKPILOT in Shallow Water

Shallow water may effect the dynamics and maneuverability of a vessel. Shallow water is
considered to be a water depth (depth below transducer + draft) of less than 2.5 times the
draft of the vessel. If sailing with high speed in shallow water the draft of the ship may
increase considerably caused by the squat effect.
Physically, the squat effect takes place because the water pressure underneath the ship
between the hull and the seabed gets lower and lower the higher the ships speed and the
lower the water depth is. Generally speaking, the ship “sucks” itself to the ground and loses
maneuverability.
These effects may change the designed steering behavior of the ship in a material manner.
Previously set parameters for the TRACKPILOT ability to steer the ship will no longer match
with the ships behavior in shallow water.
If you are observing unusual behavior during steering with TRACKPILOT like
- heading or course errors building up without sufficient action of the TRACKPILOT on
the rudders,
- insufficient reaction of the vessel to the rudder commands given by TRACKPILOT,
- overshooting and extreme steering hunting after course changes executed by TRACK-
PILOT,
- swinging rudder angles or rate of turn of the vessel while steering a constant course,
the following countermeasures shall be executed:
- Check the under keel clearance (UKC) at the echo sounder and the depth indicated in
the sea chart.
- Adapt the Rudder Economy setting to the current situation; it may be necessary to use
lower Economy values (higher rudder gain) in shallow water, because the ships reaction
is expected to be much slower than normal.
- Reduce the speed until the steering actions become stable.

CAUTION

If the adaptation to the shallow water situation needs too much time,
immediately switch over to manual steering in order to regain control over
the ship.

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7. Useful Information Regarding the Steering Modes Operating Instructions

7.2 Influence of Drift for all Modes

In Course mode and Track mode, the drift component of the ships movement is taken into
account:

True north
Manual set; is entered by dialogue under Set
Speed over ground in Drift if the single-axis log is selected
the longitudinal direc- Manual drift; is entered by dialogue under
tion; measured by the Set Drift if the single-axis log is selected
dual-axis log in Bottom
Track mode or by a position
sensor selected as the Speed of the current; is
speed sensor computed from the difference
between Bottom Track and
Water Track data; displayed on
Speed through the water the displays as Set and Drift.
in the longitudinal
direction; measured by Speed over ground; is measured
single-axis logs by the dual-axis log in Bottom Track
mode or by a position sensor
selected as the speed sensor
Own speed: Speed
produced by the ship's own Speed over ground; in the case of a
propulsion single-axis log, including manual drift
Speed through the water; is meas-
ured by the dual-axis log in Water Track
mode
Wind drift: speed of the
drift caused by wind

Fig. XVII-19 Taking Account of Drift

In the ideal case, the course over ground is used computed from speed over ground
measured by dual-axis log in Bottom Track mode. In the worst case, i.e. if manual speed
or a single-axis log has been selected and no set or drift values have been entered, the
heading value is used as the actual course in Course mode too. In Course mode, the ship
is steered in the same direction as in Heading mode, without drift compensation.
Between these extremes, the following sources for speed could appear:
- A position sensor is used 1) , the course made good supplied by this sensor is used as
course over ground, which includes the drift by wind and set.
- A dual-axis log in Water Track mode is used, the course through the water is then used,
which only includes the drift by wind.
- A single-axis log is used, and set and drift are entered manually, a course is then used
which - depending on sensor accuracy, on the magnitude ratio between wind drift and
speed of current, and on the accuracy of the values entered manually - is more suitable
or less suitable than the course through the water.
In Track Mode the influence of drift is additionally compensated by the use of the position
data delivered by the selected position sensor. The ability of the TRACKPILOT to keep the
ship on the preplanned track is increased the better the selected speed sensor is matching
to the real speed over ground.

1)
On ships with MED and DNV NAUT-AW approval, the use of the speed signals from
position sensors is usually not permitted. The suitability of a position sensor as the
speed sensor depends on the filtering of the COG/SOG signal supplied by the position
sensor.

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Operating Instructions 7. Useful Information Regarding the Steering Modes

7.3 Drift Stabilization of the Curved Headline

- In Course mode:
In Course mode, the Curved Headline can be displayed bottom-stabilized and is there-
fore the set track on which the ship is intended to be steered.
In Course mode, if drift is present the Curved Headline represents the ship's future
track over ground if, and only if, the system can determine the course over ground (see
above).
- In Heading mode:
For Heading mode, the following settings for the stabilized display of the Curved Head-
line can be selected on service level:
 Standard setting (Curved Headline Bottom Fixed):
The Curved Headline is "frozen" in a bottom-stabilized manner at the beginning of the
maneuver. If drift is present, the ship does not follow the Curved Headline; the
displacement caused by the drift is visible as a deviation of the ship symbol from the
Curved Headline. In this case, the Curved Headline therefore does not represent the
track on which the ship is steered, but represents instead a bottom-stabilized
predicted path. Any path deviation that is visible on the radar will not be compensated
by Heading mode. Any path deviations must be compensated by the operator by
changing the set radius and/or the set course. This setting of the bottom stabilization
is the standard method.
 Alternative setting
The Curved Headline is not "frozen" in a bottom-stabilized manner but moves if a drift
is present. As a result, it is true that the track deviation caused by the drift is not
visible as such, but during the maneuver the Curved Headline corresponds to the
predicted path on which the ship is being steered.
The drifting of the Curved Headline can be checked against fixed radar targets, the
symbols and lines of the radar map, the vector chart or the User Symbols. If the set
track being displayed moves in such a way that intervention is necessary, then suit-
able changes in the set radius and set course must be made by the operator.
Regardless of the type of bottom stabilization used, in Heading mode the Curved Head-
line thus represents the ship's future course over ground if, and only if, no drift is
present.
If a switch-over between Heading mode and Course mode occurs during a maneuver, the
Curved Headline is computed anew. In all cases, the Curved Headline begins under the ship
symbol again.

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7. Useful Information Regarding the Steering Modes Operating Instructions

7.4 Position Filtering in Track Mode 1)

To support the dead reckoning process for the track controller with the position data of the
selected position sensor, a position filter with the following characteristics is used:
- Computation of the ship's lateral distance from the currently valid track segment or
from the present curve.
- Filtering of the lateral distance from the currently valid track segment with limitation of
the track deviation injected into the control process.
- Control of the filter time-constant depending on the set track limit and on the selected
position sensor.

Table XVII-3 Filter Time Constant in Dependence of Track Limit

Position Sensor Filter Time-constant for Filter Time-constant for

the Smallest Track Limit the Largest Track Limit
Estimated Position 0 Min. 100 Min.
GPS and DGPS 1 Min. 100 Min.
All other sensors 2 Min. 100 Min.

From this, it turns out that, when precise track-keeping (small track limit) is set, the
TRACKPILOT follows the position mean variation quite fast. In order to achieve steady
track-keeping when the position data are unsteady, the track limit must be increased
to at least five times the value of the position mean variation (i.e. if GPS with 50 m
mean variation is used, the track limit should be 250 m).
- Larger values for the track limit automatically increase the filter time-constant, and in
addition they lead to an additional internal rudder-limitation.
Recommended setting of the track limit:

Table XVII-4 Setting of the Track Limit

Position Data Track Limit [1] Filtering Track-keeping

Very accurate < 50 m Very slight Very accurate
Accurate, stable 50 ... 200 m Slight Accurate
Normal 200 ...1000 m Medium Tolerant
Unstable > 1000 m Strong Very tolerant
[1]
In the case of ships with DNV NAUT-AW approval, the maximum figure for this
value is 1000 m.

1) This chapter is not applicable for systems without Track Mode, i.e. for the basic heading control
system.

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Operating Instructions 7. Useful Information Regarding the Steering Modes

7.5 Position Monitoring in Track Mode

If the selected position sensor fails to supply any valid data or if a switch-over takes place
to a position sensor which is supplying invalid data, the TRACKPILOT gives the TP Change
Position Sensor alarm. A switch-over to another position sensor must take place or Track
mode must be ended.
Whenever position data have been received, dead reckoning using the gyro heading and the
data of the selected speed sensor is started and in this way an expected value to be used
for position monitoring is determined. Position monitoring depends on the track limit pre-set
in the TRACKPILOT Settings dialogue:
- If the received position value differs from the expected value by more than the track
limit or (if the track limit is set at a low value) by more than a value which depends on
the sensor type 1) , the TP Position Jump alarm is triggered. After the alarm has been
acknowledged, the position value received is incorporated into the control process via
the position filter.
- Discontinuities in the position data which are larger than a value that is set at service
level 2) lead to the TP Track Mode Fault alarm; when this alarm is acknowledged, a
switch-over to Course mode takes place and the ship´s course must be set manually.

7.6 Position Drift Monitoring in Track Mode

If the monitoring of the position sensor is not active (see page 631), the TRACKPILOT
performs the following monitoring activities:
With the gyro heading and the data of the selected speed sensor, a long-term dead
reckoning is performed in addition, which is not reset by the receiving of position data
(in contrast to dead reckoning for the purpose of position monitoring - see above).
This dead reckoning is started with the switch-on of Track mode and with every new
computation of the temporary track (New Track function).
If the distance between the position resulting from this long-term dead reckoning and
the position received is larger than the set track limit 3) , the TP Position Drift
alarm appears. When this alarm is acknowledged, the long-term dead reckoning is
started a new.
If this alarm occurs frequently, the selected sensor combination should be checked or
- if permitted by the nautical situation - the track limit value should be increased.
While manual Dead Reckoning 4) position is selected as the position sensor, the moni-
toring of the position drift by the TRACKPILOT does not take place. As a consequence,
sailing in Track mode with manual position data in use is not allowed for longer periods
of time.

1) If the track limit setting is small, the important item for this is not the track limit but a value
which depends on the sensor type and positioning mode.

2)
In the case of ships with DNV NAUT-AW approval, the maximum figure for this value is 1000 m.

3) In the case of ships with DNV NAUT-AW approval, the limit value does not depend on the track
limit but depends instead on the selected speed sensor and position sensor.

4)
Indicated as Manual DR in the Position group of the permanent area

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7. Useful Information Regarding the Steering Modes Operating Instructions

7.7 Correction of the Actual Course to Reduce

Constant Track-Deviations 1)
Relationship between the Actual Course and the Constant Deviation from the
Track
The actual course which is generally used in the NACOS for course and track control is
computed from the compass course, taking account of the longitudinal and transverse speed
values supplied by the selected speed sensor. The course and speed vector over ground for
TRACKPILOT is converted to the track control position near the bow of the ship before use.
If this value is not equal to the course made good resulting from the position data at the
track control position, a constant deviation from the track might occur as a control error in
Track mode.
If the correction value is selected such that it is equal to the difference between the actual
course generally used in the NACOS system and the actual course resulting from the position
data, this control error is avoided.

Automatic Determination of the Correction Value

The course correction value is computed at intervals of 30 seconds on a straight course by
comparing the positions produced by the internal dead reckoning with those received from
the selected position sensor. The correction value thus contains all error quantities that are
not known a priori, such as compass error and the error in the drift angle of the selected
speed sensor.
The correction value is filtered and limited; the time-constant is at least 3 minutes, and
increases with increasing track limit.
The adaptation duration caused by the (possibly) large filter time-constant can be reduced
by manually entering a known correction value when the automatic course-correction facility
is in the switched-on state. The adaptation then begins again at that value.
In the steady state of this adaptation process, it can be expected that the currently valid
actual course of the ship will be equal to the actual course (course over ground) delivered
by the selected position sensor.

7.8 Great Circle or Rhumb-Line Navigation

The indication of sailing mode defines whether the To-Waypoint, if more than 25 NM distant,
will be approached on an approximate great circle or on a rhumb line. This setting is
possible only via the Route Editing function under Tools > Route 2) .

 If great circle navigation is switched on and the ship is being steered with Pilot Data
in Heading mode or Course mode, the next set course indicated in the TRACKPILOT
data display is the course that has to be steered so that the ship will sail on the great
circle. In Track mode, the ship is automatically steered on the great circle on those
sections of the track on which the distance between the waypoints is greater than
25 NM. 3)
 The Sailing mode must be treated as a display field for the sailing mode selected by
a corresponding data entry during editing of the pre-planned route.

1) This chapter is only applicable for systems with Track control mode.

2) This means that the sailing mode of any leg of the pre-planned route can only be changed within
the Route Editor itself, but its changes are indicated here.

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Operating Instructions 8. Anchor Control Mode (Optional)

8. Anchor Control Mode (Optional)

In the Anchor Control Mode, the ship
is kept on the specified heading by
means of the tunnel thrusters.
This function is available only if the
corresponding outputs of the TRACK-
PILOT Interface have been connected
with the tunnel thrusters during
commissioning of the TRACKPILOT.

In this case the TRACKPILOT mode

control field (red arrow) provides next
to OFF the mode Anchor Ctrl.
This mode is visible only if the steering
mode selector is not in the TRACK-
PILOT position. Otherwise it shows a
choice between Heading, Course, and Fig. XVII-20TP-Setting Anchor Control
Track mode. Mode
The tolerance and the limit for the
control sector and thruster related parameters
can be set in the Anchor Ctrl settings menu
which is another tab in the Trackpilot Settings
menu. It opens if Anchor Control mode is
selected or if the Settings button in the TRACK-
PILOT Menu is used.

 If two TRACKPILOT units are

installed: Anchor Control mode is only
possible with TRACKPILOT 1. For this
reason, these settings can only be made
if TRACKPILOT 1 is selected; see also
page 207.

3) Great circle approximation: If the Sailing mode Great Circle has been entered at a waypoint
on the preplanned track and the distance from the next waypoint is larger than 25 NM, this leg
is automatically approximated to a great circle. For this purpose, the program divides this leg into
subsections, each having a length of 10 NM, and places the ends of these subsections on the
great circle. If the approach track computed as the temporary track is longer than 25 NM, the
same also occurs with that approach track.

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8. Anchor Control Mode (Optional) Operating Instructions

8.1 Setting the Heading and the Sector for Anchor

Control
The following settings should be made or checked before the Anchor Control mode is
switched on. All settings can be changed with the Anchor Control mode already activated.
 After switch-on or restart of the TRACKPILOT, all parameters are automatically set in
the form in which they were last adjusted.

Set Heading Set Heading

The set heading (see red arrow) cannot be
entered before the Anchor Control mode is
switched on.
 When switching to the Anchor Control
mode, the present heading is taken over
as the set heading.
It can be changed with the joystick or by
entering a Next heading and using the
Execute button (see also page 608).

Heading Tolerance
The heading tolerance is used to define the
permissible deviation of the present heading
value from the set heading. If the heading is
within the tolerance sector, the TRACKPILOT
reduces the thruster power until a border of the
tolerance sector is reached. Expressed another
way: The ship is pressed against the leeward
border of the tolerance sector by external forces
acting on the ship and is kept there by the Fig. XVII-21 Setting Anchor
counteracting force produced by the thrusters 1) .
This setting is made in the field Tolerance.
The smaller the value that is entered, the more accurately the heading can be maintained.

Heading Limit
If the current heading value deviates too much from the set heading, the alarm TP
Heading Limit is shown. This limit is set by means of the parameter "additional heading
limit".
The deviation of the present heading from the set heading, at which the alarm TP Heading
Limit appears, is the sum of the values set for heading tolerance and additional heading
limit.
The setting of the additional heading limit is made in the field Limit.

1) If the weather vane position within the tolerance sector is reached, the ship remains there and
the TRACKPILOT controls the thruster power down to zero.

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Operating Instructions 8. Anchor Control Mode (Optional)

8.2 Thruster Related Settings for Anchor Control Mode

Economy
The anchor economy is used mainly to adjust the
control gain and therefore the control accuracy.
After you have clicked on the Economy field, the
setting is made by clicking on one of the numerical
values. A low numerical value corresponds to a high
control gain, i.e. this leads to greater control accu-
racy and more intensive use of the thrusters

Thruster Power, Thruster Power Limit

The TRACKPILOT generates separate control signals for the stern and bow thrusters, with
which each connected thruster is driven. This setting is made under Set in percent of the
maximum thruster power.
 In the line Stern, a value of 90% under Set means that each stern thruster is driven
so that it has to deliver 90% of its possible output power.
The power actually delivered by the thrusters is shown under Act in percent of the
maximum thruster power which can be supplied in total by the specified thrusters.
 In the figure above, the display of 89% under Act means that all 3 thruster are
currently delivering 89% of their maximum power.
If the thrusters are not to be driven to their maximum output, the TRACKPILOT output
signals can be limited. This setting is made in the field Limit.
 For an entry of 90%, each thruster is driven so that a maximum of 90% of its possible
power output is used.

Determining which Tunnel Thruster is Controlled by the TRACKPILOT

This setting is made externally by the operating sequences at the thruster control panel. The
result is displayed in the above menu as follows:

In the lines Bow and Stern, each box represents a thruster.

a. Grey box: Thruster is switched off.

b. Green box: Thruster is switched on and available to the
TRACKPILOT
c. Yellow box: Thruster is switched on but not available to the
TRACKPILOT
All switched-on thrusters of a group (bow or stern) are available together to the TRACK-
PILOT (case b) or not at all (case c).

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8. Anchor Control Mode (Optional) Operating Instructions

8.3 Activating/Deactivating the Anchor Control Mode

Preparation / Prerequisites
The Anchor Control mode should only be activated when the anchor chain has been paid
out and the ship is in the weather vane position. In addition, the following prerequisites
must be met:
- The TRACKPILOT must be correctly parametrized for the Anchor Control mode (see
page 634 ff.).
- The thrusters must be ready (hydraulics, electrical system).
- The workstation being operated must be switched as the TRACKPILOT Master.
- There must be no steering mode switched on (OFF must be displayed in the opera-
tional mode field of the TRACKPILOT).
- If two TRACKPILOT units are installed: TRACKPILOT 1 must be selected.

Activating the Anchor Control Mode

Through the activation, all thrusters shown in the ANCHOR CONTROL Dialog are available
only to the TRACKPILOT. Operating at the thruster control panel is then normally not
possible.
On activation, the present heading is taken over as the set heading. For this reason, the
activation does normally not cause any change in the orientation or position of the ship.
The Anchor Control mode is activated by
clicking in the operational mode field of
the TRACKPILOT and then on Anchor
Ctrl.

Deactivating the Anchor Control

Mode
The Anchor Control mode is deactivated
- by clicking in the operational mode field of the TRACKPILOT at the TRACKPILOT Master
and then clicking on the OFF button,
1)
- when activated thrusters are no longer available to the TRACKPILOT , which is indi-
cated by the yellow color of the thruster display,
- when (with the aid of the steering mode selector switch) the TRACKPILOT is connected
to the steering gear,
- when the operator deactivates the mode by external operating.
Systems with two TRACKPILOT units: If TRACKPILOT 1 happens to fail when the Anchor
Control mode is active, the alarm TP Trackpilot Failure or Trackpilot Failure is shown
and the Anchor Control mode has to be deactivated.

WARNING
If Anchor Control mode is active and the alarm TP Trackpilot Failure or
Trackpilot Failure is shown, the TRACKPILOT must be disconnected
from the thrusters immediately (by deactivating the Anchor
Control mode, or by external operating).

1)
Insofar as this dependency was configured in this way at service level.

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Operating Instructions 8. Anchor Control Mode (Optional)

8.4 Special Displays of the Anchor Control Mode

At the TRACKPILOT Master, the following displays are changed through activation of the
Anchor Control mode:
In the TRACKPILOT Data display,
Anchor Ctrl is shown in the operational
mode field and the present heading is
shown as the set heading in the SET
field.
In the PPI/chart area the own ship
symbol is augmented by the anchor
control symbol. This symbol is used to
visualize the heading tolerance, the
heading limit and the set heading that
have been set; see figure below.
In the Conning mode, the Open Sea display shows the heading deviation instead of the
course deviation.
At all other workstations (MFD) of the system at which the TRACKPILOT can be oper-
ated, these data can also be displayed.
Switching the display of the anchor control symbol on/off: For safety reasons the
anchor control symbol is always switched on as long as the anchor control mode is switched
on.

Heading limit
Heading line

Additional heading limit

Set heading Heading tolerance

Anchor control Stern line

Fig. XVII-22 Display of the anchor control symbol

Further Recommendations on Operating and Display

Activation of the Anchor Watch function as described under DISPLAY FUNCTIONS AND
TOOLS forms a useful extension of the Anchor Control mode, through display of the anchor
watch area and the associated monitoring/alarms.
By use of the display of the stern line, it is easier to observe the anchor control function.

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8. Anchor Control Mode (Optional) Operating Instructions

8.5 Operation in the Anchor Control Mode

While the Anchor Control mode is active, all of the parameters listed above can be modified
at any time at the TRACKPILOT Master.
The modification of the set heading is performed as for the Heading mode: By using
the joystick or by alphanumerical entry in the Next field, followed by pressing of the
Execute key.
If the thruster control signal generated by the TRACKPILOT reaches the pre-set thruster
power limit, the alarm TP Thruster Limit is shown. If a value of less than 100% was
entered as the limit, it helps to increase this value or to activate further thrusters, provided
that this is permitted by the external prerequisites.
If the deviation of the actual heading from the set heading reaches the sum of the heading
tolerance and additional heading limit, the alarm TP Heading Limit indicates that the
thruster power must be increased (by elevating the thruster power limit or by adding further
thrusters).
When the modification of the set heading is performed, generation of the alarms TP
Heading Limit and TP Thruster Limit is suppressed until the heading has approached the
tolerance sector to within one degree. Whether the thruster power is sufficient or must be
increased (by elevating the thruster limit or adding another thruster) can be determined by
observing the ROT and heading.

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NAVIGATION SYSTEM Platinum TRACKPILOT
Operating Instructions 9. Hot Standby Mode (Optional)

9. Hot Standby Mode (Optional)

A Platinum System with two TRACK-
PILOT systems can be configured for hot
standby mode. The hot standby mode is
implemented by a number of additional
relays, which are connecting either one or
the other TRACKPILOT electronics with the
steering gear and the control lines. The
active TP
active TRACKPILOT (TP) is always indi-
cated in the TP expander in the sidebar.
Two different implementations can be distinguished:
The version with Fixed Selection of TRACKPILOT (TP) operation has one setting only
for the TP mode at the steering mode selector. The rudder is either controlled manually
or automatically by one of the two TRACKPILOT systems. If TP 1 fails, the standby TP
2 is activated and takes over. Each time the TP mode is activated again, and if TP 1 is
still in failure mode, automatic switch over to TP 2 takes place.
The version with Free Selection of TRACKPILOT (TP) operation has two settings for
the TP mode at the steering mode selector. The rudder is either controlled manually or
automatically by TP 1 or by TP 2. If TP 1 fails, the standby TP 2 is automatically acti-
vated and takes over. Each time the TP 1 mode is activated again, and if TP 1 is still
in failure mode, automatic switch over to TP 2 takes place.
If TP 2 has been selected and fails, the operator has to switch back manually to
TP 1 or to the steering wheel.
 Please check in time, how your own ship is configured!

TRACKPILOT Inter- Automatic TRACKPILOT Inter-

Platinum system face Electronics 2
face Electronics 1 change over

next few waypoints next few waypoints

Platinum network

Fig. XVII-23 TP-Configuration with two TRACKPILOT

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TRACKPILOT NAVIGATION SYSTEM Platinum
9. Hot Standby Mode (Optional) Operating Instructions

9.1 Switching-Over and Alert Messages

During hot standby operation the same route segment is loaded to both TRACKPILOT
systems in parallel and in case of a switching-over the last maneuver, i.e. a curved course
line, is continued by the standby system without any interruption.
The hot standby function allows thoroughly continuation of all TRACKPILOT modes
(Heading, Course, Track) under all conditions (straight course, maneuver). Switching over
to the hot standby TRACKPILOT takes place smoothly and without interruption. 1)

9.1.1 Alert Messages in Hot Standby Mode

Automatic switching-over to
TP 2 takes place, if a Track-
pilot System Failure or an
internally caused Track-
pilot Failure are reported
for TP 1.
In this case a warning is
generated that the Backup is
lost and TP 1 is in failure
mode (see picture to the
right).
If TP 1 is the active unit
(either Off or in Heading,
Course, or Track mode), and
above failures are reported
for TP 2, a warning is gener-
ated that the Backup is lost
and TP 2 is in failure mode.
All messages apply as well for the SPEEDPILOT.

9.1.2 Switching Back to Normal Operation with TP 1

Before using the failed TRACKPILOT TP 1 again after recovery measures it is recommended
to perform a restart of the TP hardware, please refer to page 643.

1) Two exemptions have to be noted: 1) switch over takes place during a maneuver with a course
change of more than 175 deg. In this case the backup TRACKPILOT finishes the maneuver but
limited to 175 deg course change and a message is given. 2) Switch over takes place with
exceeded track limits. In this case the backup TRACKPILOT will not start with track mode but in
course mode.

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NAVIGATION SYSTEM Platinum TRACKPILOT
Operating Instructions 10. Azipod Dynamic Optimizer (ADO) Mode (Optional)

10. Azipod Dynamic Optimizer (ADO) Mode

(Optional)
The Azipod Dynamic Optimizer (ADO) is an
external system from ABB which improves the effi-
ciency of a double shaft Azipod propulsion system
by calculating an optimized toe angle for the two
Azipods during the voyage. This dynamic setting
depends on actual load, speed, trim, and other
values derived by the ADO system. The optimized
toe angle is transferred each second to the TRACK-
PILOT which is then turning the two propulsion
pods slightly outwards (typically a few degree) from
the ships center line.
Azipods of German Multi-Purpose
 This function is available only if the corre- Vessel Arkona
sponding serial input of the TRACKPILOT
Interface has been connected with the Azipod
Dynamic Optimizer and the ADO option has been selected during commissioning of
the TRACKPILOT.
If the ADO function has been installed, the
list of Tools shows a further group for
Trackpilot with the entry Azipod
Dynamic Optimizer. Click here to open the
Tools bar with the Azipod
Click to this entry to see an overview about Dynamic Optimizer entry
the ADO status. (if configured
The ADO system is activated by an
external switch. If active, it is continuously
sending the optimized data to the TRACK-
PILOT (once per second).
During turning of the vessel new settings
will be ignored, the TRACKPILOT proceeds
using the last known values.
After finishing the course-change of the vessel the TRACKPILOT accepts the next incoming
data telegram for the toe angle to be added to the Azipods order again.

ADO System Status

The system status is shown in the ADO menu and can be as follows:
Optimized - ADO is sending the toe angle which is added by the Trackpilot to the Azipod
order
Fixed - ADO is sending the toe angle which is not considered due to a maneuver, last value
is frozen
Learning - ADO is in learning phase, toe angle is not optimized yet
Stand-by - ADO is in stand-by mode
Failure - Toe angle not received from ADO, failure message TP ADO Interface alarm
Limited - Toe angle is limited by overall rudder limit of Trackpilot
TP Failure - Trackpilot is in failure mode, not controlling the ship
TP Off - Trackpilot has been switched off

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TRACKPILOT NAVIGATION SYSTEM Platinum
11. TRACKPILOT Utilities - Restart Operating Instructions

11. TRACKPILOT Utilities - Restart

If a malfunction occurs in the TRACKPILOT system, e.g. in the case of repeated occurrence
of the Trackpilot System Failure alarm, or the TP Trackpilot Failure alarm, and if this
malfunction cannot be corrected by means of the operation actions described in this docu-
ment, an attempt can be to correct the fault by restarting the TRACKPILOT.

CAUTION
Before restarting the TRACKPILOT electronics unit,
- the TRACKPILOT must be disconnected from the steering gear .
Use manual steering or another steering mode.
- The optional SPEEDPILOT must be disconnected from the engine control system.
Use manual control of the lever.

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NAVIGATION SYSTEM Platinum TRACKPILOT
Operating Instructions 11. TRACKPILOT Utilities - Restart

11.1 Restarting the TRACKPILOT Electronics Unit

The complete TRACKPILOT electronics unit can be restarted
- in the TRACKPILOT Utilities dialogue (to be found under SETTINGS), if the Restart
TP Hardware button is selected,
- or by switching off and on the power supply of the TRACKPILOT computer (often
installed in the center console or in the conning console). The TRACKPILOT elec-
tronics unit is powered down by switching the unit off and on again after approximately
5 seconds at its power switch 1) .
 The power down restart of the TRACKPILOT also includes the restarting of the
TRACKPILOT program and, if installed, the SPEEDPILOT program. In addition, this
also restarts the TRACKPILOT Interface unit.

11.1.1 Restarting the TRACKPILOT Software

Restarting of the TRACKPILOT program takes place after the Restart TP Software
button in the TRACKPILOT Utilities dialogue has been selected.
 If two TRACKPILOT are installed, the restart takes place for both TRACKPILOT.

11.1.2 Useful Information

The TRACKPILOT electronics unit as part of the NACOS integrates
- the autopilot (i.e. heading control) and the track control function (TRACKPILOT),
- the processing of interface data received from the TRACKPILOT Interface unit,
- the optional speed control function (SPEEDPILOT)
- data support for parts of the optional Conning Display
and the computer of the TRACKPILOT electronics unit supplies all other units of the
NACOS (RADAR, ECDIS, Conning) with its data via the bus system.
 If the computer of the TRACKPILOT electronics unit fails or is restarted or powered
down, all the above listed functions will not be available and the connected MFDs will
show the Trackpilot System Failure alarm.
 As a result of restarting the TRACKPILOT software for example the adapted neutral
rudder-angle and the adapted course-correction value are deleted. Therefore, after
restarting of the TRACKPILOT program, it is advisable to steer a constant course
manually for some time (about 5 minutes) until the TRACKPILOT is reconnected to
the steering gear again.

1)
This switch (the power key) is situated at the front panel of the TRACKPILOT PC. Alternatively,
the TRACKPILOT electronics unit and its interface unit can also be switched off at the mains
switchboard.

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TRACKPILOT NAVIGATION SYSTEM Platinum
11. TRACKPILOT Utilities - Restart Operating Instructions

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SPEEDPILOT
SPEEDPILOT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

1. General Information
The SPEEDPILOT (SP) remotely controls the propulsion lever and in the speed control modes
compares the speed measured by the selected speed sensor with the set speed that is spec-
ified to the SPEEDPILOT by manual input or by input from the active system route.
From this comparison it derives the necessary values for the speed control unit lever which
ensures that the set speed is maintained.
In order to be able to monitor the operation of the SPEEDPILOT on the propulsion lever, it
is strongly recommended to use an electronically synchronized lever system as a minimum
at the main operating station for speed control.
The drift component of the speed is taken into account insofar as it is contained in the
measured speed of the speed sensor selected for speed control.
The SPEEDPILOT is an optional SW extension of the TRACKPILOT system. No separate HW
is required. The fact that it is installed and activated for a specific MFD can be recognized
from the fact that there is a SP tab contained in the DISPLAY FUNCTIONS AND TOOLS
sidebar.
Comparable to the TRACKPILOT, also the SPEEDPILOT function can be operated from all
MFDs that are equipped with a TRACKPILOT keyboard.
Depending on the situation of TRACKPILOT- and SPEEDPILOT-Master, one person can
operate the TRACKPILOT function on one MFD and another person can control the SPEED-
PILOT function on another MFD. Also the combined operation on one and the same MFD by
a single person is possible.

Adaptation of the Speed Control Accuracy

The SPEEDPILOT control algorithms are based on a "Lever to Speed" model stored in the
SPEEDPILOT software in form of a table. During active speed control the SPEEDPILOT
adapts this table according to the environmental conditions.
After activation of speed control by SPEEDPILOT it may take some minutes until the speed
control accuracy is within the sensitivity limit given by the operator in the SPEEDPILOT
Settings menu.
The duration for correct adaptation is very much depending on the surge time constant of
the ship, i.e. the sum of reaction time of the propulsion system and the acceleration / decel-
eration time of the ship itself.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 1. General Information

1.1 The Operating Modes of the SPEEDPILOT

Set Lever mode
The lever is set to a fixed value which must be input manually by the operator.
 With this mode, the speed control function of the SPEEDPILOT is switched off. It is
provided to allow precise lever settings through operating actions performed at the
MFD, without having to actuate the lever directly by hand.

Set RPM mode 1)

The RPM order can be set manually to a fixed value by use of the lever interface (i.e. in
reality the lever value is set).
 With this mode, the speed control function of the SPEEDPILOT is switched off. It is
provided to allow precise RPM settings through operating actions performed at the
MFD, without having to actuate the lever directly by hand.
The following operational modes of SPEEDPILOT perform active speed control and they
differ with regard to the source of the set speed and if SOG or STW shall be controlled:

Set Speed mode

The set speed value is set manually by the operator in the SPEEDPILOT Expander on the
MFD. Via the selection of SOG or STW it can be specified if the speed over ground or the
speed through water shall be controlled in the Set Speed mode.
2)
SOG: The actual ground speed value is taken from the selected SOG sensor .
STW: The actual water speed value is taken from the selected STW sensor2).

Planned Speed mode

While the ship is sailing along the activated System Route, the "Arrival Speed" value
computed by the system for the existing situation is used as the set speed. The "Arrival
Speed" is the speed at which the ship would currently have to sail in order to reach the
destination (the arrival point) at the planned time of arrival (ETA). The computations that
are necessary for this ETA-controlled sailing are performed continuously by the system on
the basis of the planned values and the existing situation (the time remaining up to the
planned ETA, the distance remaining, and the planned and maximum speeds being set in
the System Route) 3) .
In Planned Speed mode, the planned passage times and arrival times are thus automatically
achieved exactly, insofar as this is possible on the basis of the general conditions (wind, set
and drift, limitations in propulsion power, etc.) and the selected speed input (SOG / STW)2).
Via the selection of SOG or STW it can be specified if the speed over ground or the speed
through water shall be controlled.
 Nevertheless, if achieving the ETA has priority over variations of the requested propul-
sion power caused by changing environmental conditions, it is required to select SOG
as speed input for the SPEEDPILOT.

1) This function is optional and requires accurate entry of a so called "RPM to Lever" table on
Service level.

2) The first software-version of the speed control application includes the SOG-selection only. Use
of STW will be enabled in a later version.

3) The voyage planning data that are necessary for this function must be contained in the activated
System Route.

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SPEEDPILOT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

Planned RPM Mode 1)

In Planned RPM mode, the RPM values are obtained from the system route of RPM Opti-
mizer 2) . The RPM Optimizer monitors and optimizes the engines RPM to achieve the fuel
efficiency and reduced emissions for just in time arrivals. The RPM values are optimized by
multiple constraints from route, schedule and environmental conditions such as planned
SOG, TTG and ROT, current, wind, waves, engine parameters and etc.

1.2 The SPEEDPILOT Expander

Click to the SPEEDPILOT entry in the Tools bar to open the SPEEDPILOT expander.
For earlier SW versions (before 2.0) click to the SP tab in the first line of the DISPLAY FUNC-
TIONS AND TOOLS sidebar to open the SPEEDPILOT expander.
 By clicking on the upper bar of the expander, the display can be closed and opened
again. Selection of another expander often hides this one, but it re-opens automati-
cally when it is selected again.

Select between
SPEEDPILOT 1 or 2
Control Mode of the Commanded Set
SPEEDPILOT speed value

Planned speed Filtered average

and Next speed values Actual speed
taken from the acti- Manual setting of the propul-
vated system route sion lever or indication of the
commanded Set Lever
value.

(The set lever value is also

shown when the SPEED-
Number of engaged PILOT is switched off in
Switches this MFD to Engines or generators order to present the lever
act as the SP Master (if available) setting which would be used
on activating the SPEED-
PILOT)

Fig. XVIII-1 The SPEEDPILOT Expander

The following description is based on the above dialogue:

1)
Optional

2)
A future feature that will be introduced.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 1. General Information

When the SPEEDPILOT is in the activated state, the engine is still controlled by means of
the propulsion lever 1) ; but the lever is controlled remotely by the SPEEDPILOT 2) and no
longer by manual lever movement by the operator. To ensure controlled activation of the
SPEEDPILOT, preparations have to be made as described in the subsequent paragraphs.

1.3 The Platinum Operating Unit

The SPEEDPILOT can be operated
completely from the SPEEDPILOT
Expander as introduced in the last
chapter.
But setting the Master mode can be done
also from the TRACKPILOT keyboard
which is part of the Platinum Operating
Unit and built-in on the right side.
The Platinum Operating Unit is typically
inserted into a console or desktop instal- Fig. XVIII-2 Platinum Operating Unit
lation.
The subsequent picture shows the TRACKPILOT keyboard with the button for setting the
MFD to Master mode in more detail:

Setting the MFD as TRACKPILOT or SPEED-

PILOT Master.

1)
or some other control unit, which is likewise called "lever" in the following; ships with two propel-
lers often have two levers, which are normally working synchronously.

2) If the engine remote control system offers the possibility, the SPEEDPILOT is integrated in such
a way that the propulsion lever is automatically moved when the SPEEDPILOT is in the activated
state, i.e. the lever moves to the lever value which the SPEEDPILOT gives to the engine control
system.

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SPEEDPILOT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

The TRACKPLILOT and SPEEDPILOT-Master can be set independently of each other, i.e. one
MFD can operate the TRACKPILOT, another one the SPEEDPILOT.
 Although the SPEEDPILOT function is running on the
TRACKPILOT system, it is independent of the position of
the steering mode selector switch.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 2. Setting the SPEEDPILOT Parameters

2. Setting the SPEEDPILOT Parameters

During the system commissioning or Click here to open
sea-trial, the control characteristics of the Settings bar.
the SPEEDPILOT were adjusted to suit
the characteristics of the ship and
propulsion engine.
Furthermore, however, the SPEED-
PILOT also has to be adjusted during
its operational use to ensure that it
suits the existing conditions.
These settings can be made in the
SPEEDPILOT Settings dialog available
via the respective control in the
Settings bar.
For earlier SW versions (before 2.0)
click directly to the Settings button in
the SPEEDPILOT expander.
Click to Settings under
SPEEDPILOT to open
the Settings window.

Fig. XVIII-3 Set Speed-

pilot Parame-

 Sensitivity and Lever economy parameters in speed mode settings are imple-
mented only in Set Speed and Planned Speed modes.

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SPEEDPILOT NAVIGATION SYSTEM Platinum
2. Setting the SPEEDPILOT Parameters Operating Instructions

2.1 Opening the SPEEDPILOT Settings Dialog

Open the SPEEDPILOT Settings dialog as shown on the previous page.
Switch the MFD to act as the SPEEDPILOT Master, see page 648 or page 649.
The SPEEDPILOT Settings dialogue is handled as a movable window, which can be placed
somewhere on the screen by the operator. Only the SPEEDPILOT-Master MFD can change
the data, but all other MFDs may also display the data.
The values set last by any of the MFDs are stored permanently in the system and are
recalled after a reset or power-on of the system.
The data shown under SPEEDPILOT-Settings are always following the dataset received back
from the SPEEDPILOT itself, i.e. the feedback and alive-status of the SP-subsystem can
always be monitored by the operator.

Response threshold for the

lever activation by the
controller
Setting for adaptation to the
Setting the control prevailing weather condi-
characteristics of the tions
speed controller Upper speed limit and alarm
threshold for speed setting

Setting the limits and

alarm thresholds Speed deviation alarm
threshold for the speed
control monitoring
Setting the upper and lower
alarm limit (i.e. also the
operating range) of the
remote controlled propulsion
lever

Fig. XVIII-4 SPEEDPILOT Settings Dialogue

The following description is based on the above dialogue, which is available on each MFD
with SP-Master function and on the connected CONNINGPILOT. Only the MFD with
activated can change the settings.
 The Settings dialogue can be closed again by clicking on the Close or [X] button.
 After switch-on of the SPEEDPILOT, all parameters are automatically set to the values
which they had when the SPEEDPILOT was switched-off last time.
Incorrect or unfavorable setting of one or more of the parameters can lead to the following:
- Frequent changes of the lever values with which the SPEEDPILOT drives the engine
- Excessively sluggish reaction to changes in the set speed
- Reduction / momentary increase in the speed during or after course changes.
To some extent, the settings affect one another, and so it can happen that an optimum
setting is achieved only after alternate changing of the parameters.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 2. Setting the SPEEDPILOT Parameters

2.2 Setting the Response Threshold of the Speed

Control Function
By correct setting of the Sensitivity value, optimization is achieved between exact mainte-
nance of the set speed and frequency of changing of the engine driving function (i.e. the
lever setting).
The control function starts to act only when the difference between the set speed and the
actual speed reaches the entered sensitivity value.
The response threshold should be as low as possible; a value of 0.2 kn or 0.1 kn is desirable
for calm weather conditions. It must be increased if, in spite of high values of the internal
speed filter, the speed signal fluctuations (for example), caused by the sea state, affect the
lever value which the SPEEDPILOT gives to the engine control system.

Fig. XVIII-5 SPEEDPILOT Sensitivity Setting

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SPEEDPILOT NAVIGATION SYSTEM Platinum
2. Setting the SPEEDPILOT Parameters Operating Instructions

2.3 Setting the Economical Control Behavior

Economically advantageous optimization between precise speed control and frequency of
changing of the lever, depending on sea state and wind, is achieved by means of the Lever
Economy parameter.

Table XVIII-1 Lever Economy Usage

Lever Economy Control Weather

1 Precise Calm
2....3 Precise to tolerant Normal
4....6 Tolerant Bad
Higher Very tolerant Very bad

After you have clicked on the Lever Economy field, the setting is made by clicking on one
of the numerical values. A low numerical value corresponds to a precise speed control on
one hand and to more frequent movements of the lever on the other hand.

Fig. XVIII-6 SPEEDPILOT Lever Economy Setting

Without other experience for the Lever Economy Setting, you should start with use of
Lever Economy = 3.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 2. Setting the SPEEDPILOT Parameters

2.4 Setting the Upper Limit of the Set Speed

For reasons such as
- reducing the wear and tear on the propulsion engines,
- limiting the fuel oil consumption and
- applying limits depending on the weather and on the type of waterway and the loading
conditions,
it might be desirable to apply an upper limit to the set speed ordered by the SPEEDPILOT.
When the SPEEDPILOT is being operated in Planned Speed mode, this can be done by
entering the Speed Limit without any need to change the pre-planned route or the time
schedule.
Speed values above the limit entered during Set Speed mode are automatically rejected.
 By input of the speed limit value 0, the limitation of the set speed order is switched
off.

Fig. XVIII-7 SPEEDPILOT Speed Limit Setting

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SPEEDPILOT NAVIGATION SYSTEM Platinum
2. Setting the SPEEDPILOT Parameters Operating Instructions

2.5 Setting the Upper and the Lower Limit of the Lever
Values
By means of the function High Lever Limit, the maximum lever value that can be output
by the SPEEDPILOT is set. This value must be selected such that any restrictions in the
propulsion system (e.g. fuel oil consumption, number of required generators) are not
violated during SPEEDPILOT operation.

Fig. XVIII-8 SPEEDPILOT Lever Limit Setting

By means of the function Low Lever Limit, the minimum lever value that can be ordered by
the SPEEDPILOT is set.

CAUTION
This value must be selected such that the propulsive power is still suffi-
cient to ensure rudder effectiveness for reliable course-steering.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 3. Sailing with the SPEEDPILOT

3. Sailing with the SPEEDPILOT

1. Switch the required MFD to act as the
SPEEDPILOT Master: In the SPEED-
PILOT expander, check the Master
control, or press the appropriate button
on the TRACKPILOT keyboard for more
than 3 seconds.

 The SPEEDPILOT can be operated on any MFD that is equipped with a TRACKPILOT
Operating Unit, but only from one at a time. The unit from which the SPEEDPILOT is
currently being operated is called the SPEEDPILOT Master. This can be recognized
from the fact that, in the SPEEDPILOT Expander, the Master control is checked, and
that the small green lamp above the SPEEDPILOT Master key of the operating panel
is alight.
Even when the SPEEDPILOT is in the activated state, the switch-over to act as the
SPEEDPILOT Master can take place at any time on any MFD on which the SPEEDPILOT
is allowed to be operated.

2. Select a suitable speed

sensor;
For satisfactory speed-
control, the most accurate
and/or stable speed sensor
that is available must be
selected. Preference should
be given to a speed sensor
which measures the speed over ground, specifically when sailing along the activated
route in the Planned Speed mode.

3. Set the control behavior of the SPEEDPILOT to suit the

existing conditions by means of the following parameters
(see page 652) available in the Settings Dialogue:
 Sensitivity
 Lever Economy
 Speed Limit
 Speed Alarm
 High Lever Limit
 Low Lever Limit

4. Connect the SPEEDPILOT to the Engine Control System as described on the next page.

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3. Sailing with the SPEEDPILOT Operating Instructions

3.1 Activation of the SPEEDPILOT by Connecting to

the Engine Control
The activation of the SPEEDPILOT can be set during commissioning of the system to
Internal or External depending on the remote control interface connected to the engine
control system.
Internal Activation: The mode control field
has an OFF position and from here OFF or
one of the operating modes can be selected.
External Activation: The mode control field
has no OFF position but the operating modes
can be selected as before. Activation is done
from an external switch at the bridge typically
close to the levers. If the external switch is set to OFF, the control mode field shows an OFF
as well, but no operating modes can be selected.
In any case a “SP-Ready” signal indicates the availability of the speed control by SPEED-
PILOT 1) .
The procedures for activation are as follows:

Internal Activation:
In the SPEEDPILOT Expander, click on the operational mode field and then on Set Lever
or Set Speed.
 If the correct Planned Speed value from the active System Route is already available
and shown in the expander you can also directly activate the system in the Planned
Speed mode.

External activation:
Set the external SPEEDPILOT activation switch to ON. The SPEEDPILOT is then activated in
the Set Lever mode. To maintain the present speed, choose Set Speed as operational
mode, see page 662.
As soon as the selected operating mode is displayed in the SPPEEDPILOT expander and no
error message is given, the SPEEDPILOT is in the activated state. The levers are now being
controlled by the SPEEDPILOT, and not manually any more.
In Set Lever mode, the actual lever setting, and in Set Speed mode the speed at which the
ship has been sailing at the instant of activation is taken over.
If the necessary preparations have been made, then another operating mode can be
selected as well.

1) On ships with 2 propellers and independent propulsion engines, the Enable, Ready and On/OFF
signals are often available twice and must be controlled synchronously.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 3. Sailing with the SPEEDPILOT

If two TRACKPILOTS each having a SPEEDPILOT are installed:

If two SPEEDPILOTS are installed, and
External Activation is configured, the head-
line of the SPEEDPILOT Expander shows the
number of the externally selected SPEED-
PILOT, either SPEEDPILOT 1 or 2.
 In this case there should be an external
switch with the positions OFF, Manual,
SP1, and SP 2 available.
If two SPEEDPILOTS are installed, and Internal Activation is configured, the headline of
the SPEEDPILOT Expander shows again the number of the selected SPEEDPILOT, either
SPEEDPILOT 1 or 2.
 In this case there is a select field next to the control mode field which provides the
positions OFF, SP1, and SP 2.

3.2 Switch-Over of the Operating Mode

Switching over is performed in the SPEEDPILOT expander by clicking on the existing oper-
ating mode and then, in the drop-down menu, on the desired operating mode. Thereafter,
the corresponding input menu is opened to accept or change the set-value. The menu must
be closed with the Set control to activate the selected mode. With the Cancel control, the
switch-over will not take place.
After switching to another operating mode, the currently valid mode and the corresponding
Set value are shown in the first line of the SPEEDPILOT expander.

Fig. XVIII-9 SPEEDPILOT Operational Modes

If a switch-over to Planned Speed or Planned RPM mode is to take place, a System

Route must be activated before, which contains planned Speed data. Furthermore, the
voyage plan must be in the activated state on the system.
 Please check the indicated Planned Speed value before you activate this mode!

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SPEEDPILOT NAVIGATION SYSTEM Platinum
3. Sailing with the SPEEDPILOT Operating Instructions

3.3 Sailing in Set Lever Mode

In the SPEEDPILOT expander, the following data are relevant:
- Set Lever: The currently valid lever value which is set by the SPEEDPILOT and with
which the engine is currently being driven. It can be changed at any time.
- Act: The speed measured by the selected speed sensor (value averaged by the SPEED-
PILOT).
- Max: The maximum speed that is possible on the basis of the engines that are
currently switched on 1) .
- Engines: The number of propulsion engines that are currently switched on1).

Changing the Set Lever

Click on the Set Lever value and enter a new value.

Fig. XVIII-10 SPEEDPILOT Set Lever

The possible range of lever setting is limited by the High and Low Lever Limit.

1)
Future option and depending on system configuration.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 3. Sailing with the SPEEDPILOT

3.4 Sailing in Set RPM Mode 1)

In the SPEEDPILOT expander, the following data are relevant:
- Set RPM: The currently valid RPM value which is set by the SPEEDPILOT. It can be
changed at any time.
- Actual: The speed measured by the selected speed sensor (value averaged by the
SPEEDPILOT).
- Max: The maximum speed that is possible on the basis of the engines that are
currently switched on.
2)
- Engines: The number of propulsion engines that are currently switched on .

Changing the Set RPM:

Click on the Set RPM value and enter a new value.

 As in present installations no direct RPM-Control

interface is available, also the RPM setting is
controlled remotely via the lever output signal to the
ECR. This may result in slight differences between
the commanded and achieved RPM value.

1)
Optional function

2)
Future option and depending on system configuration.

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SPEEDPILOT NAVIGATION SYSTEM Platinum
3. Sailing with the SPEEDPILOT Operating Instructions

3.5 Sailing in Set Speed Mode

In the SPEEDPILOT expander, the following data are relevant:
- Set: The currently valid set speed; this can be changed at any time within the given
limits.
- Actual: The speed measured by the selected speed sensor (value averaged by the
SPEEDPILOT).
- Max: The maximum speed that is possible on the basis of the engines that are
currently switched on 1) .
- Set Lever: The lever value with which the engine control system is currently being
driven.
- Engines: The number of propulsion engines that are currently switched on1).

Changing the Set Speed

Click on the Set value and enter a new value.
When the ship shall move astern or below the Low Lever
limit, the SPEEDPILOT must be switched off.
It is not possible to set a negative (astern) set speed.

1)
Optional function.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 3. Sailing with the SPEEDPILOT

3.6 Sailing in Planned Speed Mode

In addition to the data mentioned under Sailing in Set Speed Mode, the following data
displayed in the SPEEDPILOT expander are relevant:
- Planned: The Planned Speed of the System Route for the existing leg.
- Next: The Planned Speed of the System Route for the next leg.
During the voyage the Planned and Next Speed data are possibly changed by the system,
if the time schedule has to be adapted according to the time to go and the distance to the
pre-set ETA at the arrival point.
As long as the Planned Speed mode is switched on, the set speed value used by the SPEED-
PILOT is the so called Arrival Speed 1) computed by the system for the ETA at a selected
arrival point. In the SPEEDPILOT expander, these speed data are then displayed in the Set
and the Planned and Next fields.
 For a brief description of the Arrival Speed calculations, see below. The algorithm with
which the Arrival Speed is computed is described in detail under “Voyage Prepara-
tion”.
The result of the computation is that the Arrival Speed values are selected such that, if the
ship is currently ahead of schedule, the (economically unfavorable) peak speeds of the entire
track section that is still to be sailed are reduced at first, but such that, if the ship is
currently behind schedule, catching up is done within a reasonable period if possible.
If two consecutive legs have different arrival speed values assigned to them, the set speed
changes at the end of the turn at the waypoint which separates the legs from each other 2) .
If the speed is to be subjected to a general upper limit throughout the entire voyage, or at
least during part of it, this speed limit value can be entered in the Route Editor. This speed
limit is taken into account in the continuous computation of the arrival speed.
If the speed is to be subjected to an upper limit for a limited time or for a section of the
route, this can be done by entering a Speed Limit in the SPEEDPILOT Settings dialogue.
When a temporary speed limitation is released again, it is most probable that a time delay
in the voyage plan has been built up, which leads to a speed increase during the next part
of the voyage.
Limitation of the speed for the entire voyage or for the remaining part of it can be satisfac-
torily achieved by changing the voyage-planning for the activated route.

When using SPEEDPILOT in different

mode a tool tip is available to see the
Planned Speed. Click dropdown arrow
next to the text and hover the mouse on
the Planned Speed as shown on right.
The Planned Speed value shown in the
tooltip is the speed value from the route
schedule that would be implemented if the
Planned Speed mode is selected.

1) For the Planned Speed mode the term Arrival Speed is also used here, to make clear that the
goal is to arrive at the preplanned ETA.

2)
If the TRACKPILOT is not activated, speeds are changed when passing the waypoint.

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SPEEDPILOT NAVIGATION SYSTEM Platinum
3. Sailing with the SPEEDPILOT Operating Instructions

3.7 Sailing in Planned RPM Mode 1)

In addition to the data mentioned under

Sailing in Set RPM Mode, the following
data displayed in the SPEEDPILOT
expander are relevant for SW version
2.1.24 onwards:
- Planned RPM: The current RPM of
the System Route for the existing leg
from RPM Optimizer 2) .
During the voyage the Planned RPM
data are possibly changed by the system.
RPM upper and lower limits throughout
the entire voyage are configured during
system commissioning.

When using SPEEDPILOT in different

mode a tool tip is available to see the
Planned RPM. Click dropdown arrow
next to the text and hover the mouse on
the Planned RPM as shown on right.
The Planned RPM value shown in the
tooltip is the RPM value from the route
schedule that would be implemented if the
Planned RPM mode is selected.

1)
Optional

2)
A future feature that will be introduced.

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NAVIGATION SYSTEM Platinum SPEEDPILOT
Operating Instructions 3. Sailing with the SPEEDPILOT

3.8 Deactivating the SPEEDPILOT

The SPEEDPILOT can be deactivated at any time, regardless of its existing operational
mode. Deactivating is always done by operation of external operating elements.
If the levers are not moved automatically with SP = ON 1) , then before deactivating SPEED-
PILOT they must be set manually to the desired value or to the value with which the SPEED-
PILOT is currently driving the engine. This value is displayed as Set Lever in the SPEED-
PILOT Expander.
If the SP Deactivated alarm appears after deactivation has been operated and if no other
internal or external alarm is sounded, then the SPEEDPILOT is in the switched-off state, i.e.
the engine must from now on be controlled manually by lever operation.
After deactivation, in the SPEEDPILOT Expander, OFF is displayed in the control mode
field.
Note:
For alarms and warnings possibly issued during activation, deactivation and during activated
control by SPEEDPILOT see also the next chapter and the main chapter ALARMS.
If the SP Deactivation Failed alarm occurs after an attempt has been made to deactivate
the SPEEDPILOT, it might be that deactivation of the SPEEDPILOT has not occurred and that
the engine continues to be controlled by the SPEEDPILOT.

CAUTION
If the alarm SP Deactivation Failed occurs after the deactivation
attempt, the lever must be checked immediately (by being operated) to
see whether deactivation of the SPEEDPILOT has occurred. If the engine
does not react to the lever movement, it is necessary to immediately
switch over to some other control unit or to the engine's back-up control
facility, and a check must be performed to see whether the manual engine
control function is actually working.

Action:
- Restart the SPEEDPILOT.
- Look for faults in the engine remote control system and in the interfacing to SPEED-
PILOT.

1)
It is strongly recommended that in combination with SPEEDPILOT the propulsion levers are
following the commands of its remote lever order signals, in order to enable the OOW to monitor
the automatic speed control function.

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SPEEDPILOT NAVIGATION SYSTEM Platinum
4. Useful Information about the SPEEDPILOT Operating Instructions

4. Useful Information about the SPEEDPILOT

Switch-Over Process in the Case of Systems with External Activation of the
SPEEDPILOT
When the external SPEEDPILOT Activation switch is put into the ON state, the SPEEDPILOT
checks whether it can take over the task of controlling the speed. If the result is positive,
the SPEEDPILOT closes a relay contact, which causes a switch-over unit external to the
NACOS to disconnect the engine remote control system from the manual lever output and
to connect it to the output signal of the SPEEDPILOT.
When the SPEEDPILOT Activation switch is put into the OFF state, the SPEEDPILOT opens
the above mentioned relay contact, and the switch-over unit external to the NACOS discon-
nects the engine remote control system from the output of the SPEEDPILOT and connects
it to a different control unit for example the manual lever output signal..

Switch-Over Process in the Case of Systems with Internal Activation of the

SPEEDPILOT
If the engine remote control system is ready to take over the output signals of the SPEED-
PILOT for the purpose of controlling the engines, it signals this fact to the SPEEDPILOT. If
one of the SPEEDPILOT operational modes is then selected in the SPEEDPILOT expander,
the SPEEDPILOT checks whether it can take over the task of controlling the speed. If the
result is positive, the SPEEDPILOT closes a relay contact, which causes a switch-over unit
external to the NACOS to disconnect the engine remote control system from the manual
lever output and to connect it to the output signal of the SPEEDPILOT.
If the engine remote control system is switched to a different control unit, this fact is
signaled to the SPEEDPILOT. The SPEEDPILOT then opens the above-mentioned relay
contact, and the switch-over unit external to the NACOS disconnects the engine remote
control system from the output of the SPEEDPILOT and connects it to the other control unit.

If the SPEEDPILOT Fails to Become Activated

If the status display in the SPEEDPILOT Dialogue remains at OFF during the attempt to
activate the SPEEDPILOT, this means that the SPEEDPILOT has not become activated, and
the engine can continue to be controlled by means of the lever.
The causes of this can be as follows:
- - There is no propulsion engine connected to the propeller shaft. In this case, the SP
No Engines alarm appears 1) .
- - The connection to the SPEEDPILOT activation switch is broken, or the signals from
the SPEEDPILOT activation switch are incomplete or inconsistent. In this case, the SP
Activation Failed alarm appears.

Resetting and Restarting the SPEEDPILOT

If it is suspected that the SPEEDPILOT is malfunctioning, e.g. in the case of repeated occur-
rence of the SPEEDPILOT Failure alarm, or if the SP Deactivated alarm occurs for no
apparent reason, restarting of the SPEEDPILOT program might correct the fault situation.
First of all, the SPEEDPILOT must be disconnected from the engine control system. The
SPEEDPILOT program is then restarted by operation of the Restart SP function under
SPEEDPILOT and Utilities in the Settings bar.
 If this does not solve the problem, restarting the TRACKPILOT Electronics unit by
hardware (power down / power up) may help. The SPEEDPILOT is also restarted in
case the TRACKPILOT Electronics unit restarted.

1)
Future Option

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DP SYSTEM
(optional)
DP SYSTEM (optional) NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
The Dynamic Positioning System (in short DP) controls thrusters and rudders to hold the
vessel at specific heading and/or position goal despite environmental forces that would tend
to drive the vessel off-station.
The DP system uses inputs from one or more gyro compasses combined with position inputs
from one or more position reference sensors to estimate the vessel’s heading and position.
These are compared against the operator entered desired goal position and then used by
the DP system’s Controller and Thrust Allocation Logic to compute the thruster and rudder
commands needed to maintain the desired position and heading of the vessel.
The operator interacts with the DP system through the Platinum MFD (Multi Functional
Display) or a small compact 12 inch Panel PC. The following description applies for the Plat-
inum MFD.
The MFD’s graphic displays allow the operator to control and monitor the vessel’s position
and heading. The operator can also select which sensors and thrusters to use as well as
setting the system parameters that affect the DP operation.
During DP operation, the operator selects a MFD as the Master workstation. Only commands
issued at the Master MFD affect the operation of the vessel’s thrusters and the sensors asso-
ciated with the DP System.
The operator then places a sufficient number of thrusters on-line and under the control of
the DP System. The definition of sufficient varies depending on environmental conditions
such as sea state, wind, current, etc.
Graphic display pages allow the operator to view the status, output, and azimuth (if any) of
the thrusters interfaced with the DP System.
Once the appropriate sensors and thrusters are on-line, the operator may manually
maneuver the vessel using the joystick control at the Master MFD.
Having stabilized the vessel’s position and heading, the operator can then select from
several automatic control modes. These modes vary in purpose (and by system), but all rely
on sensor data being compared against a goal point input by the operator. The DP System
then generates the necessary thruster commands to minimize the deviation between the
measured readings and the goal position.
During automatic operations, the operator can select from a variety of display tabs and
pages to view information on the vessel’s position and heading, performance of sensors and
thrusters, status of the power generation and distribution system, any detected alarms,
communication signals, and other important elements of the DP System.
The operator can also manually transfer control of the DP System from the current Master
MFD to a Backup MFD. Upon transfer of control, the MFD that was the Backup becomes the
Master, and vice versa.

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NAVIGATION SYSTEM Platinum DP SYSTEM (optional)
Operating Instructions 1. Overview

1.1 Block Diagram of DP1 System

DP Systems are available in four classes, reflecting increasing back-up requirements. The
following diagram shows class 1 typically used on cruise vessels.

Fig. XIX-1 DP System Overview

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DP SYSTEM (optional) NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1.2 System Component Overview

The DP System is assembled using various standard building blocks, as described in the
following sections.

1.2.1 Multi Function Display (MFD)

An MFD is the hardware platform used for entering commands to the DP System, and also
for monitoring the status of both the position of the vessel and the state of the DP System
itself. While the DP system uses the standard Platinum MFD, an MFD specified for use with
the DP system will include a 3 axis joystick, and a display with touch capability, along with
the standard MFD trackball.

1.2.2 CP-SPU
A CP-SPU is a combined unit containing at least one Control Processor (CP) and one Signal
Processing Unit (SPU). SPUs are responsible for Powering and receiving field sensor signals,
which are used to control and monitor movement of the vessel. Controlling the SPU is the
responsibility of the Control Processor which uses a model of the vessel to calculate and
command changes to the steering and/or propulsion system.

1.2.3 UPS
Depending on the Class of DP System, Uninterruptible Power Supplies (UPS) may be
included to ensure that the DP System can continue to function for a minimum of 30
minutes after loss of ship’s bus providing line power to the UPS.

1.2.4 Portable Joysticks

A portable joystick is a cabled joystick connected to the DP system, typically through the
IBJS. This device is typically provided for use on Bridgewings, and allows the user to manu-
ally control movement of the vessel from a remote location that provides visibility of the area
of movement or interest.

1.2.5 Environmental Sensors

Environmental Sensors consist of Wind Sensors, Gyro compasses, and Vertical Reference
Sensors (VRU’s, MRU’s & IMU’s). The wind sensors are used to calculate the wind forces on
the vessel. These forces will be automatically compensated for if the Wind Compensation
mode is enabled. The Gyro compasses provide feedback to the automatic heading controller
and are also used to correct for position sensor offsets which allows sensors mounted at
different locations to be combined into a single estimate of the vessel’s position. Finally, the
Vertical Reference Sensors are used to compensate for position sensor movement due to
pitch and roll of the vessel.

1.2.6 Position Reference Sensors

Some examples of common Position Reference Sensors are DGPS, Hydro-Acoustic Systems,
Laser/Radar systems and taut wire systems. These sensors feed the vessel’s position to the
CP computer which inputs them into the vessel model. During automatic operation, the DP
controller compares the goal position input by the operator to the vessel’s measured position
and heading, and then generates appropriate thruster commands to minimize the deviation
from the goal.

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NAVIGATION SYSTEM Platinum DP SYSTEM (optional)
Operating Instructions 2. DP System Main Page

2. DP System Main Page

The DP screen consists of the Permanent Area on the left, Application Area in the middle
and Non-permanent Area on the right.
The Title Bar is located on the top of the Permanent Area and the Menu Bar at the bottom.

Fig. XIX-2 DP System Main Page

User input is generally made through the use of soft buttons positioned within the various
areas of the screen. Buttons with white text identify options that are currently selectable,
while the buttons with grayed out text identify options that are not selectable under the
current mode.
Buttons that are gray in color identify an option that has not been selected, and buttons
that are blue in color indicates an option that is currently selected. Thus a grey button with
white text offers an option or mode that is selectable under the current system as config-
ured; and a blue button with white text indicates an option or mode that is currently
invoked.
As options or modes are selected, confirmation messages will appear in the Message window
in the lower left corner of the screen.
For further information about the operation of the DP System please refer to the user
manual: ANC-D-0000-0179 - Operating Instructions Platinum DP.pdf.
The corresponding document number from DP System is 27026000TM-000 REV. F

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DP SYSTEM (optional) NAVIGATION SYSTEM Platinum
2. DP System Main Page Operating Instructions

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BNWAS
BNWAS NAVIGATION SYSTEM Platinum
1. System Overview Operating Instructions

1. System Overview
The Bridge Navigational Watch Alarm System (BNWAS) monitors the awareness of the
Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW
if for any reason the OOW becomes incapable of performing his duties.
If the system is active and the OOW is not pressing the timer reset button within the
dormant period (which can be set between 3 to 12 min.) a visual alarm is raised at the
bridge.
Moving the trackball of one of the Platinum workstations (MFD) will also reset the timer.
Optionally the reset signal can be generated in addition by a motion sensor.

Stage 1: If no acknowledgment is given from bridge within 15 sec the alarm changes into
an audible alarm.

Stage 2: If again after 15 sec no acknowledgment is given from bridge, the alarm is passed to
the back-up officer’s cabin (second stage).

Stage 3: If further-on no acknowledgment is given from the back-up officer, the audible alarm is
extended to all back-up panels, i.e, to the mess room, to the ship’s office etc. The
default time between 2nd stage and 3rd stage is 90 seconds, but this can be increased
to 180 seconds for large vessels.

The timing is according to IMO Resolution MSC.128(75) (adopted on 20 May 2002) and to
IEC 62616. It is shown in the following diagram:

Fig. XX-1 BNWAS Timing

Additionally, the BNWAS provides the OOW (officer of watch) with a means of calling for
immediate assistance if required. The BNWAS can be operated in three modes:
AUTO (Automatically brought into operation whenever the ship's heading or track
control system is activated and inhibited when this system is not activated) 1)
Manual ON (In operation constantly)
Manual OFF (Does not operate under any circumstances)

1) AUTO mode is not suitable for ships conforming to SOLAS V/19.2.2.3 (most ships after July
2011). SOLAS requires the BWNAS to be in operation whenever the ship is underway at sea.

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NAVIGATION SYSTEM Platinum BNWAS
Operating Instructions 2. BNWAS Function and Assist Call on MFD

2. BNWAS Function and Assist Call on MFD

2.1 BNWAS Menu on MFD

If Platinum SW 2.1.20 or higher is installed on a new vessel, the BNWAS user interface is
integrated into selected Platinum MFDs on the bridge and available from main menu line as
shown below.

Fig. XX-2 BNWAS Menu on MFD

The BNWAS bell is shown if an MFD is configured for BNWAS operation.

The BNWAS Bell changes color with operating mode:

 white = BNWAS OFF
 yellow = BNWAS ON
 blinking yellow =dormant period exceeded
 blinking red = BNWAS alarm
 blinking white = Assist Call

A letter in the BNWAS Bell indicates the operation:

 A = AUTO (if Trackpilot is ON, not for SOLAS V/19.2.2.3 ship) and M = MANUAL

Click to the BNWAS Bell symbol to open the BNWAS settings menu and check the
remaining time to the end of the dormant period, the set time for the dormant timer, the
operation mode, and the selected backup officer.
Click to Adjust and enter the Platinum level 3 password 1) to change the set time between
3 and 12 min., switch BNWAS ON, AUTO or OFF, and choose the Backup officer.

1)
Default level 3 password is 33 44 55, level 4 is applicable as well

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2. BNWAS Function and Assist Call on MFD Operating Instructions

2.2 Assist Call on MFD (Emergency Call)

Press the Assist Call button and choose All/ All Officer/ Selected location .
In case of Select location choose one of the locations, here Captains cabin, Chief Engi-
neer, 2nd Engineer, 3rd Engineer, First Officer (these entries are configurable during system
commissioning).

Fig. XX-3 BNWAS Assist Call

The second (All Officers/ Selected Cabins) or third stage (All) assist call is raised. There is
no alarm raised in the CAM.
Reset only from the Stop button on BNWAS
sub-menu.

Fig. XX-4 Stop Assist Call

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NAVIGATION SYSTEM Platinum BNWAS
Operating Instructions 2. BNWAS Function and Assist Call on MFD

2.3 Assist Call on Panel (Emergency Call)

An assist call be raised as well from the panels, it can be used to give a general alarm on
all horns, panels, and substations in order to call all crew members immediately to the
bridge i.e. in case of an emergency.
This call is released as follows:
1 SELECT CREW MEMBER TO CALL
2
3 │S│CALL TO ALL
4 │1│

Press the [ASSIST CALL] key.

Press [S1 - CALL TO ALL]

NOTE If installed the Emergency Call can also be released by means of a push button
which is connected to the central processing unit. Please check your installation in time.

Then
Press
here

Press
first here

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2. BNWAS Function and Assist Call on MFD Operating Instructions

2.4 BNWAS Alarm in Central Alert Management (CAM)

If the BNWAS dormant period and further-on the 15 sec visual indication period are
exceeded without any reset by the operator, a BNWAS alarm is raised.

In the CAM alert list from bottom

to top first a caution is displayed:
BNWAS Reset Required
(09:24:00)
After 15 sec the BNWAS Alarm is
raised:
BNWAS Bridge Alarm
(09:24:16)
If not acknowledged within 15
sec the Backup navigator is
alerted. The BNWAS Bridge Alarm
is still available in the alert list but
the text in the second line changes from Bridge Alarm to Backup Navigator (09:24:31).
If not acknowledged within 90-180 1) sec the whole ship is alerted. The BNWAS Bridge Alarm
is still available in the alert list but the text in the second line changes from Backup Navi-
gator to All Ship (09:25:01).

2.5 Trackpilot and other Alerts Escalated to BNWAS

Important Trackpilot alarms and some other alarms are escalated to BNWAS if not acknowl-
edged in time (30 sec for Trackpilot) and 60 to 180 sec for other).
In the CAM alert list from bottom
to top first the Trackpilot alert is
displayed, here it is:
TP Trackpilot Failure
(11:59:54).
If not acknowledged within 30 sec
the backup navigator is alerted,
the alert list shows:
TP Backup Navigator Alarm
(12:00:23)
The alarm buzzer at the backup navigator panel is activated.

1)
Value configured at commissioning depending on ship size, large ship, long time

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Operating Instructions 3. BNWAS System Description

3. BNWAS System Description

BNWAS Platinum is a separate monitoring system, which is remote operated from the
NACOS Platinum workstations. It comprises at least two Platinum MFDs at the bridge,
further a BNWAS processing unit somewhere in a console or electronic room, and alarm
horns and daughter panels at selected locations on-board (i.e. master’s cabin).
The system is flexible to support different bridge procedures and ship designs. It is
connected to the network of the NACOS Platinum system and receives from here the alive
messages whenever a trackball at one of the workstations with proper lookout at the bridge
is moved.
BNWAS is operated from a small Remote
Menu opened by a click to the BNWAS bell
icon in the bottom menu line of the MFD.
It shows the dormant period, the operating
mode (ON, AUTO, OFF), and the backup
navigator.
The BNWAS Processor is based on the
digital processing unit DPU 2020. It
controls the dormant period and the alert
handling. Analog and digital I/O modules
for interfacing the reset buttons, indica-
tions, and buzzers are connected to the
processor.
The optional Accommodation Panels i.e.
for the mess-room provide remote BNWAS
alerts and automation alert handling. They
are fitted with a dual-line or 4-line display
with four soft-keys. In the lower part we
have as 10 buttons with LED to indicate
the configurable group alarms, and cursor
keys to navigate in lists and selected items.
An alternative option is the Cabin Panel
which only provides 10 indicators for the
group alarms and an acknowledgment
button.
The timing period is reset either by:
 The white reset button,
1)
 The trackball of the workstation (MFD)
 The optional motion sensor (gray box
below)
The BNWAS can be further fitted with:
 An external buzzer to alarm the OOW
during the warning time
 A switch-box to turn the system ON/ 3)
OFF by means of a key
2)
 An input channel to allow external
equipment to turn the system ON/OFF
(e.g. autopilot)
Fig. XX-5 BNWAS Components

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4. BNWAS in Context Operating Instructions

4. BNWAS in Context
A standard BNWAS setup may include the following extra components to the BNWAS:
 Push buttons to reset the Dormant Period
 External Buzzer to alarm the Navigator during the warning time
 Switch box to turn the system ON/OFF by means of a key
 Motion sensor to detect physical activity of the Officer Of the Watch.
The following diagram shows the integration into a small navigation bridge:

Fig. XX-6 Typical layout for a standard system BNWAS Platinum

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NAVIGATION SYSTEM Platinum BNWAS
Operating Instructions 5. Accommodation Panel

5. Accommodation Panel
Sounds (horns or buzzers), indications (lamps or LEDs), and clear text (panel displays) are
used to present information to the user. In order to make sure that the user is made aware
that his attention is required, the panel will output signals using horns and buzzers whenever
a change in the alarm system environment takes place. In addition, the sound pattern will
give the user an idea of what has happened.
Such changes may be the occurrence of new alarms, duty calls, watch changes, etc., and
any such call for attention will always require the operator’s response. In general, the oper-
ator will respond by using dedicated keys on the operator panels which serve for clearly
defined purposes, e.g. [STOP HORN] or [ACKN. ALARM]. In the same way, the user may
view various detailed information in the panel by using a few simple key-strokes.

LCD

Softkeys

Function keys Numeric keys Cursor and select

keys

Fig. XX-7 Example of a panel

Passwords protect the system against any unintentional use of essential functions or against
changing parameters. This means that only crew members having special user privileges can
access these functions and that the general staff with basic user privileges can operate the
system without the fear of "messing things up".

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BNWAS NAVIGATION SYSTEM Platinum
5. Accommodation Panel Operating Instructions

5.1 Keypad
Using the keypad it is possible to select functions, enter text or numbers, and generally to
communicate with the MCS Panel.

LCD

Softkeys

Function keys Numeric keys Cursor and select

keys

Fig. XX-8 Panel keypad

The keys of the panel keypads are divided into the following functional groups:
 Softkeys, to select functions in menus

 Cursor and select keys, to navigate in lists, select items and confirm input

 Function Keys, to select defined functions

([STOP HORN] & [ALARM ACKN]).
 Numeric keys, to enter alphanumeric values

The keypad is a membrane key design, so you will feel a soft click when pressing a key.
Then display and/or LED indications will respond accordingly.

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Operating Instructions 5. Accommodation Panel

5.2 LEDs
The LED indications draw the personnel's attention and inform about alarms and events in
the MCS Platinum:
Deadman LED
Indicates if BNWAS is on ON (LED on) or OFF mode (LED off). Flashing LED indicates lapse
of deadman timer.
Watch LED
1)
The Watch LED indicates that a panel is the Watch Station for an alarm system.
Alarm Group LEDs
The panels, except for the LOP, are able to display the status of nine different alarm groups
via the group alarm LEDs.
Alarm Group LEDs
The panels, except for the LOP, are further able to display the status of one alarm group
via the group alarm LED.
Further function key LEDs indicate that the respective function is active. This is explained in
the respective sections.

1) The Watch Station is the location having the watch responsibility. At the Watch Station, the
alarms are announced and must be acknowledged. Each alarm system can have its own Watch Station, and can have
the possibility of moving the Watch Station between different locations.

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5. Accommodation Panel Operating Instructions

5.3 Buzzer
The panels are equipped with a buzzer which, together with the respective LED indication,
draws the crew’s attention and informs about alarms and events in the MCS Platinum. The
sound will correspond to one of the patterns shown in the following figures (standard config-
uration).
Continuous Sound is output in case of a lamp test (see figure below):

Fig. XX-9 Buzzer pattern – continuous sound

One Short Sound repeated every few seconds is used in case of duty officer/engineer
selection, until confirmed on the main panel or on the duty panel or when switching
between “Attended WS” and “Unattended WS / bridge standby” (see figure below):

Fig. XX-10 Buzzer pattern – one short sound repeated every few sec

Two Short Sounds are used to indicate BNWAS malfunction warning, depending on config-
uration settings it is escalated after 1 to 3 min to a warning again (see figure below):

Fig. XX-11 Buzzer pattern – two short sounds

Three Short Sounds repeated every 7 to 10 sec are used to indicate a first, second, or third
stage alarm (see figure below):

Fig. XX-12 Buzzer pattern – three short sounds repeated every 7-10 sec

One Single Short Sound is indicated if a key is used which is not useful or permitted in
the current functional mode (see figure below):

Fig. XX-13 Buzzer pattern – single short sound

This standard setup of sounds can be customized. The patterns can be assigned to different
conditions. However, the illegal key operation is always indicated by one single buzzer
signal.

1. Enter the required password and, if required, press [ENT].

2. Press key [S1] Set UTC.

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AIS, VDR, Printer and
others
AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
1. AIS - Automatic Identification System (if connected) Operating Instructions

1. AIS - Automatic Identification System (if

connected)
In addition to the ARPA electronics, the Universal Shipborne Automatic Identification System
(AIS) automatically provides the ship's nautical officers with important information about
nearby vessels or other relevant objects within VHF range.
The AIS system transmits own ship AIS data cyclically via two defined VHF channels and
receives the corresponding data from other ships and objects within VHF range that are
equipped with AIS systems.
The AIS Transponder System provides AIS data from other vessels (i.e. identity, position,
speed, course, and cargo) and objects around the own ship in a radius of about 20 NM (in
reach of VHF radio). At the same time it transmits own AIS data (as above) to other vessel
in the vicinity (up to 20 NM as above).
If the AIS transponder on board is connected to the Platinum NAVIGATION System, data
from other vessels are displayed as symbols on top of the ECDIS chart or radar PPI.
The AIS system uses four different categories of symbols as follows:
 AIS targets: ships that are equipped with an AIS system
 SAR aircraft: search-and-rescue airplanes or helicopters
 Aids-to-Navigation: navigation marks, e.g. beacons and buoys
 Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic
control centers.
The first two categories, the AIS targets and SAR aircrafts, can be activated and tracked in
the same way as radar/ARPA targets. The latter two categories are displayed just as a
symbol in the chart.
The own ships data, which are transmitted cyclically via AIS, can be entered into the system
as follows:
Select Tools to open the tools bar with several
entries in the AIS group which typically have to
be checked and updated for each voyage:
- AIS Voyage with destination and ETA on
page 687. Click here to open the
tools bar
- Event Log on page 689
- Status with 24 entries from UTC, POSN
... to Version on page page 695 and
page 696.
Two further entries nearly at the bottom of the
tools bar are related to safety messages. Select
either Received or Transmit Safety Message for any safety related communication via
AIS.
Select Settings > AIS to enter menus for basic AIS settings like VHF channel, TX OFF, LR
interrogation, SART in test mode, target fusion, and for transmitter test. For details refer to
page 194.

Master Operation
All operating actions can be performed on any workstation without the need for a particular
switch-over procedure. As far as the AIS settings and the information transmitted are
concerned, the last operating action applies.

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NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 1. AIS - Automatic Identification System (if connected)

1.1 AIS Voyage Data

Select Tools > AIS > AIS Voyage (or
Voyage Data) to enter the menu.
Check the displayed information for your
voyage and adjust if necessary.
If the Adjust buttons are not accessible, any
update of the stored information has to be
entered from the separate operating unit of
the AIS transponder (also called MKD =
Minimum Keyboard Display).

The data lines have the following purpose:

DEST The destination of your voyage
ETA The estimated time of arrival at the destination
Persons on Board The number of persons on board
Draught The draught of your own vessel as automatically taken from your Platinum NAVI-
GATION System system. For entering the draught in your system please refer to the small
note at the bottom of this page.

State The navigational state (see also ITU-R M.1371-5) can

be select from the predefined values in the scroll down list:
 In earlier SW versions this list contained the first nine
entries only.
Cargo The cargo type is defined by the same standard, select
from the predefined values in the scroll down list: 1)

No hazardous goods
Hazardous goods class X, Y, Z,
or OS
No additional information

Entering the draught in Platinum NAVIGATION System

Open the own ship’s draught menu under ->
Settings -> Draught and set Fore and Aft
draught of your vessel.

The larger of the two values will be displayed in the menu for setting the depth lines and
transferred to the AIS Transponder System. After an update of the draught this transfer may
take a few minutes until the transponder data set has been updated.

1)
For more information about classes of hazardous goods refer to page 697.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
1. AIS - Automatic Identification System (if connected) Operating Instructions

1.2 Entering the Towing Dimensions

The latest edition of the AIS standard IEC 61993-2 (2018) introduces a method to commu-
nicate the own pushing or towing dimensions to other vessels. Up to now it was not possible
for the user on-board to enter other ship dimensions than those set during system commis-
sioning by a service technician. Following the updated AIS standard a new menu has been
added to the Platinum MKD function (MKD = Minimum Keyboard Device for AIS):

1. Open the TOOLS bar (click to the tools symbol next to the alert line (red arrow above).
2. Select the AIS Voyage menu from the TOOLS bar.
3. Set the navigation state to Pushing or Towing Alongside.
4. Click to Towing Dimensions to open the menu as shown above.
5. Enter the extended dimensions of the tug plus one or more barges compared to the tug.
Example:
 Imagine a tug (L= 25 m, W=10 m)
pushes a very large barge (L= 250 m,
W= 30 m).
 The tug dimensions are already stored in
the AIS transponder. The additional
barge dimensions are entered as exten-
sions of the stored tug values.
 Looking Ahead we just add the length of the barge, which is 250 m.
 Looking Astern there is nothing to add, the tug is already known to the system, we
enter zero.
 Looking Stbd we add +10 m to the width of the tug.
 Looking Port we add again +10 m to the width of the tug.
 The length of the towing train is now 25 m (tug) + 250 m (barge) = 275 m, the width
is 10 m (tug) + 10 m (barge Stbd) + 10 m (barge Port) = 30 m.

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Operating Instructions 1. AIS - Automatic Identification System (if connected)

 The CONNING position of the pushing tug is still 10 m from the bow of the tug and is
not changed.
 Finally click to SET.
These values will overwrite temporarily those ship dimensions which have been entered
during system commissioning.
Other vessels will observe on their AIS display a very long and thin ship with a CONNING
position near the stern. The dimension would be 275 m x 30 m.

1.3 AIS Event Log (with SAAB R5/ R6 only)

Open the Event Log to check On and Off
times of the AIS Transponder. This informa-
tion is stored in a non-volatile memory of the
Platinum NAVIGATION System system and
can be retrieved at any time i.e. by shipping
operators and administrations (available if
SAAB R5/ R6 AIS is connected).

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
1. AIS - Automatic Identification System (if connected) Operating Instructions

1.4 Show List of Received AIS Safety Messages

The AIS unit can receive safety
related messages from other
stations. These messages are
transferred to the Platinum
NAVIGATION System. Up to
60 messages (20 addressed,
20 broadcast and 20 retained)
are shown there. If the
maximum number of messages
is reached, the oldest message is overwritten.

New Safety Related Message

When the AIS transponder receives a safety message, it is sent to the connected interface
and the AIS New Safety Message caution appears in the alarm list of the Platinum NAVI-
GATION System system. 1)
New messages will generate a caution 2) in the alarm
system to alert the operator of viewing the message text Two arcs repre-
senting unread
in the target related message list. Additionally, the object SRM
(ship, data report or locating device) that sends SRM is
presented with two arcs on the upper right side of its
symbol. As soon as it is marked as read or retained the
arcs disappears. The corresponding caution is deleted from
the alarm list when all messages are read or retained.

If a message is marked as “retain”, it will not be over-

written by received safety related messages in case the
maximum number of messages is reached.

1)
Depending on the system layout it might be necessary to acknowledge the alarm at the MKD
(Minimum Keyboard Display) of the connected AIS system as well.

2) Earlier SW versions will generate a warning as required by the AIS test standard. Due to high
number of received safety messages in Eastern sailing areas the audible sound of these warnings
is distracting the crew from nautical tasks. Therefor a received safety message is indicated as a
caution, which is just a yellow sign in the alarm list and no audible sound.

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Operating Instructions 1. AIS - Automatic Identification System (if connected)

The operator must open the safety message list via Tools > Target > Received Safety
Message (or RX Msg) in order to have access to all received and temporarily stored
messages.

Message was read

Message not read yet

Message retained

Click to confirm that

the message has been
read

Fig. XXI-1 List of Received AIS Safety Messages

- The list is sorted according to the receive time of the messages; the latest (newest)
entry is shown at the top of the list. The sorting sequence of the list cannot be
changed.
- Any message received from the same source with the same text as already received
will not be stored again, but its time marking in the list will be updated. In this way it
will show up in the first line again.

The source representation of SRM can be turn on and

off from Target Presentation dialog. Check “Show
received call indication” to display the source indi-
cation together with data reports, targets and locating
devices as shown on the right.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
1. AIS - Automatic Identification System (if connected) Operating Instructions

Delete AIS Safety Related Messages

Received Safety Related Messages can be deleted individually or all together. Click with
MORE in the area and Delete Selected or Delete All.

Delete Selected Received

SRM Delete All Received SRM

 When the object (ship, data report of locating device) is deleted from the PPI or chart,
corresponding AIS SRM and source indication will be removed in order to prevent
capacity to be exceeded.

Operating in the List

The width of the columns in the list can be modified if required, but none of the columns
can be made completely invisible. If the lines get longer than the width of the window, a
horizontal slider will be shown which can be used to move to invisible parts of the window.
A vertical slider is shown if the number of list entries does not fit into the window. Scroll to
the top of the list to see the newest (last received) message.
If a single line in the message box is selected with right-click (MORE), the full message text
is shown in the sub-menu below. A sub-menu opens with entries for selecting the corre-
sponding target in the radar or the chart presentation or for deleting this line or for deleting
all message lines.

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Operating Instructions 1. AIS - Automatic Identification System (if connected)

1.5 Transmit AIS Safety Message

In the basic configuration the AIS
transponder can not be controlled
remotely. The transmit function has
to be performed from the MKD
(Minimum Keyboard Display) of the
AIS transponder.
In a full navigation system the
remote line is typically activated and
the transmit function can be
performed from the TX Msg menu
as shown below.

Edit a new safety related message and transmit it to all

ships in the AIS range or acknowledge a received AIS
safety message to the originator as follows:
Open the Tx Msg menu under Tools->Targets->
Send Safety Message.

First edit the text, select the address

and then click to Send.
If To Selected is chosen as
address, the message is sent to the
originator of the safety message,
which has been selected in the list
under the Rx Msg menu as shown
in the previous chapter about RX
messages.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
1. AIS - Automatic Identification System (if connected) Operating Instructions

AIS SRM can not be

displayed by MS BREMEN

DTE indicator

Send Safety Related Messages

If the selected AIS target, here the MS Bremen, is not capable to display a received safety
related message, the AIS transponder in that target sets a flag (DTE) in its AIS target’s static
data report.
Latest versions of Platinum can read this flag from the received static data report and
displays a note as shown in the screenshots above.

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NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 1. AIS - Automatic Identification System (if connected)

1.6 Show Status Information (Entries 1-12)

Select Settings > AIS > Status to enter the menu.
Check the displayed information in the 25 lines of the drop-down list.
Any update of the stored information, as far as voyage related data is concerned, can be
entered in the Voyage and Channel tab. Further data can be entered at the separate
Minimum Keyboard Display unit (MKD) of the AIS Transponder, or for selected transponder
types during commissioning with the Integration Manager (IM), please refer to the Tech-
nical Manual Platinum 390008502 TM Integration Manager.

Power (not shown for all transponder

types), Level of power (low, high) transmitted
by the AIS system , as set in the Channel tab.
UTC Sync Status of the internal clock of the
transmitter, either Valid or Invalid, as
received via GPS of the AIS unit. 1)
POSN Source of position which is transmitted
by the transponder, could be internal GPS
receiver or bridge wide system position, the
latter is preferred.
SOG/COG Source of transmitted SOG/COG
data. (External or Internal).
PA Position accuracy, normally > 10 m, but
with RAIM in use below 10 m.
RAIM Indication for Receiver Autonomous
Integrity Monitoring, if available, the GPS/
GNSS receiver uses about 6 or more satellites
and can detect errors in the position calcula-
tion without taking into account further
sensors (i.e. gyro).

HDG Status of the heading data (Valid or

Invalid)
ROT Indicated as Valid, Invalid, or Other
source, the latter means no approved ROT
sensor is used, only the direction, but not the
rate of heading change is transmitted.
The fields DIM A to DIM D are showing the Fig. XXI-2 Show AIS Status Info
distance of the consistent common reference
point (CCRP), typically the Conning position on
the bridge, to bow, stern, port and starboard side in meters. The reported position is refer-
enced against this point (can be set by MKD or IM).
COG, SOG, HDG are showing data derived from navigation system.

1) The UTC Sync status field and other fields remain empty as long as the workstation (MFD) has
not received a message from the transmitting AIS unit after a restart of the MFD. If the trans-
mitter is switched off, no update of the status fields is received, the latest received data are
shown.

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1. AIS - Automatic Identification System (if connected) Operating Instructions

1.7 Show Status Information (Entries 13-25):

Further additional information is described here
section by section of the drop-down list:

LAT/LON, Length, draft

These fields are showing dynamic data as
received from Platinum NAVIGATION System
system.

Destination, ETA, Type

These fields are showing voyage data which
have been entered in the Voyage menu

Info The same information as set in the

Voyage menu, but now received from tran-
sponder.
Nav State The same information as set in the
Voyage menu, but now received from tran-
sponder.
MMSI Maritime Mobile Service Identity
(MMSI), a nine digit number in order to
uniquely identify the own ship radio station
(set by service engineer)
Name of own vessel (set by service engineer)
Callsign Radio call sign of own vessel, in
former times used to identify the own ship
radio station, today replaced by the MMSI (set
by service engineer)
IMO The IMO number of the vessel used by
administrations to uniquely identify your ship
(set by service engineer)

Version The type and the version number of

the transponder as received from transponder
hardware.

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Operating Instructions 1. AIS - Automatic Identification System (if connected)

1.8 The Type of Your Own AIS System

The interface between an AIS transponder electronics unit and the display/operating unit
(here Platinum NAVIGATION System) is standardized.

Any type approved class A transponder can be connected to the Platinum NAVIGATION
System system with the following functions:
1. All the voyage related functions can be controlled from the Platinum NAVIGATION
System user interface (voyage data, transmitter status).
2. The complete set of settings and status information, as actually stored in the AIS
transponder unit, can be checked from the Platinum NAVIGATION System user inter-
face (voyage data, all status data). This function is more important for periodic checks
or the yearly radio survey and not necessarily for the daily routine. This check comprises
25 entries, but does not allow any changes. Changes, i.e. of the MMSI, can be done by
a service engineer only.

For selected AIS transponder systems the MKD function for settings and status
indications has been included in the Platinum NAVIGATION System user inter-
face.
This function has to be activated during commissioning. Please refer to the NACOS Platinum
Technical Manual for details of commissioning and the details of parameters which can be
set, i.e. MMSI, and GPS antenna location.

1.9 SOLAS Chapter VII - Carriage of Dangerous Goods

SOLAS Chapter VII - Carriage of dangerous goods
requires among other things the declaration of hazardous substances contained in the
cargo.

MARPOL 73/78, Reg. 6, Annex II

Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
defines the following 4 categories for noxious substances:

Table XXI-1 Categories for Noxious Substances

Category Hazard to marine resources Harm to amenities or other

or human health legitimate use of the sea
X Major hazard Serious harm
Y Hazard Harm
Z Minor hazard Minor harm
OS (other No classification under X, Y, or Z Considered to present no
substances) according to Regulation 6.1 harm

OS* These substances are not subject to the provisions in Annex II

Discharges of non-classified substances are prohibited.

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1. AIS - Automatic Identification System (if connected) Operating Instructions

1.10 AIS Channel Management - Frequency

The AIS system cannot function unless all AIS systems communicate on the same VHF chan-
nels and unless the communication bandwidth and the transmission level are correctly set.
The settings needed for this are normally made automatically as described in the following.
CAUTION
It is also possible to make a setting manually, but this should only be done
in exceptional cases and following the advice of a local administration
received by radio, publications, etc. and only after having informed the
ship's command personnel accordingly.

VHF channels 2087 (161.975 MHz) and 2088 (162.025 MHz) are used worldwide for the two
AIS channels.
As default values, AIS channel A uses the VHF channel 2087, the AIS channel B uses the
VHF channel 2088, and for both channels, the bandwidth setting is Auto, and transmission
is performed with power level High. Every mobile AIS station operates on these two chan-
nels. A mobile AIS station is thus capable of receiving two messages, from two different
stations concurrently, provided that it does not transmit at the same time.
In particular geographical regions or situations, i.e. due to local RF interference, it is neces-
sary to deviate from these settings. The necessary values are received via the AIS channels
from a local VTS center, harbor administration etc.
These data also contain the information about the region in which these settings are to be
used, including the transition zone surrounding that region.
The switch-over is performed automatically when the
Sees
ship is located in the transition zone. This is done in A, B, D, E, F
the following steps:
Sees Sees
- As soon as the ship reaches the boundaries of B, C, D C, D, F
the transition zone, one AIS channel is set to the
different VHF settings (with the other AIS
channel remaining unchanged) and the alarm
Channel management changed is shown. As a A C E
result, the targets situated inside and on either
side of the transition zone are now seen and the
B D F
ship is also seen by these targets; see the
diagram.
- On leaving the transition zone, the second AIS
Region with Area with
channel is also switched over to the different VHF
different VHFTransition default VHF
settings. zone settings
settings
The general effect is that a ship which is not located
in the transition zone does not see any targets located
behind the transition zone.

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NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 1. AIS - Automatic Identification System (if connected)

The transponder is capable of managing 8 different zones automatically. Each zone is

described by the South-West and North-East corner of a rectangle.
Each zone may have different channel management settings. Administrations may set your
AIS by special messages automatically to a certain locally required setting. You can check
these settings, which are stored in your AIS, by opening the tabs for channel and zone. You
can toggle from one to the next settings by using the Next button. Although manual setting
is also available, it is strongly recommended not to use the manual function. This should
only be done on special advice of a local administration i.e. by radio or other means if the
automatic function is not available from coastal side. There is a severe risk, that due to
manual setting the own ship is no longer visible to other ships as an AIS target and that
you will not see any other AIS targets on your system. Normally, the default setting should
be on channels 2087 and 2088 and should have no position entered. Bandwidth is on Auto,
Power is on High.

1.11 AIS Channel Management - Zone Data

The Channel Tab shows the frequency and zone
related information of the eight data sets for
channel and zone which are stored in the AIS
transponder.
Select Settings > AIS > Channel Manage-
ment to enter the menu.
In the bottom part of the menu the subgroup
about zones is indicated. The first two groups
for Northeast and Southwest show the diagonal
corner points of the zone. The next group shows
the transition zone as described in the introduc-
tion to this chapter. The default values for the
corner position are empty fields.
 Any entries should only be made on
advice of an administration as explained
before.
 Any values might also have been set automatically by received AIS command
messages from a local VTS center. They will become active if the own vessel reaches
the defined zone.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
1. AIS - Automatic Identification System (if connected) Operating Instructions

1.12 AIS Hot Standby with SAAB R5/R6 SUPREME AIS

Transponder
According to IMO rules one transponder system has to be installed on a SOLAS vessel. For
higher demands in terms of availability the SUPREME AIS Transponder system can be
installed in a “Hot Standby” configuration where two complete SUPREME AIS systems are
used to get full redundancy. Each transponder system has its own transponder electronics,
its own GPS and VHF antenna, and its own sensor inputs. Both transponders are receiving
the system data for heading, position and speed from the Platinum NAVIGATION System
system. The only interconnection required between the two systems in the hot standby pair
is an RS422 serial cable between the two SUPREME AIS transponders.
One transponder will be in standby mode and be silent while the other transponder is active
and operates as a normal Class A transponder. If the active transponder stops working the
standby transponder will wake up and take over the transmissions. The transponders will
continuously synchronize static and voyage data so that the same information is sent out on
the VHF link regardless of which transponder is active.

Optional oper- Optional oper-

ating unit ating unit
(MKD) (MKD)

Primary Secondary
system system
Serial hot standby
connection

Platinum system
GPS & VHF GPS & VHF

Platinum sensor inter- Platinum sensor

face 1 interface 2

Platinum network

Fig. XXI-3 AIS Hot Standby Configuration

The systems will monitor each other and the system with the best current status will be used
as the active system while the other is in standby mode. If both transponder systems have
exactly the same status, the system configured as “Primary” will be chosen as the active
system. Important criteria will be considered when selecting the transponder with the best
status. These criteria are listed below in decreasing severity:
1. Alarms for Tx & Rx channel malfunction
2. Antenna VSWR exceeded (the active one only is monitored by the stand-by one)
3. UTC synchronization invalid
4. Sensor data lost or invalid or low quality
5. Connection to Platinum NAVIGATION System system or minimum keyboard lost

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NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 1. AIS - Automatic Identification System (if connected)

1.13 Checking AIS Hot Standby Status at Platinum

System
If a hot standby configuration has been installed
and configured, the hot standby status is avail-
able as first entry in the status protocol.
1. Open the list of Tools
1) Click here

2. Select Status from the AIS group.

2) Click
here

3. Check Status, here the standby mode is

enabled (or active) with the primary tran-
sponder as the active one (transmitting) and
the secondary transponder is in standby mode
(not transmitting). Both transponders are 3) Check
status
continuously checking their quality parame-
ters, the better one switches to active mode,
the other one to standby. No user settings can
be made.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
1. AIS - Automatic Identification System (if connected) Operating Instructions

1.14 Checking Hot Standby Status at Transponder

Operating Unit (optional)
If a separate operating unit
Active Tran-
(also called minimum sponder
keyboard display or MKD) Menu of active tran-
has been installed for the sponder
transponder system, the
hot standby status is indi-
cated with icons in the
status bar.
The following hot standby
icons can be shown:
1. Operating as the active
(transmitting) tran-
sponder in the hot
standby pair.
2. No communication with
the other unit.
3. Operating as the
standby (silent) tran-
Status line of standby
sponder in the hot transponder
standby pair.
4. Not transmitting
Navigational status Not transmit- Standby tran-
5. AIS message received ting sponder
6. Navigational status is i.e. one of “Not under command”, “Restricted maneuverability...”.

1.15 Checking the Inactive AIS Stand-by Transponder

One of the important criteria considered for selecting the transponder with the best status
is the Voltage Standing Wave Ratio (VSWR) on the transmitter output. VSWR is measured
for every transmission made, however the inactive standby unit does not transmit and there-
fore its alarm state (for transmission related alarms) is not updated.
A broken antenna or antenna cable or a defective transmitting component of a stand-by unit
are not detected. This has no immediate effect, the active AIS transponder will continue to
perform accordingly.
Countermeasure: Healthy operating conditions of each AIS transponder shall be verified
during periodic maintenance:
1. During annual GMDSS testing both AIS will be tested.
2. Periodic board site testing by forcing the standby unit to take over (e.g. by powering off
the active unit) shall uncover this condition.
Another but very seldom damage could be a broken hot-standby serial cable which connects
the two transponders. In this case both AIS transponders will start transmitting and an
alarm is generated stating "no communication". This status is better than neither of the two
are transmitting but can be cleared if board-side personnel powers off one of the two AIS
transponders.

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NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 2. VDR - Voyage Data Recorder (if connected)

2. VDR - Voyage Data Recorder (if connected)

The VDR is continuously recording important nautical, engine and safety-related data
collected from ship navigation sensors, from door contacts, from water contacts, etc. In
addition it records a screenshot from the most important workstations every 15 sec, and
audio data from microphones distributed over bridge and ECR.
The recorded data are stored on three different media 1)
Long-term memory (HDD) as part of the VDR processor electronics (for 30 days)
Floating free device with 406/121,5 MHz radio beacon and AIS (EPIRB) (for 48 hours)
Fire and water protected capsule (FRM) mounted to the ships hull (for 48 hours)
Operation is fully automatic, no user actions are required except of some special cases, the
first one is the manual restart of the VDR in case of a failed integrity check, the second one
is the operation performance test (OPT) according to the new VDR performance standard,
and the third one is the incident back-up. These can be carried out from the separate VDR
user interface which comes along with any VDR.
If a VDR 4300, 4350, 4360, or 4370 is used, these steps can be carried out from the Plat-
inum NAVIGATION System system. Operating is described in the subsequent passages.

2.1 Manual Restart of VDR

VDR 4300, 4350, 4360, 4370:
Open the Super Home menu and
select VDR or open the pop-up
menu in the lower left corner and
select VDR.

VDR 4360
Click to the Restart button in the
top left corner of the screen 2) ,
confirm your step, and the central
processor of the VDR system will be
initialized.
VDR 4370
A restart should only be performed
if the alarm VDR Integrity Check
Failed has appeared.
VDR 4360 only: The status indica-
tion will change from Recording to
Initializing. After some ten
seconds the VDR is recording again.
Fig. XXI-4 VDR Restart

1) Earlier VDR models 4300 and 4350 are having 12 hours on FRM, 24 hours on HDD, and no EPIRB

2) If an earlier VDR model, i.e. VDR 4350 or 4300, is connected, the design of the menu is slightly
different, but the restart button is available at the same location.

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2. VDR - Voyage Data Recorder (if connected) Operating Instructions

2.2 Operation Performance Test VDR 4360 and earlier

Models
Earlier VDR models 4300 and 4350 do not support this function. The VDR 4360 provides an
Operation Performance Test (OPT) as required by the new IEC standard 61996-1 (2012). It
supports a check of all interfaces of the VDR by displaying the received data. Access to the
OPT is as follows:
Open the Super Home menu and select VDR or open the pop-up menu in the lower left
corner and select VDR as shown on the previous page.
The VDR page is
opened.
Select a test, i.e.
GPS, from the list
of available inter-
faces and click to
Start OPT.
Check if the time
stamp of the
latest received
NMEA telegrams,
here VTG and GLL
is within a few
seconds behind
the actual time.
Compare to the
time shown in the
top line (red
arrows). Click to
PASS to finish the test. Click to FAIL if the telegram is missing, or marked with red values,
or far behind the actual time.
Step through all
the tests and
confirm with
PASS or FAIL for
each test. The
test for the video
channels is
displaying the
latest screen-
shots of the
Radar and ECDIS
workstations, see
page 710 for
more details.
They are updated
every 15 sec.

The test for one of the microphones delivers back a

status indication for this audio channel (running,
passed, or failed).
If the test is positive just click to PASS, otherwise to
FAIL.

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Operating Instructions 2. VDR - Voyage Data Recorder (if connected)

2.3 Operation Performance Test VDR 4370

This VDR model provides an Operation
Performance Test (OPT) as required by the
new IEC standard 61996-1 (2012). It
supports a check of all interfaces of the
VDR by displaying the received data.
Remote access to the Remote Control
and Test Panel of the VDR 4370 is as
follows:
Open the Super Home menu and select
VDR or open the pop-up menu in the lower left corner and select VDR as shown on one
of the previous pages.

2.3.1 Start Remote Control Panel

The VDR Home page is opened: Click Start Remote Panel to connect to the Remote
Control and Test Panel of the VDR 4370. Please wait some seconds for a connection until
the below menu is shown:

Remote Control
Panel

Remote
Display

Fig. XXI-5 VDR Remote Control Panel

On the left side the Remote Control Panel has been arranged. The buttons Up, Down, Ack,
Enter, and Up & Down are remotely linked to the corresponding buttons of the VDR 4370
Operating Panel.
On the right side the Remote Display is located. It can not be operated from Platinum, it is
just an indication. It is divided into two parts, on the left side it shows under the headline
Main Menu a number of test steps.
First click Enter to activate the selection of test steps, now the first one is highlighted.
Choose one step with the Up and Down buttons. Click Enter again.
If sub-tests are available, these are listed now. Click Enter to activate the selection again,
choose a sub-test with the Up and Down buttons, click Enter again.
Leave the sub-menu by clicking ACK, click ACK again to get back to the top level.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
2. VDR - Voyage Data Recorder (if connected) Operating Instructions

2.3.2 Alarm History

Choose this entry to see an overview about the VDR alarms. Refer to the screenshot on the
previous page and there in the first line of the Main menu.

2.3.3 Performance Test

Choose this entry for a sub-menu with performance test steps for system information (the
screenshot below), for storage, audio, and image devices as well as NMEA sentences.

Fig. XXI-6 VDR 4370 Operation Performance Test

The latter one, the image device test, starts with MFD 1 and continues one by one with the
other workstations. Confirm each test and continue to the next MFD.

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Operating Instructions 2. VDR - Voyage Data Recorder (if connected)

2.3.4 Settings
Choose this entry to set the dimming and check the IP address.

2.3.5 Switch Day/ Night

Choose this entry to choose day or night presentation of the remote control panel. The
dimming of the Platinum application is not affected.

2.3.6 Microphone Test

Choose this entry to check the microphones which are recording the spoken word on the
bridge.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
2. VDR - Voyage Data Recorder (if connected) Operating Instructions

2.3.7 Restart VDR

Choose this entry to restart the VDR processor. Refer to the screenshot on page 705 and
there in the sixth line of the Main menu.

2.3.8 Info/ About

Information about the IP addresses, the SW version and related information.

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NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 2. VDR - Voyage Data Recorder (if connected)

2.4 VDR Error Messages

All VDR models provide a large number of equipment specific error messages. The list of
these messages is presented in the annex to this chapter. The Platinum user interface
provides these messages in the Error Detail Status list.
Open the Super Home menu and select VDR or open the pop-up menu in the lower left
corner and select VDR as shown before.
Click to the tab Error Detail Status to open the list of error messages. This list is updated
automatically every 60 sec in the background. It shows the internal error messages of the
VDR. They are related to the configured interfaces of the VDR.
In addition there are a few overall or group alarms generated. These are sent to all Platinum
NAVIGATION System workstations and displayed in the navigation alert list. Please refer to
the main chapter ALARMS, WARNINGS, AND CAUTIONS for a list of these alarms.

Fig. XXI-7 VDR Error Messages

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2. VDR - Voyage Data Recorder (if connected) Operating Instructions

2.5 VDR Grabbing Strategy

The images of earlier VDR models (i.e. 4300, 4350) are grabbed with a fixed assignment.
Every 15 sec the images of up to three workstations are grabbed. These workstations have
to be set for grabbing in the Platinum Integration Manager. Network congestion is avoided
by a fixed time offset of a few seconds between the workstations.
With the latest VDR performance standard IEC 61996-1 (2013) the Radar image grabbing
and recoding strategy was changed from Platinum SW version 2.1.x onwards. 1)
A set of MFDs (typically MFD 01 to 04 or MFD 01 to 05) which needs to participate in the
radar recording strategy has to be defined during system commissioning.
Additionally a set of supervised radar transceivers (typically TX01 Main X-Band and TX02
Main S-Band) has to be defined.
Recording Strategy:
1. Initially two MFDs are recorded. Highest priority is given to those two MFDs of the initially
defined set, which are selected by the operator as transceiver masters for the supervised
radar transceivers.
2. In case all supervised transceivers are in standby the Primary and the Secondary MFD
will be recorded.
3. The selected ECDIS monitoring MFD will be unconditionally recorded. The maximum
number of supervised ECDIS MFDs is limited to two.
Special Cases:
If case 2) applies and the Primary or Secondary MFD are switched as a master for another
transceiver (which is not configured for supervision) this transceiver is recorded. In general
transceivers are recorded in time slots one after the other, one slot for X-Band, one slot for
S-Band, further slots are assigned for combined transceivers. In order to avoid any overlap-
ping with the recorded stream from X- or S-Band, the other transceivers (not configured for
direct supervision) are recorded during the combined time slots. The TX label in the tool is
marked accordingly.

1) Version 1.5.9 or higher on the VDR SW providing dynamic OPT required for VDR 4360, VDR 4370
no limitations

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Operating Instructions 2. VDR - Voyage Data Recorder (if connected)

2.6 VDR Incident Back-up

With the function Incident Backup, a copy of the data stored on the hard disk drive for
the last 12 hours can be saved permanently on USB device. For evaluation of the backup
data, see the Technical Manual of the VDR.
Initiating an incident backup: Insert a
stick into the USB interface of the VDR
processor (not the MFD). Click to the
Incident Backup button on the Plat-
inum user interface, and confirm with
yes.
After a short while, the alarm VDR
Backup is Running indicates that the
backup is being made. The backup will
take less than 5 minutes under normal
conditions. During this time, the Incident Backup button is insensitive to operation. Both
actions also occur when the backup is initiated by the corresponding key of the Data
Concentrator; see the Operating Instructions of the VDR.
All other operations are still possible on the MFD anyhow.
The data saved through the incident backup are only overwritten when another backup is
performed. If Restart is activated, an incident back-up which is running at that moment will
be aborted.

 This function is not provided for VDR 4360 because it has a longer storage time of
30 days.

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
3. System Printer Operating Instructions

3. System Printer
The Platinum NAVIGATION System system can be complemented with a system printer. This
printer is added to one of the MFD (workstations) via USB connection. A printout can be
initiated from each MFD in the network. Print data are than routed by the Windows oper-
ating system to that MFD, where the printer is connected and automatically printed there
(configuration during commissioning required).
The latest SW version is also prepared for network connection. In this case the network
printer is connected to one of the switches in the network. Print data are routed to the
switch and from there directly to the printer. The operation is the same as before. The
system configuration has to be updated for network printer operation 1) .
The system printer is used i.e. for printing out NAVTEX messages automatically, further-on
for printing out screenshots and passage plans.

Print-out of a Screenshot
Click to the camera symbol in the bottom
line, select print screen and choose one of
the printers listed in the small context
menu. The complete contents of the screen
is printed out on A4 paper.

Alternatively the screenshot can be printed

out to a PNG file at the default location, or
if a USB device is connected to this MFD,
also to this stick.

Print-out of a Passage Plan

If a waypoint list has been opened
(see ROUTE PLANNING AND MONI-
TORING), click to Route in the top line
of the list and select Print Passage
plan. Choose a printer from the
context list.

1) Depending on the system status (new or updated required), the printer driver has to be installed
on each MFD, the bandwidth limitation in the switch has to be configured for this service and the
network printer must have the IP address 172.16.6.x. Supported printers are HP Officejet 6000
and HP Color Laser Printer CP1525N (old), HP Officejet 6100 and HP Color Laser Printer M451dn
(actual)

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Operating Instructions 4. Annex with VDR Error Messages

4. Annex with VDR Error Messages

Table XXI-2 VDR Error Messages (Table-Sheet 1 of 6)

{"Main power failed ","UPS on battery ",OLD_ALR_BIT6}, //001 // Offset 00 Byte

{"Temperature too high","main unit ",OLD_ALR_BIT15}, //002
{"Invalid FRM license ","FRM stops in 8 hours",OLD_ALR_BIT11}, //003
{"Merdispatch agent ","can't init messqueue",OLD_ALR_BIT3}, //004
{"Merudp agent ","can't init lan ",OLD_ALR_BIT3}, //005
{"Merudp2nmea0 agent ","can't init lan ",OLD_ALR_BIT3}, //006
{"Merudp2nmea1 agent ","can't init lan ",OLD_ALR_BIT3}, //007
{"Merudp2nmea2 agent ","can't init lan ",OLD_ALR_BIT3}, //008
{"Audio2net Modul ID=1","no control data ",OLD_ALR_BIT13}, //009 //
{"Audio2net Modul ID=2","no control data ",OLD_ALR_BIT13}, //010 //
{"Audio2net Modul ID=3","no control data ",OLD_ALR_BIT13}, //011
{"Audio2net Modul ID=4","no control data ",OLD_ALR_BIT13}, //012
{"Audio2net Modul ID=5","no control data ",OLD_ALR_BIT13|PFI_BIT}, //013
{"Audio2net Modul ID>5","no control data ",OLD_ALR_BIT13|PFI_BIT}, //014
{"Mernet2nmea1 agent ","ID=1 not connected ",OLD_ALR_BIT13|PFI_BIT}, //015
{"Mernet2nmea1 agent ","ID=2 not connected ",OLD_ALR_BIT13|PFI_BIT}, //016
{"Mernet2nmea1 agent ","ID=3 not connected ",OLD_ALR_BIT13|PFI_BIT}, //017 // Offset 02 Byte
{"Mernet2nmea1 agent ","ID=4 not connected ",OLD_ALR_BIT13|PFI_BIT}, //018
{"Mernet2nmea1 agent ","ID=5 not connected ",OLD_ALR_BIT13|PFI_BIT}, //019
{"Mernet2nmea1 agent ","ID>5 not connected ",OLD_ALR_BIT13|PFI_BIT}, //020
{"Mernet2nmea2 agent ","ID=1 not connected ",OLD_ALR_BIT13|PFI_BIT}, //021
{"Mernet2nmea2 agent ","ID=2 not connected ",OLD_ALR_BIT13|PFI_BIT}, //022
{"Mernet2nmea2 agent ","ID=3 not connected ",OLD_ALR_BIT13|PFI_BIT}, //023
{"Mernet2nmea2 agent ","ID=4 not connected ",OLD_ALR_BIT13|PFI_BIT}, //024
{"Mernet2nmea2 agent ","ID=5 not connected ",OLD_ALR_BIT13|PFI_BIT}, //025 // Offset 03 Byte
{"Mernet2nmea2 agent ","ID>5 not connected ",OLD_ALR_BIT13|PFI_BIT}, //026
{"Mernet2nmea3 agent ","ID=1 not connected ",OLD_ALR_BIT13|PFI_BIT}, //027
{"Mernet2nmea3 agent ","ID=2 not connected ",OLD_ALR_BIT13|PFI_BIT}, //028
{"Mernet2nmea3 agent ","ID=3 not connected ",OLD_ALR_BIT13|PFI_BIT}, //029
{"Mernet2nmea3 agent ","ID=4 not connected ",OLD_ALR_BIT13|PFI_BIT}, //030
{"Mernet2nmea3 agent ","ID=5 not connected ",OLD_ALR_BIT13|PFI_BIT}, //031
{"Mernet2nmea3 agent ","ID>5 not connected ",OLD_ALR_BIT13|PFI_BIT}, //032
{"Audio2net Modul ID=1","Mictest timed out ",OLD_ALR_BIT1}, //033 // Offset 04 Byte
{"Audio2net Modul ID=2","Mictest timed out ",OLD_ALR_BIT1}, //034
"Audio2net Modul ID=3","Mictest timed out ",OLD_ALR_BIT1}, //035
{"Audio2net Modul ID=4","Mictest timed out ",OLD_ALR_BIT1}, //036
{"Audio2net Modul ID=5","Mictest timed out ",OLD_ALR_BIT1|PFI_BIT}, //037
{"Audio2net Modul ID>5","Mictest timed out ",OLD_ALR_BIT1|PFI_BIT}, //038
{"System fuse blown ","Internal components ",OLD_ALR_BIT15}, //039
{"Port X7 fuse blown ","Periphery 1 ",OLD_ALR_BIT15}, //040
{"Port X8 fuse blown ","Authority ",OLD_ALR_BIT15}, //041 // Offset 05 Byte
{"Port X5 fuse blown ","Audio2net 1 ",OLD_ALR_BIT15}, //042
{"Port X6 fuse blown ","Audio2net 2 ",OLD_ALR_BIT15}, //043
{"Port X4 fuse blown ","FRM ",OLD_ALR_BIT15}, //044
{"Port X3 fuse blown ","FGR4 ",OLD_ALR_BIT15}, //045
"Port X1 fuse blown ","NMEA2net 1 ",OLD_ALR_BIT15}, //046
{"Port X2 fuse blown ","NMEA2net 2 ",OLD_ALR_BIT15}, //047
{"Too many network ","broadcasts detected ",OLD_ALR_BIT14}, //048

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4. Annex with VDR Error Messages Operating Instructions

Table XXI-2 VDR Error Messages (Table-Sheet 2 of 6) (continued)

{"Too many network ","multicasts detected ",OLD_ALR_BIT14}, //049 // Offset 06 Byte (storage not found)
{"FRM Flash MOUNT1","write to queue error",OLD_ALR_BIT11}, //050
{"Intern Flash MOUNT2","write to queue error",OLD_ALR_BIT11}, //051
{"USB Flash MOUNT3","write to queue error",OLD_ALR_BIT11}, //052
"Long Term Rec MOUNT4","write to queue error",OLD_ALR_BIT11}, //053
{"FloatFree Rec MOUNT5","write to queue error",OLD_ALR_BIT11}, //054
{"FRM Flash MOUNT1","process aborted ",OLD_ALR_BIT3}, //055
{"Intern Flash MOUNT2","process aborted ",OLD_ALR_BIT3}, //056
{"USB Flash MOUNT3","process aborted ",OLD_ALR_BIT3}, //057 //Offset 07 Byte (data overflow)
{"Long Term Rec MOUNT4","process aborted ",OLD_ALR_BIT3}, //058
{"FloatFree Rec MOUNT5","process aborted ",OLD_ALR_BIT3}, //059
{"FRM Flash MOUNT1","Data overflow ",OLD_ALR_BIT0}, //060
{"Intern Flash MOUNT2","Data overflow ",OLD_ALR_BIT0}, //061
{"USB Flash MOUNT3","Data overflow ",OLD_ALR_BIT0}, //062
{"Long Term Rec MOUNT4","Data overflow ",OLD_ALR_BIT0}, //063
{"FloatFree Rec MOUNT5","Data overflow ",OLD_ALR_BIT0}, //064
{"Audio2net Modul ID=1","No audio data ",OLD_ALR_BIT14}, //065 // Offset 08 Byte (no video data)
{"Audio2net Modul ID=2","No audio data ",OLD_ALR_BIT14}, //066
{"Audio2net Modul ID=3","No audio data ",OLD_ALR_BIT14}, //067
{"Audio2net Modul ID=4","No audio data ",OLD_ALR_BIT14}, //068
{"Audio2net Modul ID=5","No audio data ",OLD_ALR_BIT14|PFI_BIT}, //069
{"Audio2net Modul ID>5","No audio data ",OLD_ALR_BIT14|PFI_BIT}, //070
{"Network Radar (7096)","Dev=1 not connected ",OLD_ALR_BIT14|PFI_BIT}, //071
{"Network Radar (7096)","Dev=2 not connected ",OLD_ALR_BIT14|PFI_BIT}, //072
{"Network Radar (7096)","Dev=3 not connected ",OLD_ALR_BIT14|PFI_BIT}, //073 // Offset 09
{"Network Radar (7096)","Dev=4 not connected ",OLD_ALR_BIT14|PFI_BIT}, //074
{"Network Radar (7096)","Dev=5 not connected ",OLD_ALR_BIT14|PFI_BIT}, //075
{"Network Radar (7096)","Dev>5 not connected ",OLD_ALR_BIT14|PFI_BIT}, //076
{"Network Radar (7097)","Xband not connected ",OLD_ALR_BIT14|PFI_BIT}, //077
{"Network Radar (7097)","Sband not connected ",OLD_ALR_BIT14|PFI_BIT}, //078
{"Network Radar (7097)","ECDIS not connected ",OLD_ALR_BIT14|PFI_BIT}, //079
{"Network Radar (7097)","Dev=4 not connected ",OLD_ALR_BIT14|PFI_BIT}, //080
{"Network Radar (7097)","Dev=5 not connected ",OLD_ALR_BIT14|PFI_BIT}, //081
{"Network Radar (7097)","Dev>5 not connected ",OLD_ALR_BIT14|PFI_BIT}, //082
{"Network Radar (7098)","Dev=1 not connected ",OLD_ALR_BIT14|PFI_BIT}, //083
{"Network Radar (7098)","Dev=2 not connected ",OLD_ALR_BIT14|PFI_BIT}, //084
{"Network Radar (7098)","Dev=3 not connected ",OLD_ALR_BIT14|PFI_BIT}, //085
{"Network Radar (7098)","Dev=4 not connected ",OLD_ALR_BIT14|PFI_BIT}, //086
{"Network Radar (7098)","Dev=5 not connected ",OLD_ALR_BIT14|PFI_BIT}, //087
{"Network Radar (7098)","Dev>5 not connected ",OLD_ALR_BIT14|PFI_BIT}, //088
{"Factory Reset Active",">> Remove Jumper << ",OLD_ALR_BIT15}, //089
{"No analogue/digital ","data from PLC device",OLD_ALR_BIT14|PFI_BIT}, //090
{"Set UPS monitor ","defaults >>failure<<",OLD_ALR_BIT15}, //091
{"FRM Flash MOUNT1","Queue create error ",OLD_ALR_BIT11}, //092
{"Intern Flash MOUNT2","Queue create error ",OLD_ALR_BIT11}, //093
{"USB Flash MOUNT3","Queue create error ",OLD_ALR_BIT11}, //094
{"Long Term Rec MOUNT4","Queue create error ",OLD_ALR_BIT11}, //095
{"FloatFree Rec MOUNT5","Queue create error ",OLD_ALR_BIT11}, //096
"FRM Flash MOUNT1","Network Socket error",OLD_ALR_BIT12}, //097
{"Intern Flash MOUNT2","Network Socket error",OLD_ALR_BIT12}, //098
"USB Flash MOUNT3","Network Socket error",OLD_ALR_BIT12}, //099
{"Long Term Rec MOUNT4","Network Socket error",OLD_ALR_BIT12}, //100
"FloatFree Rec MOUNT5","Network Socket error",OLD_ALR_BIT12}, //101
{"FRM Flash MOUNT1","volume not available",OLD_ALR_BIT11}, //102

714 ON: 390008807 / 53 (2024-11)

AIS and VDR.fm / 15.11.24
NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 4. Annex with VDR Error Messages

Table XXI-2 VDR Error Messages (Table-Sheet 3 of 6) (continued)

{"Intern Flash MOUNT2","volume not available",OLD_ALR_BIT11}, //103

{"USB Flash MOUNT3","volume not available",OLD_ALR_BIT11}, //104
{"Long Term Rec MOUNT4","volume not available",OLD_ALR_BIT11|PFI_BIT}, //105 // Offset 13 (no audio dat)
{"FloatFree Rec MOUNT5","volume not available",OLD_ALR_BIT11|PFI_BIT}, //106
{"Network Radar (7096)","unspecified image ",OLD_ALR_BIT10}, //107
{"Network Radar (7097)","unspecified image ",OLD_ALR_BIT10}, //108
{"Network Radar (7098)","unspecified image ",OLD_ALR_BIT10}, //109
{"Error [110] ","unknown ",OLD_ALR_BIT10}, //110
{"Error [111] ","unknown ",OLD_ALR_BIT10}, //111
{"Interface Control ","Unit 1 =>ERROR<= ",OLD_ALR_BIT15}, //112 //changed 20100823
{"Interface Control ","Unit 2 =>ERROR<= ",OLD_ALR_BIT15}, //113 //changed 20100823
{"Interface Control ","Unit 3 =>ERROR<= ",OLD_ALR_BIT15}, //114 //changed 20100823
{"Interface Control ","Unit 4 =>ERROR<= ",OLD_ALR_BIT15}, //115 //changed 20100823
{"NMEA2net with Modbus","not all Clients act.",OLD_ALR_BIT15|PFI_BIT}, //116
{"NMEA2net with Modbus","Interface Error ",OLD_ALR_BIT15|PFI_BIT}, //117
"NTP server request ","timeout or failed ",OLD_ALR_BIT14|PFI_BIT}, //118 //Zeitreferenz ueber NTP Server
{"Mernmea ser2 (RCD) ","cannot init ser line",OLD_ALR_BIT13}, //119
{"Mernmea ser3 (AIS) ","cannot init ser line",OLD_ALR_BIT13}, //120
{"Network Radar (7096)","unknown data type ",OLD_ALR_BIT15}, //121 //changed 20110127
{"Network Radar (7097)","unknown data type ",OLD_ALR_BIT15}, //122 //changed 20110127
{"Network Radar (7098)","unknown data type ",OLD_ALR_BIT15}, //123 //changed 20110127
FRM Flash MOUNT1","S.M.A.R.T. failure ",OLD_ALR_BIT15}, //124
{"Intern Flash MOUNT2","S.M.A.R.T. failure ",OLD_ALR_BIT15}, //125
{"USB Flash MOUNT3","S.M.A.R.T. failure ",OLD_ALR_BIT15}, //126
{"Long Term Rec MOUNT4","S.M.A.R.T. failure ",OLD_ALR_BIT15}, //127
{"Optional Rec MOUNT5","S.M.A.R.T. failure ",OLD_ALR_BIT15}, //128
{"Cannot load process ","Merstore ",OLD_ALR_BIT2}, //129 // Offset 16 (cannot load process)
{"Cannot load process ","Merrcmio ",OLD_ALR_BIT2}, //130
"Cannot load process ","Merrcmstore ",OLD_ALR_BIT2}, //131
{"Cannot load process ","Merbq20xx ",OLD_ALR_BIT2}, //132
"Cannot load process ","MerSMBus ",OLD_ALR_BIT2}, //133
34
{"Cannot load process ","Merudp2nmea ",OLD_ALR_BIT2}, //135
{"Cannot load process ","Mertcp2nmea ",OLD_ALR_BIT2}, //136
{"Cannot load process ","Mernmea ",OLD_ALR_BIT2}, //137 // Offset 17
{"Cannot load process ","Merdispatch ",OLD_ALR_BIT2}, //138
{"Cannot load process ","Merdatatcp ",OLD_ALR_BIT2}, //139
{"Cannot load process ","Meraudio2net ",OLD_ALR_BIT2}, //140
{"Cannot load process ","Merhvr ",OLD_ALR_BIT2}, //141
{"Cannot load process ","Mermaild ",OLD_ALR_BIT2}, //142
{"Cannot load process ","Merxmld ",OLD_ALR_BIT2}, //143
{"Cannot load process ","dhcpd ",OLD_ALR_BIT2}, //144
{"Cannot load process ","fs-nfs3 ",OLD_ALR_BIT2}, //145 // Offset 18
{"Cannot load process ","fs-cifs ",OLD_ALR_BIT2}, //146
{"Cannot load process ","Merlogd ",OLD_ALR_BIT2}, //147
{"Cannot load process ","Meraisdb ",OLD_ALR_BIT2}, //148
{"Cannot load process ","Meragents ",OLD_ALR_BIT2}, //149
{"Cannot load process ","Mermon ",OLD_ALR_BIT2}, //150
{"Cannot load process ","(code 151) ",OLD_ALR_BIT2}, //151
{"Cannot load process ","(code 152) ",OLD_ALR_BIT2}, //152
{"Process Merstore ","aborted ",OLD_ALR_BIT3}, //153 // Offset 19
{"Process Merrcmio ","aborted ",OLD_ALR_BIT3}, //154
{"Process Merrcmstore ","aborted ",OLD_ALR_BIT3}, //155
{"Process Merbq20xx ","aborted ",OLD_ALR_BIT3}, //156

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
4. Annex with VDR Error Messages Operating Instructions

Table XXI-2 VDR Error Messages (Table-Sheet 4 of 6) (continued)

{"Process MerSMBus ","aborted ",OLD_ALR_BIT3}, //157

{"Process Merudp ","aborted ",OLD_ALR_BIT3}, //158
{"Process Merudp2nmea ","aborted ",OLD_ALR_BIT3}, //159
{"Process Mertcp2nmea ","aborted ",OLD_ALR_BIT3}, //160
{"Process Mernmea ","aborted ",OLD_ALR_BIT3}, //161 // Offset 20 (process aborted)
{"Process Merdispatch ","aborted ",OLD_ALR_BIT3}, //162
{"Process Merdatatcp ","aborted ",OLD_ALR_BIT3}, //163
{"Process Meraudio2net","aborted ",OLD_ALR_BIT3}, //164
"Process Merhvr ","aborted ",OLD_ALR_BIT3}, //165
{"Process Mermaild ","aborted ",OLD_ALR_BIT3}, //166
{"Process Merxmld ","aborted ",OLD_ALR_BIT3}, //167
{"Process dhcpd ","aborted ",OLD_ALR_BIT3}, //168
{"Process fs-nfs3 ","aborted ",OLD_ALR_BIT3}, //169 // Offset 21
"Process fs-cifs ","aborted ",OLD_ALR_BIT3}, //170
{"Process Merlogd ","aborted ",OLD_ALR_BIT3}, //171
{"Process Meraisdb ","aborted ",OLD_ALR_BIT3}, //172
{"Process Meragents ","aborted ",OLD_ALR_BIT3}, //173
{"Process Mermon ","aborted ",OLD_ALR_BIT3}, //174
{"Unknown Process ","aborted (code 175) ",OLD_ALR_BIT3}, //175
{"Operating System ","Process failed ",OLD_ALR_BIT3}, //176
{"Audio2net Modul ID 2","Microphone 1 failed ",OLD_ALR_BIT1}, //177 // Offset 22
{"Audio2net Modul ID 2","Microphone 2 failed ",OLD_ALR_BIT1}, //178
{"Audio2net Modul ID 2","Microphone 3 failed ",OLD_ALR_BIT1}, //179
{"Audio2net Modul ID 2","Microphone 4 failed ",OLD_ALR_BIT1}, //180
{"Audio2net Modul ID 2","fuse is blown ",OLD_ALR_BIT1}, //181
{"Audio2net Modul ID 3","Microphone 1 failed ",OLD_ALR_BIT1}, //182
{"Audio2net Modul ID 3","Microphone 2 failed ",OLD_ALR_BIT1}, //183
{"Audio2net Modul ID 3","Microphone 3 failed ",OLD_ALR_BIT1}, //184
{"Audio2net Modul ID 3","Microphone 4 failed ",OLD_ALR_BIT1}, //185 // Offset 23
{"Audio2net Modul ID 3","fuse is blown ",OLD_ALR_BIT1}, //186
{"Audio2net Modul ID 4","Microphone 1 failed ",OLD_ALR_BIT1}, //187
{"Audio2net Modul ID 4","Microphone 2 failed ",OLD_ALR_BIT1}, //188
{"Audio2net Modul ID 4","Microphone 3 failed ",OLD_ALR_BIT1}, //189
{"Audio2net Modul ID 4","Microphone 4 failed ",OLD_ALR_BIT1}, //190
{"Audio2net Modul ID 4","fuse is blown ",OLD_ALR_BIT1}, //191
{"Audio2net Modul ID 5","Microphone 1 failed ",OLD_ALR_BIT1|PFI_BIT}, //192
{"Audio2net Modul ID 5","Microphone 2 failed ",OLD_ALR_BIT1|PFI_BIT}, //193 // Offset 24 (microphone test faild
ID 2 / 3)
{"Audio2net Modul ID 5","Microphone 3 failed ",OLD_ALR_BIT1|PFI_BIT}, //194
{"Audio2net Modul ID 5","Microphone 4 failed ",OLD_ALR_BIT1|PFI_BIT}, //195
{"Audio2net Modul ID 5","fuse is blown ",OLD_ALR_BIT1|PFI_BIT}, //196
{"Audio2net Modul ID>5","Microphone 1 failed ",OLD_ALR_BIT1|PFI_BIT}, //197
{"Audio2net Modul ID>5","Microphone 2 failed ",OLD_ALR_BIT1|PFI_BIT}, //198
{"Audio2net Modul ID>5","Microphone 3 failed ",OLD_ALR_BIT1|PFI_BIT}, //199
{"Audio2net Modul ID>5","Microphone 4 failed ",OLD_ALR_BIT1|PFI_BIT}, //200
{"Audio2net Modul ID>5","fuse is blown ",OLD_ALR_BIT1|PFI_BIT}, //201
{"Internal NMEA ","No NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //202
{"Extern Net Client ","No NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //203
{"NMEA Interface Core ","Alarm Panel no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //204
{"NMEA Interface Core ","AIS no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //205
{"NMEA Interface ID 04","No NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //206
{"NMEA Interface ID 05","No NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //207
{"NMEA2net module ID=1","Port 1 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //208
{"NMEA2net module ID=1","Port 2 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //209

716 ON: 390008807 / 53 (2024-11)

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NAVIGATION SYSTEM Platinum AIS, VDR, Printer and others
Operating Instructions 4. Annex with VDR Error Messages

Table XXI-2 VDR Error Messages (Table-Sheet 5 of 6) (continued)

{"NMEA2net module ID=1","Port 3 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //210

{"NMEA2net module ID=1","Port 4 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //211
{"NMEA2net module ID=1","Port 5 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //212
{"NMEA2net module ID=2","Port 1 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //213
{"NMEA2net module ID=2","Port 2 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //214
{"NMEA2net module ID=2","Port 3 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //215
{"NMEA2net module ID=2","Port 4 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //216
{"NMEA2net module ID=2","Port 5 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //217
{"NMEA2net module ID=3","Port 1 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //218
{"NMEA2net module ID=3","Port 2 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //219
{"NMEA2net module ID=3","Port 3 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //220
{"NMEA2net module ID=3","Port 4 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //221
{"NMEA2net module ID=3","Port 5 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //222
{"NMEA2net module ID=4","Port 1 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //223
{"NMEA2net module ID=4","Port 2 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //224
{"NMEA2net module ID=4","Port 3 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //225
{"NMEA2net module ID=4","Port 4 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //226
{"NMEA2net module ID=4","Port 5 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //227
{"NMEA2net module ID>4","Port 1 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //228
{"NMEA2net module ID>4","Port 2 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //229
{"NMEA2net module ID>4","Port 3 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //230
{"NMEA2net module ID>4","Port 4 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //231
{"NMEA2net module ID>4","Port 5 no NMEA data ",OLD_ALR_BIT13|PFI_BIT}, //232
{"NMEA Interface ID 41","(net id=01) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //233
{"NMEA Interface ID 42","(net id=02) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //234
{"NMEA Interface ID 43","(net id=03) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //235
{"NMEA Interface ID 44","(net id=04) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //236
{"NMEA Interface ID 45","(net id=05) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //237
{"NMEA Interface ID 46","(net id=06) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //238
{"NMEA Interface ID 47","(net id=07) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //239
{"NMEA Interface ID 48","(net id=08) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //240
{"NMEA Interface ID 49","(net id=09) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //241
{"NMEA Interface ID 50","(net id=10) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //242
{"NMEA Interface ID 51","(net id=11) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //243
{"NMEA Interface ID 52","(net id=12) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //244
{"NMEA Interface ID 53","(net id=13) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //245
{"NMEA Interface ID 54","(net id=14) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //246
{"NMEA Interface ID 55","(net id=15) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //247
{"NMEA Interface ID 56","(net id=16) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //248
{"NMEA Interface ID 57","(net id=17) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //249
{"NMEA Interface ID 58","(net id=18) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //250
{"NMEA Interface ID 59","(net id=19) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //251
{"NMEA Interface ID>59","(net id>19) no NMEA ",OLD_ALR_BIT13|PFI_BIT}, //252
{"No battery pack ","connected ",OLD_ALR_BIT15}, //253
{"Accuracy of time ","reference degraded ",OLD_ALR_BIT15|PFI_BIT}, //254
{"No time reference ","available (no ZDA) ",OLD_ALR_BIT15|PFI_BIT}, //255
{"Feature key conflict"," ",OLD_ALR_BIT15}, //256
{" VDR Remote Control ",">> VDR is OFFLINE <<",OLD_ALR_NONE}, //257
{" ","FRM data overflow ",OLD_ALR_NONE}, //258 <--- OLD
{" ","Micro test failed ",OLD_ALR_NONE}, //259
{" ","Load process error ",OLD_ALR_NONE}, //260x
{" ","Process aborted ",OLD_ALR_NONE}, //261
{" ","Fgr not found ",OLD_ALR_NONE}, //262
{" ","Error during grab ",OLD_ALR_NONE}, //263

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AIS, VDR, Printer and others NAVIGATION SYSTEM Platinum
4. Annex with VDR Error Messages Operating Instructions

Table XXI-2 VDR Error Messages (Table-Sheet 6 of 6) (continued)

{" ","Main power failed ",OLD_ALR_NONE}, //264x

" ","UPS error ",OLD_ALR_NONE}, //265x
{" ","Audio not found ",OLD_ALR_NONE}, //266x
{" ","MERC load process ",OLD_ALR_NONE}, //267
{" ","Storage bit error ",OLD_ALR_NONE}, //268x
{" ","Storage not found ",OLD_ALR_NONE}, //269x
{" ","FRM no IP control ",OLD_ALR_NONE}, //270x
{" ","No serial data ",OLD_ALR_NONE}, //271x
{" ","Network Error ",OLD_ALR_NONE}, //272x
{" ","External alarm ",OLD_ALR_NONE}, //273x
{" VDR Remote Control ",">> VDR is OFFLINE <<",OLD_ALR_NONE}, //274
","",OLD_ALR_NONE} //275

718 ON: 390008807 / 53 (2024-11)

AIS and VDR.fm / 15.11.24
DATA MAINTENANCE
DATA MAINTENANCE NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1. Overview
This volume describes the chart and route maintenance related functions of the Platinum
NAVIGATION System.
Navigate to the Super Home menu and click on Maintenance > Nautical Charts.
As a result, the world chart together with a main selection sidebar and a protocol window
appear.
The main selection sidebar provides access to the electronic charts (i.e. ENC, ARCS), and to
the back-up and store routines for routes and user symbols. These are described in the
subsequent chapters.
If the maintenance is started for the first time after power-on, the database will be checked
automatically. This will take some minutes but is not indicated, please just wait. Any errors
will be displayed in the protocol window underneath the world map.
Main Selection Graphic View of World Chart

Protocol Window

Fig. XXII-1 Maintenance Initial Page

Background operation
To use the Platinum NAVIGATION System for other purposes while prolonged maintenance
sequences are running automatically, just navigate to the main menu and choose the appro-
priate application. As soon as the maintenance program running in the background needs
an operator action, a message is shown. Any workstation in the system can be used for
maintenance, but it is recommended to use always the same one, i.e. the planning station.

720 ON: 390008807 / 53 (2024-11)

DATA MAINTENANCE.fm / 15.11.24
NAVIGATION SYSTEM Platinum DATA MAINTENANCE
Operating Instructions 1. Overview

1.1 Chart Maintenance Application Area

After having selected a mode and a
function, and depending on this
action two sub-areas are opened in
the application area as shown below.
The bottom information area
provides a protocol window. Several
protocols can be opened at the same
time, but only the protocol selected
in the top expander row is displayed
at one time.
The action area on the right side
provides lists of cells or permits.
Again several lists can be opened at
the same time, but only the list
selected in the top expander row is
displayed at one time. Buttons are
available for sorting, deleting, or
updating list elements. Click to the
column header of the appropriate
detail to sort the list in ascending/
descending sequence.

Action
area:
List of
cells/
permits to
be deleted

Information
area:
Protocol and/
or actual list
of cells/
permits

Fig. XXII-2 Chart Maintenance Application Area

ON: 390008807 / 53 (2024-11) 721

DATA MAINTENANCE.fm / 15.11.24
DATA MAINTENANCE NAVIGATION SYSTEM Platinum
1. Overview Operating Instructions

1.2 Display Expander

The display expander is used to set up Click here to open the
the graphic view of the world chart as tool-bar
Alarm
shown in chapter 1.1. indica-
In addition it provides an overview of the tions
number of installed cells for different
navigational purposes (coastal, harbor
etc.) and the total number of cells.
For access to the Display Expander open
the toolbar and select Display (in earlier
SW versions select Display from the tab
expander).
If an alarm indicator, a small triangle, is
displayed in front of one of the naviga-
tional areas, an error has been found at
least in one cell of this category.
The above menu shows the purposes for ENC
Select one or more navigational areas by cells, for ARCS the menu is slightly different
checking the small box in each line and
restrict the display to those cells which
are of interest.
Detailed information is available by selecting Display -> Functions -> Show Installed
Charts (See chapter 1.7).

Coloring by
The cells displayed in the graphic view are shown with a colored frame.
Depending on the settings in coloring by (see red arrow in above
screen shot), the cell status or the licensing status is determining the
frame color.

Table XXII-1 Colors for ENC Cell Status

Red An error has occurred while the data have been checked
Green Chart is okay

Table XXII-2 ENC Charts - Source of Licensing (not ARCS)

Dark Green IHO ENC license

Blue ENC license
Yellow ENC cells not requiring a license (i.e. US coast from NOAA)
Red Error

Hint: ARCS charts do not have the coloring by license function!

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DATA MAINTENANCE.fm / 15.11.24
NAVIGATION SYSTEM Platinum DATA MAINTENANCE
Operating Instructions 2. Maintenance of IHO ENC and ARCS Charts

2. Maintenance of IHO ENC and ARCS Charts

The electronic charts for your Platinum NAVIGATION System are stored separately on each
Platinum NAVIGATION System. They have to be updated in regular intervals.
After initial installation from the base media (from CD/DVD, USB stick, or portable USB drive)
the charts are updated typically in a weekly schedule from the update media. During the
update process the already installed charts are checked and it might be necessary to insert
the base media again if requested by the update application during the update process
The update can be carried out by using again update media like CD/DVD, USB stick, or
portable USB drive. The procedures will take some time, because the chart cells are
processed on the Platinum NAVIGATION System, in case of ENC they are also decrypted and
converted into an internal file format. This improves the chart presentation speed during
later ECDIS operation. Some points have to be considered when carrying out maintenance:
1. The initial installation can take several hours. Even an update may require a considerable
length of time. Therefore, perform this task in good time before the start of the voyage.
2. The chart maintenance work must be carried out so that the databases of all Platinum
NAVIGATION System always have the same status. This is ensured if the notes given
here are observed and the sequences described are followed.
3. An easily determined indication of unequal states of the databases of the Platinum NAVI-
GATION Systems is when the number of cells/ charts displayed for one Platinum NAVI-
GATION System is different from the others.
4. An update of an installation can only be performed if the corresponding base installation
has been installed before. Update CD/DVD, which are issued typically each week or
sometimes every few weeks, are cumulative. They contain all previous updates starting
from the latest issued base CD. Today the version date of the corresponding base CD is
often written on each update CD.
5. If any errors are occurring during operation or update which can not be solved by
deleting single cells, it is recommended to remove the database completely. The corre-
sponding function is available in the mode Maintenance as Remove complete ENC data-
base. The new installation will take several hours and the ship should stay in harbour for
a longer time!

 If an installation shall be changed from C-Map ENC to IHO ENC it is strongly recom-
mended to remove the data base completely on all workstations (MFDs) one by one
with the corresponding maintenance function Remove complete ENC database
(see also page 740) 1) .

1)
Has to be carried out for each workstation separately.

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DATA MAINTENANCE NAVIGATION SYSTEM Platinum
2. Maintenance of IHO ENC and ARCS Charts Operating Instructions

2.1 Permits and Certificates

2.1.1 Permits and User Permits
The ENC cells and ARCS charts are protected against unauthorized use by permits. The
permits are individual for each vessel. They are supplied by the chart distributor in a permit
file called PERMIT.TXT (in case of ENC) or GB.LCN and GB.NCP (in case of ARCS). These
files have to be stored on the Platinum NAVIGATION System system together with the cells
or charts by the user.
Wärtsilä Voyage GmbH as the manufacturer of ECDIS equipment is generating an individual
user identification (UID) per vessel. This UID is hidden and stored in the Platinum dongle,
which comes along with each MFD (workstation). Based on the hidden UID the user can
generate on his MFD a Public User Permit which allows to request a Permit File from the
chart distributor. Once the license has been bought, the Permit File is sent to the customer.
Typically the Permit File is received via email from the chart supplier and has to be stored
on an USB stick for further use at the ECDISPILOT workstations. The cells or charts are typi-
cally delivered on CD/DVD or USB stick.

2.1.2 Show ENC User Permit

Open the Functions menu from the
toolbar if not open already.
Check Chart Database, set to IHO
ENC.
Select Mode, the default is Display,
set to Display.
Once the Mode has been set to
Display the Functions menu is filled
with subgroups for various display
functions.
Choose the Function, the default
setting is Choose Function, set to
Show ENC User Permit.
Provide the displayed sequence which
is shown under the heading ENC User
Permit to the chart distributor in order
to receive your Permit File from the
chart distributor.

Fig. XXII-3 Show ENC User Permit

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Operating Instructions 2. Maintenance of IHO ENC and ARCS Charts

2.1.3 Certificates (only IHO ENC)

The chart cells are further-on signed to provide assurance that chart data are from approved
source and are not manipulated. The signature will be checked during the installation of the
chart cells and will fail, if anybody has changed the data contents of the cells which come
along on CD, DVD, USB stick, or via Ethernet.
The signature of the chart cells is checked against the IHO certificate. This certificate can
be downloaded from the IHO website (IHO.CRT). This certificate must be installed on your
Platinum NAVIGATION System.
Until the end of the year 2013 the main chart distributors deliver a private certificate on
each IHO ENC media, those chart cells are checked against this private certificate. If a chart
distributor is using a private certificate and do not deliver this certificate on the IHO ENC
media, it is possible to install such a private certificate on the Platinum NAVIGATION System
too.
During installation of cells the Platinum NAVIGATION System will check the cells against the
certificate as follows:
1. Check against IHO certificate (IHO.CRT). If the IHO certificate is already stored on your
computer, the check will be carried out against this certificate.*
2. If the above check fails, a second check against any distributor certificates (XYZ.CRT) on
your Platinum NAVIGATION System will be carried out.
3. If no certificate is installed or is valid, the search will be extended to the actual IHO ENC
media.
4. If no valid certificate can be found, the installation process is stopped.

*Hint: The check 1) against IHO certificate will fail, if cells protected by a private certificate
from the individual distributors are installed (all cells until the year 2013). After this check
a warning with the identification SSE26 is given. This warning is repeated for each CD or
DVD again and can be ignored at this time.

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2. Maintenance of IHO ENC and ARCS Charts Operating Instructions

2.2 Installation of IHO ENC and ARCS Permits

Insert your media with the permit.txt file (in case of ENC) or the corresponding ARCS permit
file, typically it is an USB stick or a portable USB drive. This file will contain one permit for
each chart cell, typically some hundred permits. You may have different permits for charts
or cells from different chart suppliers on your system.
Open the Functions menu from the toolbar
if not open already.

Check Chart Database, set to IHO ENC or

ARCS.
Select Mode, the default is Display, set to
Update.

Once the Mode has been set to Update the

Functions menu is modified with subgroups for
Source and Destination as shown in the next
screenshot.
Select the Functions, the default setting is
Choose Function, set to Install and Update
Permit Database.
Select the Source for the permits update. It
could be either a removable USB Stick, or USB
drive. In the example here a removable stick
has been selected. If the media has a label, it is Fig. XXII-4 Install Permits
shown here.
Check the Selected Path. The Platinum NAVIGATION System will display any permit files
laying on top of the directory automatically. If nothing is found, open Browse to search
manually for the subdirectory with the permit file. Ensure that you select the one which
belongs to the relevant permits. Finally click to Select "Data Set".
The Destinations entry is set per default to the present workstation (this one), where the
update is carried out. No other selection is possible and required.
Press Start to activate the update if it is not started automatically.
A protocol of the update is shown in the bottom of the main application area.

Finally the USB stick can be removed without any further steps!

Hint for ENC and ARCS: Expired permits are not deleted automatically. They remain and
have to be deleted manually.
The reason is i.e. in case of ENC that they can be used to install old cells even if they have
been expired and new permits have not been received yet (issue date of cell is older than
expiry date of permit). An expired permit does not allow the installation of a new cell.

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Operating Instructions 2. Maintenance of IHO ENC and ARCS Charts

2.3 Installation of Certificates (only for IHO ENC)

Licensed IHO ENC cells are protected by a public key according to the S-63 standard from
IHO. This public key is part of a certificate. Until 2013 the main chart distributors delivered
chart cells protected by a private certificate on each IHO ENC media. With the transition to
the new IHO S-63 1.1 specification, distributors of official IHO ENC data changed to the IHO
certificate. The certificate is no longer delivered with the licensed cells. To obtain this new
certificate visit the IHO website and download the file “New IHO Certificate Expires 2033”.
It might be also available from your chart distributor.
The Installation Procedure is as follows:
Insert your media with the IHO.CRT file, typically
an USB stick. Open the Functions menu from
toolbar. Check Chart Database, set to IHO
ENC.
Select Mode, default is Display, set to Update.
Once the Mode has been set to Update the
Functions menu is modified with subgroups for
Source and Location as shown to the right.
Select Functions, the default setting is Choose
Function, set to Install Certificate.
Select the Source for the certificate. In the
example a removable stick on drive (F:) has been
selected.
Check the Selected Path. The Platinum NAVIGATION System system will display any certif-
icate laying on top of the directory. If nothing is found, open Browse to search manually
for the subdirectory with the IHO.CRT file. Ensure that you select the IHO.CRT file.
The Destination entry is fixed to your MFD. Press Start to activate the update.
A confirmation request is
shown. Compare the public
key of the certificate shown in
the protocol window at the
bottom with the information in
IHO publications if available.
Confirm the installation. The
message window for successful
update is shown.
Now the USB stick can be
removed without any further
steps!
If during the IHO ENC update
the certificate can not be
found, the message SSE 05 is
shown. In this case carry out
the procedure as described
above. Private certificates
stored on your MFD can be
deleted. The IHO certificate
can not be deleted. It can be
overwritten by a more recent
IHO certificate.

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2. Maintenance of IHO ENC and ARCS Charts Operating Instructions

2.4 S-62 Data Producer Codes

The list of S-62 Data Producer Codes is hard-coded in the Platinum system and used during
the installation of ENC data. Based upon this list the Platinum system adds information about
the data producer to each cell. Additionally the Platinum system checks if a cell is produced
by a private or official organization.
If an ENC cell related information is not found in the internal S-62 Data Producer Codes list,
the cell is marked as "private". Private cells are presented as "NON-IHO" cells during oper-
ation but can be used without any further restrictions from the Platinum system.
If in doubt about the reason for a "NON-IHO" indication, it might help to check the cell
name. Official ENC cells have a leading letter, private ENC cells have a leading figure in their
name. If a cell with leading letter is indicated as "NON-IHO" the reason is an unknown data
code.
From time to time the codes are updated by the IHO. The actual information is available
from https://registry.iho.int/producercode/list.do (check 2023-01-01 ok).
If a cell with an unknown code is loaded into the Platinum system, it would be wrongly
marked as "private". This case is quite seldom and should happen only after several years
of ECDIS operation.
But if required, the hard-coded list can now be updated with later versions of the Platinum
system starting from SW 2.1.18.
The updated list is available from Wärtsilä Voyage. Please refer to the MFD MAINTENANCE
chapter page 753 for details and the installation procedure.
If the initial list which has been delivered with the Platinum NAVIGATION System system
has been updated later by the operator a status message is shown. An example is given in
the following screenshot:

The screenshot shows an analysis of installed ENC permits with a note about the updated
data producer codes list. The same would apply for analyzing installed cells.
At the beginning of the list the note is displayed as follows:
“Using installed S-62 IHO Data Producer List from 18th March 2022 14:43”.
 This note is displayed only if the list has been updated, the status of the initial list is
not displayed.

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Operating Instructions 2. Maintenance of IHO ENC and ARCS Charts

2.5 Update of Charts from Media or from another

Workstation (MFD)
Insert your latest update media, either CD/DVD, or USB stick, or portable USB drive. It may
be either a base update (all chart cells) or a weekly update (a few chart cells only).
Open the Functions menu from the toolbar.
Set Chart database to IHO ENC or ARCS
(or other) depending on the charts which
you want to update.
Select Mode, the default settingis Display,
set to Update. Once the mode has been set
to Update the Functions menu is modified
with subgroups for Source and Destina-
tions as shown in the next screenshot (see
red arrows).
Select the Functions, the default setting is
Choose Function, set to Update IHO ENC
Database or to Update ARCS Database.
Select the Source for the update. It could
be either a CD/DVD, a removable USB Stick,
or USB drive. In the example here a CD ROM
has been selected. If the media has a label,
it is shown.
Check the Selected Path. The Platinum
NAVIGATION System will display any chart Fig. XXII-5 Update of Charts
data laying on top of the directory automati-
cally. If nothing is found, open Browse to
search manually for the subdirectory. For IHO ENC the directory name is ENC_ROOT, for
ARCS there are three directories named CHARTCAT, MISC, and RASCHTS.
Another workstation (MFD) may be selected as a source as well, but only, if on that work-
station the update has already been performed by applying the latest update media.
The Destinations entry is set per default to the present workstation (this one), where the
update is carried out. No other selection is possible and required.
Press Start to activate the update if it is not started automatically.
A protocol of the update is shown in the bottom of the main application area. Message
windows as described on the next page will appear in the overview chart to inform about
the progress and any obstacles.
During the update you might be asked to insert one after the other the base media (i.e.
ARCS RC 1 to RC 11), insert media of interest, and after that the update media will be
requested again. Just follow the instructions given on the screen.
Some of the above steps like selecting the Update Mode will be started automatically if an
appropriate update CD/DVD is inserted. Just follow the instructions on the screen.
After the update those cells which have been marked as canceled by the update medium or
where a permit is missing are presented for manual deletion, refer to page 734.

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2. Maintenance of IHO ENC and ARCS Charts Operating Instructions

2.6 Messages during Chart Update

IHO ENC or ARCS (or other) Data Exchange
Set found
If a media is inserted and a function has not yet
been selected or if a data exchange set is found
which is not known to the system, the Chart
Update Wizard appears. It informs the user
that chart data are available on the media. Select
either an option and the procedure is continued
as before.

Base Media are Needed

If the weekly update comprises
information for cells, which can
not be found on your PC (wrong
edition, not installed, etc.) the
base media for those countries,
which are listed in the bottom of
the protocol window have to be
inserted. In case of ARCS you
are asked to insert one of the
base media CD (RC1 to RC11).

Insert Next Base Media

During the update process for
the base media this message
will appear if another base
media (CD or other) with the
remaining base cells has to be
inserted.

Update Cells can not be Installed

If an update media is
inserted and base cells
are still missing or have
not been updated to
the previous update, a
warning is given. Load
the corresponding base
cells.

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Operating Instructions 2. Maintenance of IHO ENC and ARCS Charts

2.7 Display Contents of Your own MFD or another MFD

(workstation)
Open the Functions menu from the tool-bar.
Verify that Chart database is set to the correct
chart type, IHO ENC or ARCS (or other).
Verify that Mode is set to its default setting
(Display), just leave it to Display.
Select Functions, the default setting is Choose
Function, set to one of the shown options.
Select Apply on to choose the own MFD (work-
station) or another connected MFD.
Click on Start to confirm the settings and open
the list of cells, or permits, or certificates. At the
same time the related cells are shown as green 1)
squares in the world chart.
If an MFD (your own or other) has been selected
before, the installed cells, permits, or certificates
will be shown in a new tab of the protocol
window in the list. This list is not available for CD
Fig. XXII-6 Display Installed
drive or USB stick.

Select a single cell here, it will be

highlighted blue and it will be
marked in the world diagram as
well

The status OK is derived from a comparison of the

date of the actually installed cell with the expected
date of the cell. The expected date is taken from
the product list which comes along with an update
CD. The age of the product list is not considered.

1) Coloring depends on cell status or source of licensing as selected in the Display menu, see
page 722.

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2. Maintenance of IHO ENC and ARCS Charts Operating Instructions

2.8 Display ENC Update Status Report (S-63 Ed. 1.2)

In addition to the general reporting functions for installed cells, permits, and certificates
which have been described in the previous chapter, the new ENC test standard requires a
very specific ENC update status report. This report function has been added to the Platinum
SW and is available from SW version 2.1 onwards.
Now users and authorities can check quickly if all installed licensed ENC cells are
up-to-date.
Each time an update with official ENC cells according to S-63 Ed. 1.2 is performed, the
corresponding products list which comes along with the base or update media (CD, DVD,
USB stick) is stored on your ECDIS system. This list contains information about the latest
version of each cell from a certain service provider (i.e. AVCS, PRIMAR) and is related to a
reference date.
When the update report is generated, the relevant reference date for each cell is compared
with the actual date. If the time difference is more than four weeks (28 days), the status
of this cell is set to “Not up to Date” according to IHO S-63 definition. This is independent
from the fact whether the version of the cell is identical to the latest version in the products
list.
If the time difference is less than four weeks (28 days) the version of each cell is checked
individually against the products list and the status is set individually.
If necessary the status is extended, i.e. “Not up to Date” and “License is missing”, and an
appropriate action is suggested in the last column. If a cell is not licensed (i.e. from NOOA)
the status is set to “Unknown” according to IHO S-63 definition.

Generating an Update Report

Open the Functions menu from the
tool-bar.
Verify that Chart database is set to the
correct chart type IHO ENC.
Verify that Mode is set to its default
setting (Display), just leave it to
Display.
Select Functions, the default setting is
Choose Function, set to Show ENC
Update Status Report.
Select Apply on to choose the own MFD
(workstation) or another connected
MFD.
Click on Start to confirm the settings
and to open the ENC Update Status
Report.
 Generating the report may take
some minutes depending on the
number of installed cells.

Fig. XXII-7 Display ENC Update

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Operating Instructions 2. Maintenance of IHO ENC and ARCS Charts

2.9 The ENC Update Status Report in Detail

The report comprises a general overview with vessel name, reference date of ENC update
and a chart status summary.
Further on a list of all installed IHO-ENC cells is shown. For each cell the edition, the update,
the issue date, the expiry date, the status and the recommended action are given.
The whole list can be sorted to each of these attributes. Just click to the small arrow next
to the label in the top line of the list. Clicking twice will reverse the sort order.
An explanation for the status indication is given in the introduction to this chapter.

If there are ENC cells from more than one data

server installed on your system, the status report is
given for each server separately. In the example
below reports are presented for data Server GB
(AVCS) and Data Server GB (AIO AVCS), but it
could be also PRIMAR.

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DATA MAINTENANCE NAVIGATION SYSTEM Platinum
2. Maintenance of IHO ENC and ARCS Charts Operating Instructions

2.10 Maintenance of Charts on your Workstation

Open the Functions menu from the tool-bar.
Verify that Chart Database is set to the
correct chart type, IHO ENC or ARCS.(or
other)
Set Mode, to Maintenance.
Select Functions, the default setting is
Choose Function, set to one of the shown
options.
Location is set per default to the drive of
your workstation (MFD). It can not be
changed. Maintenance can only be performed
for this workstation

Click Start to activate the

maintenance procedure.
Depending on your selection
the cells, permits, or certifi-
cates are listed on the right
top side of the screen and can
be deleted individually.
For sorting by name or status
click to the corresponding field
in the header row.
It is recommended to delete
all those cells, permits, and
certificates which have been
expired, or canceled or are no
longer valid.

Select the cells which shall be

deleted, and click to Continue.
A warning will appear that the
selected items will be deleted.
Confirm the step and the items
are deleted.

If a mistake has been made,

the missing items can be
installed again from your media.
Finally the list is closed by pressing Cancel.
Further-on Functions are available for
Deleting Manual ENC Updates (see page 737)
Verifying installed cells. The result with actual cell status is displayed in the protocol
window and Deleting a list of known media
Remove complete database (ENC or ARCS whatever is selected above)

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Operating Instructions 2. Maintenance of IHO ENC and ARCS Charts

2.11 Update of Charts from a WebDAV Server

In addition to an update from media or another navigation workstation this option provides
the interface to a WebDAV chart server.
Operating is exactly the same as described under
“Update Charts from Media...” on page 729.
The server is selected like any other drive. Charts are
located in directories and files as usual.
Currently servers from NAVTOR (NAVBOX) and from
TRANSAS (Navi-Planner) can be used.
The TRANSAS server provides ENC cells from AVC and
supports in addition the import and export of routes.
Please refer to page 742.
The NAVTOR server provides all kind of ENC cells and
no route import or export.

2.11.1 Background Information about WebDAV Server

WebDAV means Web Distributed Authoring and Conversioning, it is an extension of the
http protocol and allows clients to access remote network drives.
The system providing the network drive is called “WebDAV Server”. The system who is
accessing the network drive is called “WebDAV client”. The NACOS Platinum system can use
one WebDAV drive at the time.
After mapping the drive, it can be accessed like a local drive. In a typical configuration a
Platinum ECDIS workstation is fitted with an additional network card and connected via
separate Ethernet network (not the Platinum navigation network) with a local chart server.
This server is preferably designed as a black box
system without any further user interface as
shown here.
The black box is linked via Satellite to a shore
based chart distribution center which updates
the box on-board periodically.
In another configuration a complete chart plan-
ning system, e.g. from TRANSAS, is connected
to the Platinum ECDIS workstation.
This chart planning system is updated periodi-
cally from shore as above. The Platinum work-
station can be updated from this server.
In both cases the user will see the additional
server as one other external drive when opening
the update chart menus.
Network and security aspects: The WebDAV link is not part of the Platinum network. A
separate network card is fitted into the MFD for connecting the WebDAV server via LAN. A
direct Internet access from the MFD is not allowed.
Nautical Charts: If a WebDAV drive is connected, the drive will be listed in addition as
possible source. If an USB stick is connected, both drives are visible in the list. The label of
the WebDAV is “Z: (Network Drive)”.

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2. Maintenance of IHO ENC and ARCS Charts Operating Instructions

2.12 Installation/ Maintenance of Admiralty Informa-

tion Overlay
The Admiralty Information Overlay (AIO) is available as an option for the NACOS Platinum
Navigation system. It contains all Admiralty Temporary & Preliminary Notices to Mariners
(T&P NMs) and provides additional preliminary information that is specific to ENC, such as
reported navigational hazards that have been incorporated on paper charts but have not yet
been included in ENC. The overlay is available only for Admiralty Vector Charts!

2.12.1 Installing Overlay Permits

The Overlay data is protected in the same way as ENC and requires a permit to unlock the
data. Please notify your Admiralty Chart Agent if you wish to use the Overlay on your Plat-
inum NAVIGATION System system so that the Overlay permit can be added to the Chart
Permit files issued to you.
The Overlay permit will be loaded at the same time as your ENC permits when the Chart
Permit files are loaded (see page 726). When the Overlay is added to your AVCS license the
Overlay permit will be added to the Chart Permit files issued for all ECDIS registered on the
license.

2.12.2 Installing Overlay Data

The Overlay data is provided on a single weekly CD that contains both base data and all
updates up to the date of issue. Therefore only the latest CD is required for installation and
all others can be discarded. The Overlay data is loaded in to the display system in the same
way as ENC data.

2.12.3 Updating the Overlay

Updates to the Overlay are issued weekly on CD, along with the weekly AVCS Update CD,
and are also available over the Internet through e-Navigator. Updates on CD should be
loaded in the same way as loading ENC updates (see page 729).
The data volume in each weekly update is normally small. However it is necessary to issue
a New Edition of the Overlay every 6 months, which consolidates all update data into a base
data set. This New Edition may be over a hundred megabytes in size which will make it
impractical for most users to download over the Internet and an Admiralty Information
Overlay CD should be used.
When an Overlay new edition is issued (see above), the new edition must be installed before
any further updates can be applied. For users who normally update over the Internet this
means that an Overlay update CD will need to be installed before further Internet updates
can be applied.

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Operating Instructions 3. Manual ENC Update Editor

3. Manual ENC Update Editor

It is possible to edit the IHO cells by means of a chart editor. The edited elements of the
cells are stored as a separate file. The ENC cell itself is not modified. If a manually updated
cell is opened, the corresponding chart area is displayed and in addition the ENC Manual
Update.

In Super Home click on Nautical Charts.

The Overview of the installed charts is opened. This may take some time, because the data-
base is checked before the charts are displayed.
If no installed charts are displayed (no rectangles appear on the screen), open the Func-
tions expander and set Destination to MFD n (this one).

Fig. XXII-8 Nautical Charts Editor - Overview

If the database is changed in between, the editor is closed without storing.

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3. Manual ENC Update Editor Operating Instructions

3.1 Select Cell to be Updated

Use the Center and Zoom control and/or the Set Chart center function in order to navi-
gate to the cell that is to be updated. As already known, the chart can be shifted using the
drag-and-drop functionality by means of the More button.
As soon as the desired cell is displayed, click it with More and choose Manual ENC Update
Editor > Select ENC Cell > and click the cell that is to be updated.
If more than one ENC cell is available at this place, a list of cells is presented., select one
of them. It will be marked in dark red. Click to it with More and continue as above.

Fig. XXII-9 Selecting a cell

The cell is displayed then. If it is not already opened, open the Updates expander.

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Operating Instructions 3. Manual ENC Update Editor

3.2 Start Update Session

The cell and its chart data can be updated now.
Click on Session Setup in the Update
expander and enter the Manual ENC Update
Session Data. Then, click on Set. A click on
Clear will erase all entered data, Cancel will
close the window without any further action.

In the editor window the entries for the catego-

ries of objects which can be edited are now
active.
A new object can be placed now or existing
objects can be modified. This works in the same
way as the usage of User Symbols.
The display of the cell can be zoomed in for
easier editing, afterwards a click on View Cell
will display the cell in full size again.
The update session can be ended without any
changes by clicking on Undo and Abort.
All actions are stored in the session log, as long
as the session has not been ended by a click on
Save and Exit.

If the operator activates another application

while the manual ENC update is done, the
performed actions of the manual update do not
get lost, in fact, all alterations will still be
present when the operator returns to the
manual update editor.

To view the session log, click on Show Session Log.

This function is only available as long as the current
setup has not been left with Undo and Abort or
Save and Exit.

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4. Remove Complete Database Operating Instructions

4. Remove Complete Database

This function is removing the
complete chart database for all types
of charts (IHO ENC, ARCS, etc.) with
all cells, permits and their related
status on one single workstation
(MFD).
It should be used carefully after
having checked all alternative
options.
Especially it should be ensured that
all necessary media as well as the
permits are available for a complete
new installation.
This new installation will take several
hours and the ship should stay in
harbor for a longer time.
This remove function is typically
used i.e. if the sailing area is
changed or if the database is in a
faulty condition arising from cells which can not be deleted.
It is also used if the complete database shall be changed from C-Map ENC to IHO ENC. In
this case it is recommended to remove the old database first before loading any new cells.
1. Select C-Map Professional/C-Map ENC and Maintenance and set Functions to
Remove complete ENC database.
2. Start the procedure.
3. A window appears showing the
number of cells that will be
deleted.
4. Read the information of this
window and confirm. The ENC
cells and corresponding permits
are deleted.

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Operating Instructions 5. Remote Update of Workstations

5. Remote Update of Workstations

Once an update from CD/DVD or USB stick has
been carried out on one workstation (see
page 729), i.e. the planning station, this updated
database can be loaded from any workstation in
the network.
The Remote Update is providing a powerful
function for the update of a number of worksta-
tions in one operating step.
Open the Functions menu from the toolbar.
Set Chart Database as required (ENC, ARCS, or
other).
Select Mode, the default setting is Display, set
to Update.
Select Functions, the default setting is Choose
Function, set to Update Remote ENC Data-
bases.
The Source for the update is this workstation
(this one). No other selection is possible.
The Destinations entry can be set as required.
Select all workstations from the list which shall be
updated.
Press Start to activate the update.
An overview protocol of the update is shown in the bottom of the main application area. It
comprises a list of all MFDs with their actual update status, and after having finished the
update, the final result of the update.
Detailed protocols can be requested from each MFD by pressing the corresponding Show
Protocol button.

The number of cells should be identical for all workstations (MFDs). On the source worksta-
tion (MFD) use the Display Expander to find out the number of cells (please refer to
page 722). If the numbers are different, please check and if in doubt, especially if the
number of cells on the target workstation is larger than that one on the source workstation,
remove the complete database on all workstations (refer to page 740).

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DATA MAINTENANCE NAVIGATION SYSTEM Platinum
6. Backup/Restore of User Symbols Operating Instructions

6. Backup/Restore of User Symbols

The user-defined User Symbols can be saved to devices like USB HDD or USB memory
sticks. This makes it possible to transfer those data to other systems or replacement
modules.

Start Backup/Restore Procedure

In order to backup user defined symbols,
follow these instructions:
1. In the tabs of the expander, chose
whether to backup User Symbol.
2. In the Function group, select whether the
data are to be backed up or restored. (The
following example refers to the backup-
function. The restore-function works
similar, but the Archive group is then
inactive.
3. Under Backup to: choose the device
which is to be used as backup/restore
media.

4. Click Browse to open a window in which

the backup file and/or path can be
selected. Select the path and, if an existing
archive is to be used, choose that archive,
in which the data are to be stored. Existing
files are overwritten.
-or-
5. If a new archive file is to be added, check
New Archive and enter the desired
name.
6. Click on Start: Backup <data>. (<data>
represents the chosen type of data or User
Sym)

Browser window with content of selected

path

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NAVIGATION SYSTEM Platinum DATA MAINTENANCE
Operating Instructions 6. Backup/Restore of User Symbols

Map96 / Consilium- Converter

Both converters are part of the restore function of
'User Symbols'. If a directory or a corresponding file
is selected, the corresponding converter is automati-
cally activated. This can be seen from the fact that
one of the texts appears on the Start button.
Start: Convert Map96 data to 'User Symbols'
Or
Start: Convert Consilium data to 'User Symbols'

The objects are assigned to the 'User Group' Map96

(imported) or Consilium.

Once the conversion is complete, the following

information is displayed:
- Number of converted objects
- Number of unconverted objects
- Number of deleted objects.

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6. Backup/Restore of User Symbols Operating Instructions

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MFD MAINTENANCE
MFD MAINTENANCE NAVIGATION SYSTEM Platinum
1. Hardware Operating Instructions

1. Hardware
Display Electronics
The display electronics is based on a HP Compaq Elitedesk PC mounted on a shock damping
frame. Periodically it is recommended to check the following points:

Table XXIII-1 Periodical Maintenance Work for Display Electronics

Checkpoint Period Procedure

Shock damping yearly Check free movement of frame
frame
Power cable yearly Check tight fitting and proper connection
Network cable yearly Check tight fitting and proper connection
USB cables yearly Check tight fitting and proper connection
Cooling air inlet half-yearly Release from dust with vacuum cleaner, if necessary repeat at shorter
at the front interval

Monitor
The color reproduction produced by the monitors must be correct. In the case of doubt and
once per year, the monitor performance must be checked based on the Chart1 presentation.
Please refer to CHART FUNCTIONS.

Sensor Interface, Network Switch, 24 VDC Power Supply

No special recommendations, network cables are separately fastened and power cables are
screwed to terminal clamps.

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NAVIGATION SYSTEM Platinum MFD MAINTENANCE
Operating Instructions 2. Software

2. Software
SW Version
The SW version can be accessed
from the Super Home page by
opening the Menu on bottom left
side and clicking on About.
The information window shows
data as follows:
- Designation of the equip-
ment with NACOS Platinum
series
- Name and IMO number of
the vessel as configured in
the data base
- SW version number
- Build number of the NACOS
Platinum application
- SW version of the sensor
interface PLC
- Data base build number
- Machine name of the display
electronics, i.e. MFD-01
- Operating time since power
on
- Module version information
about various connected
units like ECDIS chart data
base, radar transceiver, and
Fig. XXIII-1 Platinum Software Version
AIS (both if connected)

SW Updates
Software updates can only be carried out by authorized service personnel. For more infor-
mation with regards to software updates of Platinum NAVIGATION System Systems please
contact: +49 180 600 8553

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MFD MAINTENANCE NAVIGATION SYSTEM Platinum
3. Maintenance Tools Operating Instructions

3. Maintenance Tools
The Platinum system provides a
number of tools for the experienced
user to check various system func-
tions, load data, collect log files, and
other.
Access is from two main menus on
the Super Home page.
The maintenance menu is the
entrance to three different sections:

3.1 Nautical Charts

Select this entry for any check or update of installed charts, please refer to the main chapter
about DATA MAINTENANCE for a detailed description.

3.2 Infrastructure
This entry provides tools for license check and PLC load check.

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NAVIGATION SYSTEM Platinum MFD MAINTENANCE
Operating Instructions 3. Maintenance Tools

3.3 Utilities
This entry provides a number of password protected service tools for system check.

3.3.1 Alert Test

Opens a menu for testing an alarm, a warning or a caution, see
also page 780, choose priority and category and activate the
test. The test alert is displayed in the Platinum alert list, see
next point.

3.3.2 Nav. Alarms

This is the standard Platinum alert list as available in ECDIS and
RADAR, see also page 767.

 The text of this entry may be different, if configured with

the integration-Manager for the project.

3.3.3 Runtime Database

Tool
Optional tool, will be included in later
SW versions.

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MFD MAINTENANCE NAVIGATION SYSTEM Platinum
3. Maintenance Tools Operating Instructions

3.3.4 Integrity Verification Tool

During the automatic start of the Plat-
inum application, a self-check on each
workstation (MFD) will verify if the
installed Platinum SW modules and
configuration files have been modified.
If the check fails, the Display Manager
shows an overlay message in the
bottom-right corner of the screen (Super
Home page and all other applications),
which indicates a possible security risk.
See screenshot at top on the right.
Refer to page 36 for this overlay
message in context.
In this case the files on the individual
Platinum workstation (MFD) can be
checked.
Open the Integrity Verification Tool and
select either MFD Runtime SW or
Configuration Files. Click to the Verify
button. The resulting list shows the
status for all installed files.

3.3.5 Log Collection Tools

Each MFD is logging activities and data
access in a log file. In addition the MOXA
switches are logging the data traffic.
If you are asked during a remote service
activity to collect these log files and send
them via email, you can collect them on
an USB stick with this tool.
Insert an USB stick, open the Log
Collector Tool and select Log File
Collector and/or MOXA Switch Log
File Collector. Click to Collect to start
the process.

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NAVIGATION SYSTEM Platinum MFD MAINTENANCE
Operating Instructions 3. Maintenance Tools

3.3.6 NMEA Sentence Tool - Serial Interfaces

Each Navigation Sensor Interface receives serial NMEA messages (also known as IEC
61162-1 messages) from the navigation sensors like GPS, speed log, gyro and other.
The navigation sensor interfaces distribute the received messages via Platinum network to
all MFDs. An internal network protocol is used based on UDP. The navigation sensor inter-
faces are designated with DPU 2020 or earlier model DPU 2010.
In addition an MFD can receive navigation data according to the new IEC 61162-450
network standard. This protocol is also based on UDP but shows some differences compared
to the private Platinum protocol.
During system commissioning each sensor signal coming in either via serial line or via 450-
network, is assigned to an internal sensor identifier like DGPS 1, DGPS 2, Gyro 1, or Gyro 2
and can be selected during operation as a system sensor.
If in doubt whether a sensor signal is received, the NMEA tool can be used. Select the corre-
sponding tool from the Tools list to open the start menu:

Select one of the 5 input or output channels of one of the navigation sensor interfaces,
either DPU 1, 2, or 3, and a channel number on this DPU (here DPU2_CH1). The assigned
sensor identifier, here GYRO 1 for input and nothing from output, is displayed as well.
Click to Open and the DPU2_
CH1 tab is displayed in the
working area to the right with
the incoming data stream,
here for Gyro data with THS
and ROT.
Click to Pause to stop the
displayed stream and to
Start again to continue.
Insert an USB stick to this
MFD and click to Save to
USB to store the data stream
in a text file on your stick.

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MFD MAINTENANCE NAVIGATION SYSTEM Platinum
3. Maintenance Tools Operating Instructions

3.3.7 NMEA Sentence Tool - Details and Support for 450-

Network
Open the NMEA Sentence tool as described on the
previous page.
Details
Click here to read more information about the
selected channel (see screenshot to the right).
Clear List
Click here to get back to an empty list to start
logging again.
Open All 450 Ethernet Traffic
Click here to display the 450-data-stream available
on any MOXA switch in the Platinum network. It uses specific UDP addresses and port
numbers reserved by the IEC 61162-450 standard. For more information please refer to the
Technical Manual Platinum IEC Interface 390 008 504.
An example of a printout is given below:
Each line starts with time in hh:mm:ss and 1/100 sec, IP-address, port number, and data-
gram header as follows:
08:02:57.50;239.192.0.4:60004 (NAVD);UdPbC
The header in front of each line has been omitted in the following example. The printout
covers 3/100 sec of transmission, after this block the sequence of messages is repeated:

\s:IN0001,n:158*0B\$GPGLL,5331.478571,N,01000.332583,E,080257.45,A,A*61
\s:IN0001,n:159*0A\$RAZDA,080257.45,30,09,2021,00,00*60
\s:IN0001,n:160*00\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:161*01\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:162*02\$HEHDT,9.00,T*16
\s:IN0001,n:163*03\$TIROT,0.00,A*0B
\s:IN0001,n:164*04\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:165*05\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:166*06\$HEHDT,9.00,T*16
\s:IN0001,n:167*07\$TIROT,0.00,A*0B
\s:IN0001,n:168*08\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:169*09\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN1234,n:95*3E\$PSAMARP,A,V,V,V,V*21
\s:IN0001,n:170*01\$HEHDT,9.00,T*16
\s:IN0001,n:171*00\$TIROT,0.00,A*0B
\s:IN0001,n:172*03\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:173*02\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:174*05\$HEHDT,9.00,T*16
\s:IN0001,n:175*04\$TIROT,0.00,A*0B
\s:IN0001,n:176*07\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:177*06\$INHRM,-1.40,8,0.00,0.00,A,,,,,*1F
\s:IN0001,n:178*09\$HEHDT,9.00,T*16
\s:IN0001,n:179*08\$TIROT,0.00,A*0B
\s:IN0001,n:180*0E\$RAVBW,,,V,,,V,,V,,V*50

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NAVIGATION SYSTEM Platinum MFD MAINTENANCE
Operating Instructions 3. Maintenance Tools

3.3.8 Remote MFD Control Tool

Opens a list of all active MFDs in a Platinum network. Select one or more MFDs to start or
reboot them, see also page 32 for details.

3.3.9 Removable Storage Access Tool

From SW version 2.1.26 onwards, a tool to control access of removable storage devices is
available from the Utilities menu under Maintenance on the Super Home page.
Select the Removable Storage Access Tool to verify or change the settings.
The tool is only available for administrative users.
The drop down menu gives access to three modes of removable storage access:
 Deny All Removable Storage
Devices
 Allow All Removable Storage
Devices
 Allow Only Approved Storage
Devices
The initial mode (default) has been
set during configuration of the
system.
When Allow Only Approved
Storage Devices is selected, a list
of approved devices is maintained in
the tool.
To approve a device, press the
Detect button to find an inserted
storage device, and press Add to
make it an approved device.
To delete a device from the list,
select the device on the list and
press the Delete button. This will
deny the device.

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MFD MAINTENANCE NAVIGATION SYSTEM Platinum
3. Maintenance Tools Operating Instructions

3.3.10 Route Migration Tool

If during route management with
the Platinum Route Explorer an
exception message about Unsup-
ported Files shows up, the Route
Migration Tool is recommended.

Select the entry Route Migration Tool from

the Utilities Tools Bar (see page 749) and
proceed as follows:
The first step is an initial analysis of all routes in
the selected catalog. This step is done automat-
ically when opening the Route Migration Tool.
If required this step can be repeated by a click
to the Analyze button.
The analysis shows a list of all files in the
selected catalog which do not have the Platinum
format.
Click to Migrate to convert all files in the
selected catalog. Supported route file formats
comprise all formats that have been supported
by Platinum in the past (NACOS xx-4/xx-5, xml
reduced, RTZ, and some project specific
formats).
They are converted into the internal Platinum
format.
For the service technician: Unknown files are
removed from the selected catalog (if CouchDB
is active) or saved on the hard drive (if File
Synchronizer is active).

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NAVIGATION SYSTEM Platinum MFD MAINTENANCE
Operating Instructions 3. Maintenance Tools

3.3.11 S-62 IHO Data Producer Codes Installation

Until Platinum version 2.1.18 a hard-coded list of IHO Data Producer Codes was included in
the Platinum system. Later Platinum versions are fitted with a tool to update the initial list.
Please refer to the DATA MAINTENANCE chapter to see in which cases an update of the IHO
Data Producer Codes list is recommended. It might take several years until an update is
required.
In this seldom case please contact Wärtsilä Voyage for an actual list. The list is provided as
a zip-file. The zip-file contains a second key file. If the data list and the key are not
matching, the update is aborted.
The IHO Data Producer Codes are published by IHO and available from the IHO website
https://registry.iho.int/producercode/list.do. The IHO information contains the names of the
approved producers of chart data, in Germany e.g. BSH, and the related code number, for
BSH 180.
The update is started as follows:
1. Change to Super Home
2. Select Utilities as shown on page 748
3. Open the Tools Bar as shown on page 749
4. Select S-62 IHO Producer Codes Installation.
The corresponding installation menu will open. The screenshot shows a scenario where the
import is successfully finished already.

5. Insert an USB stick with the zip-file received from Wärtsilä Voyage and select the stick.
6. Click to “Search for Data Producer Codes”, if available on the USB stick the relevant
zip-file are shown even in a sub-directory.
7. Select the S-62 Data set (zip-file).
8. Click to “Install Data Producer Codes”.
If the installation is completed, you will get a message about the installation.

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MFD MAINTENANCE NAVIGATION SYSTEM Platinum
3. Maintenance Tools Operating Instructions

3.3.12 Set Brightness for Data Displays

By using the up-and-down arrow keys, an indi-
vidual background brightness can be set for
each Data Display (DATAPILOT and BRIDGEP-
ILOT) for the five different dimming levels.
If the brightness of the back-lighting is set for
the current dimming level, it is immediately
applied to the corresponding Data Display.

3.3.13 Synced Storage Tool

A collection of password protected expert tools, please refer to the Technical Manual Plat-
inum MFD 390 008 516.

3.3.14 System Tools

A collection of password protected expert tools, please refer to the Technical Manual Plat-
inum MFD 390 008 516.

3.3.15 System Use Notifcation

Here the access-information-text that is displayed on the lower left hand corner of Super-
Home can be set.

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ALERT MANAGEMENT
ALERT MANAGEMENT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

1. General Information

1.1 IMO Bridge Alert Management (BAM)

The BAM concept was developed by IMO to provide harmonization of alerts generated by
equipment on the bridge of a ship with respect to priority, classification, handling, distribu-
tion and presentation. The objective was to avoid unnecessary distraction of the bridge team
by redundant and superfluous audible and visual alarm announcements. The concept is
defined in IMO paper MSC.302(87). The corresponding test standard for approval of equip-
ment is IEC 62923.
The BAM concept describes three main modules to achieve the IMO objectives:
1. Module A - each navigation and
radio communication equipment
installed after August 2021 must
apply the BAM concept. If avail-
able, alerts must be presented
according to their priorities. Alarms
are shown on top in red
announced with three beeps every
7-10 sec, followed by warnings in
orange with two beeps not
repeated, and finally cautions in
yellow without any beep.
2. Module B - each INS and certain
class notations like NAUT xx
installed after August 2021 must
apply the BAM concept. A Central
Alert Management system
(CAM) shows a list of all alerts of
all connected bridge equipment. INS or NAUT
Most alerts can be checked and xx Bridge
acknowledged from one place.
The installation is doubled to
achieve redundancy. Currently
there is no IMO requirement to Alert list with >
connect all bridge equipment to 20 entries
the CAM, e.g. window wiper
control has its own non-BAM
compliant alert system not connected to CAM.
3. Module C1 - each BAM compliant
equipment must have an interface
to a CAM to transfer its alerts to
the central alert list in the CAM
CAM
(serial data link or network
according to IEC 61162 or inter-
nally).
4. Module C2 - each CAM has an
BAM compliant ALC & ALF
interface to receive alerts from equipment messages
BAM compliant equipment and
from legacy equipment (contact).
Messages are standardized using
ALC & ALF messages (IEC 61162
or NMEA).

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NAVIGATION SYSTEM Platinum ALERT MANAGEMENT
Operating Instructions 1. General Information

1.2 Platinum Bridge Alert Management (BAM)

Each Platinum MFD (also called workstation) comes along with its own alert management
system which can be configured as a full CAM system. But the Platinum MFD cannot report
its own alerts to another non-Platinum CAM on a bridge. The following use cases can be
distinguished:
System with one Platinum workstation
The alert management covers own alerts and alerts from connected sensors and equipment
but is not BAM compliant due to missing interface to another CAM. The own alert manage-
ment cannot be configured as a CAM due to missing redundancy (for add-on to non-BAM
bridges only).
System with two or more Platinum workstations
The alert management covers own alerts and alerts from connected sensors and equipment.
Two or more workstations together provide a redundant CAM. The installation is BAM
compliant (for add-on to non-BAM bridges and for new bridges).

The modular concept of the IMO is implemented by Platinum as follows:

Table XXIV-1 Modular BAM Concept

Module A Module B Module C (1) Module C (2)

BAM Alert Receive alerts Send own
Handling CAM Function to show in alerts to 3rd
CAM [1] party CAM
Retrofit of Single MFD Yes and No and not Yes, but not
into existing NACOS xx-4/5 or mandatory required required Not possible
other bridge
Retrofit Doubled MFD Yes and Yes, but not Yes, and
into existing NACOS xx-4/5 or mandatory mandatory [2] required if Not possible
other bridge CAM is used
Newbuild Doubled MFD Yes and Yes, but not Yes, and
or more MFDs mandatory mandatory, required if
Not possible
recommended CAM is used [4]
to use [3]
Newbuild INS Config Yes and Yes and Yes and
three or more MFDs, yard mandatory mandatory required [5]
Not possible
requests INS standard or class
notation NAUT-xx
Newbuild Single MFD TBD Not possible, Yes, but not
No use case missing redun- required Not possible
dancy

[1]
Receive alerts from sensors and other navigation and radio com equipment
[2] If CAM shall be used, apply UPS
[3]
If CAM shall be used, apply UPS
[4] Connect most of the navigation and radio com equipment
[5] Connect most of the navigation and radio com equipment

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ALERT MANAGEMENT NAVIGATION SYSTEM Platinum
1. General Information Operating Instructions

1.3 Overview of Platinum Alert Management

The Platinum system is supplied with integrated Alert Management (AM). It can process and
present internal alerts of the MFD and from connected sensors and subsystems. If two or
more MFDs are configured as one Platinum Navigation System, the alert handling
provides in addition all CAM functions (CAM = Central Alert Management).
Each workstation operated as CONNINGPILOT, ECDISPILOT, RADARPILOT or MULTIPILOT
has its own instance of the alert management. All workstations together are forming one
CAM, integrated into Platinum.
If one workstation fails, the other ones will take over. Each workstation provides a small
alert management user interface with 3 to 6 entries at one time in the alert list. In addition
a CAM with full view of the alert list (>20 entries) is available from Super Home or from
CONNING on all workstations with CONNING application. This CAM only complies with the
BAM standard. During installation of a BAM compliant configuration it has to be ensured that
at least two CONNING applications with full view of the alert list are available at the main
navigating workstations and that these workstations are powered by UPS (battery back-up).
Each alert management and CAM provide scroll buttons for scanning through the full alert
list. Operating of alerts is the same for both views.
The CAM system is designed and approved according to the latest Bridge Alert Management
(BAM) test standards IEC 62923-1 and -2. They are based on the requirements from IMO
as described in MSC.302(87). Earlier versions of Platinum have met already several of these
requirements. They were approved according to the INS test standard IEC 61924-2.
As described in above standards, alerts are characterized by their priorities. The highest
priority is assigned to the Emergency Alarm, followed by Alarms, Warnings, and Cautions.
They are generically summed up under the term Alerts.
1. An Emergency Alarm indicates immediate danger to human life or to the ship and
requires immediate action. The alarm source is not the Platinum NAVIGATION System
system but e.g. a separate fire alarm system. This alarm is indicated with a flashing red
square.
2. An Alarm requires immediate attention and action of the bridge team, to avoid a
hazardous situation, e.g. heading invalid. The alarm is marked with a flashing red
triangle.
3. A Warning requires immediate attention to make the bridge team aware of conditions
which may become hazardous. The warning is marked with a flashing orange circle.
4. A Caution indicates a condition which still requires attention. It is marked with a steady
yellow square.
The priority symbols are placed
in front of the alert line in the
alerts list as shown in the right
example.

Alarms and Warnings are accompanied by a number of short sound signals emitted by a
buzzer integrated into the Platinum monitor or the panel.
Emergency alarms are indicated by an audible signal from the alert source, but not from
Platinum.
Cautions are not indicated by any audible signal.

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1.4 Priority and Classification of Alerts

Table XXIV-2 Color and Symbol Code for the BAM Alert

Color & Priority and Criteria for the Classification

Symbol Classification
1 Alarms which indicate that immediate danger to human life or to the
ship and its automation exists and that immediate action must be
Emergency taken. Emergency alarms are specified in the Code on Alerts and
Alarm Indicators, 2009 (resolution A.1021(26)).
In the Platinum NAVIGATION System system this is e.g. an alarm
from an external fire alarm system.
2 Conditions requiring immediate attention and action by the bridge
team to avoid any kind of hazardous situation and to maintain the
Alarm safe operation of the ship; and escalation required as alarm from not
acknowledged warning.
In the Platinum NAVIGATION System system this is e.g. a dangerous
target alarm.
3 Conditions or situations which require immediate attention for
precautionary reasons, to make the bridge team aware of conditions
Warning which are not immediately hazardous, but may become soon.
In the Platinum NAVIGATION System system this is e.g. a warning
that certain sensor data are invalid.
4 Awareness of a condition which still requires attention out of the ordi-
nary consideration of the situation or of given information.
Caution In the Platinum NAVIGATION System system this is e.g. a caution
that the selected position sensor has reported a greater position-devi-
ation than is usual for this type of sensor.
(no level) Used in the history list to document a rectified alert, see page 779.

Rectified

A flashing symbol for emergency alarms, alarms, or warnings means that it has not been
acknowledged yet. The caution symbol is steady and not acknowledged. A steady symbol
indicates an acknowledged or rectified status of an alert. More information about the actual
status is indicated by different signs like exclamation point, arrow, or check mark. Please
refer to the next chapters for more details.

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Table XXIV-3 Color and Symbol Code for the Alert Indications

Color & Priority and Criteria for the Classification

Symbol Classification
Operational Symbols for non-alert related indications (see IEC 62288)
Status
Invalid Invalid information is marked with a red circular icon without any
information symbol inside.
Invalid information, e.g. Chart is not up to date, permit will expire
soon or chart cell is cancelled.
Low integrity Low integrity information is marked with a yellow square without any
information or symbol inside.
important indi- Important indication, e.g. a limit is exceeded, is marked with a yellow
cation square as well.
Manual Set Manual set is marked with a yellow circle without any symbol inside,
e.g. a sensor signal is missing and the value has been entered manu-
ally by the operator.

Symbols for Automation (not part of INS Alarm System)

Status change which does not require attention, it is used for control
Event purposes. It is marked with a green square

Sensor Alarm A sensor signal is missing

 According to MSC 252(83) and IEC 62288 Ed.3 alert indications are display of regular
information and conditions, and are not part of alert management.

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1.5 Alert State and Presentation of Emergency Alarms

An Emergency Alarm is indicated with a flashing red square, no audible signal is given.
The emergency alarm is not generated by the Platinum system but received from external
host systems like a central fire management system.
If an emergency alarm is coming up from an external system, it is indicated as active as
shown in the first line of the below table.
The emergency alarm can not be acknowledged by the operator.
If the emergency alarm from the host system is no longer active, the state changes to
normal and the alarm disappears as shown in the second and last line.

Table XXIV-4 State of Emergency Alarms

Color & Alert State Indication

Symbol
Active Flashing red symbol, no audible signals

Normal No symbol and no horn

No alert condition present

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1. General Information Operating Instructions

1.6 Alert State and Presentation of Alarms

An Alarm is indicated with a red triangle and three short signals from the horn repeated
every 7 sec.
If an alarm is coming up, it is indicated as active - unacknowledged as shown in the first
line of the below table.
If this alarm is silenced by the operator, the alarm state changes to active - silenced as
shown in the second line.
If this alarm is acknowledged by the operator, the state changes to active - acknowledged
as shown in the third line.
If the responsibility for this alarm is transferred to another device, the state changes to
active - responsibility transferred as shown in the fourth line (not used in Platinum).
If this alarm is no longer active, the state changes to rectified - unacknowledged as shown
in the fifth line.

Table XXIV-5 State of Alarms

Color & Alert State Indication

Symbol
Active - unacknowledged Flashing red symbol and 3 short signals
repeated every 7 sec
Alert condition still present, alert not acknowl-
edged
Active - silenced Flashing red symbol and silent horn

Alert condition still present, alert not acknowl-

edged but audible signals have been silenced
by the operator
Active - acknowledged Steady red symbol and silent horn

Alert condition still present, alert acknowl-

edged by the operator
Active - responsibility transferred Steady red symbol and silent horn

Alert condition still present, a function of the

BAM compliant equipment with additional
system knowledge has taken over (not appli-
cable in Platinum)
Rectified - unacknowledged Steady red symbol and silent horn

Alert condition rectified, alert still unacknowl-

edged
Normal No symbol and no horn

No alert condition present

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1.7 Alert State and Presentation of Warnings

A Warning is processed like an alarm but indicated with a yellowish orange circle instead
of a red triangle and two short audible signals only.

Table XXIV-6 State of Warnings

Color & Alert State Indication

Symbol
Active - unacknowledged Flashing orange symbol and 2x short
audible signals not to be repeated unless
Alert condition still present, alert not escalated (see page 774)
acknowledged
Active - silenced Flashing orange symbol and silent horn

Alert condition still present, alert not

acknowledged but audible signals have
been silenced by the operator
Active - acknowledged Steady orange symbol and silent horn

Alert condition still present, alert

acknowledged by the operator
Active - responsibility transferred Steady orange symbol and silent horn

Alert condition still present, a function

of the BAM compliant equipment with
additional system knowledge has taken
over (not applicable in Platinum)
Rectified - unacknowledged Steady orange symbol and silent horn

Alert condition rectified, alert still unac-

knowledged
Normal No symbol and no horn

No alert condition present

1.8 Alert State and Presentation of Cautions

A caution is processed on a lower level with one single state only. It is indicated by a yellow
square instead of yellowish orange and there is no signal from the horn. A caution can not
be acknowledged by the operator.

Table XXIV-7 State of Cautions

Color & Alert State Indication

Symbol
Active - not rectified Steady symbol, silent horn

Alert condition present

Normal No symbol and no horn

No alert condition present

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1. General Information Operating Instructions

1.9 Category of Alerts

Alerts are in addition to their priority also distinguished by their category. The main criteria
for the category is the needed decision support which is required to rectify the alert.

Table XXIV-8 Category of Alerts

Category Criteria for Classification

A The information for decision support is directly related to the function generating
the alert on a certain MFD, e.g.:
1. Danger of Collision raised from a radar application, check traffic scenario
2. Danger of Grounding raised from an ECDIS or from a depth sounder, check
chart or history diagram of under-keel-clearance

All local alarms generated by a workstation are category A alerts.

B No additional information for decision support is required, e.g.:
1. Position Invalid
2. Gyro Invalid

All global alarms generated by the navigation system are category B alerts.
C The information required for decision support is not available at the bridge, the alert
cannot be acknowledged from the bridge, more information is required about the
status and treatment of the alert, e.g. certain alerts from the engine.
All automation alerts are category C alerts.
If an MFD of the automation system is transferred to the bridge, the category of
its alerts changes to B.

In general the category is kept in the background and not indicated to the user. Alerts are
automatically classified according to their category and treated either as local, global or
automation alerts. There is no need for the operator to take care about the category.

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1.10 The Alerts List in the Tools Sidebar

The Alerts List in the tools side bar provides an overview about all active Emergency Alarms,
Alarms, Warnings and Cautions. All entries are sorted according to their priority. Please
refer to the over-next page for the applied sort order of priorities. This alert list provides a
small number of entries at one time. A scroll sidebar and Go UP and Go DOWN pushbut-
tons are provided to navigate within the full list. The main alert list with a view to more than
20 entries at a time is described on the next page.
The alerts list is divided into a permanent header line and the main list. The header line is
always open (see first picture below). It shows the latest unacknowledged alert with highest
priority, see page 769. The main alerts list (see second picture below) opens on user request
and can be closed again by the user.
 If the alerts list is opened, it always shows the complete list of alarms, warnings and cautions,
independent of the previously made selections of filters or priorities in the list. The list then
shows the latest unacknowledged high priority alarm entry at the top.

Click here to open the

alerts list with latest
cautions, a yellow
square indicates any
cautions in the list
Click here to open the
Click here to To show the alert source alerts list with latest
Alerts List. silence the Click to ACK to and state, move cursor unacknowledged
To close, click alarm acknowledge the to the alert line alarms and warnings,
on the small alert red & orange symbols
cross. indicating any open
Selection and indication Buttons for stop horn, acknowl- alarm or warning in
of alerts to be listed (click edgment, and print the list
Visual indica-
tion for the to small arrow)
horn Scroll bar and
Go UP/ DOWN
Buttons for
navigating in
the list

Latest unac-
knowledged
alert

Alert state, equipment and application Number of alerts, 1-3 out of 7

that have originated the alert, alert alerts are visible in the list
number and supporting text

List Criteria: By means of the list criteria, the

clearness of the list can be
improved. Alerts with the criteria/
sub criteria chosen only will be
displayed here (click to the text
and not to the file symbol)

Fig. XXIV-1 Overview of the Alerts List

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1. General Information Operating Instructions

1.11 The Alerts List in Super Home and CONNING

Go back to the Super
Home page.

Open Super Home

Select the entry Infra-
structure under Mainte-
nance or change to the Open the Tools Bar
CONNING page.

Open the Tools bar in

the Infrastructure page
or the CONNING page
and select Nav Alerts.

The full list shows up

to 20 alerts at a time.
If more alerts are in
the list, scroll buttons
will appear at the right
side as shown for the
Tools Bar list. Oper-
ating is done in the
same way is described
on the previous page.

Select one of the

screen split modes in
the top right corner.
here the mode with
two separate windows
is selected. One
window shows the
alerts list, the other
window could display
any other menu from
the tolls list, e.g. the
alert history.

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1.12 Example of an Alarm

Additionally to the alarm designation, supplemental information is displayed for each alarm
in the list. In the above example, the Position Sensor 03 has originated the alarm.
More details are given in the entry of the alerts list as shown below:

Designation of the
alarm

Date and time of first

MFD-Id, Application Id Guidance for dealing occurrence of the
and Alarm number with the alert alarm

The alarm number is M01GN000, where M01 is the number of the workstation (MFD), GN
is the indication for the GNSS sensor, 000 is the internal fault number. See list of alarms
for further information.
The status of the alarm can be read from the red symbol, it means that the alarm is still
active (in alarm state) and unacknowledged.

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1.13 Indication of Unacknowledged Alerts

Unacknowledged Warnings in the Cautions in the

alarms in the list list list

Unacknowledged Alarms, Warnings, and Cautions are indicated by small colored

symbols in the list buttons.
1. A bell in the button is indicating any unacknowledged alarm (red) or warning (orange)
in the list.
2. A red triangle is indicating any acknowledged but still active or unrectified alarm in the
alert list.
3. An orange circle is indicating any acknowledged but still active or unrectified warning in
the alert list.
4. A yellow square is indicating any active caution in the list.
5. If no symbol is visualized, there are no open alarms, warnings, or cautions in the list (no
need to open it).

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1.14 Sorting of Alerts in the Alerts List

The priority sorting order for alerts is based on 10 levels. For practical reasons it is important
only to know, that first all unacknowledged alerts are listed following the four priorities with
emergency alarm on top (only used in combined systems), alarms, warnings, and cautions.
They are followed by the rectified alerts and finally by the acknowledged alerts as follows:
active emergency Alarms in order which they occur


 active-unacknowledged and active-silenced alarms in order which they occur

 active-unacknowledged and active-silenced warnings in order which they occur

 rectified-unacknowledged alarms in the order which they occur

 rectified-unacknowledged warnings in the order which they occur

 active-acknowledged alarms in the order which they occur

1)
 active-responsibility transferred alarms in the order which they occur

 active-acknowledged warnings in the order which they occur

 active-responsibility transferred warnings in the order in which they occur

2)

 active cautions in the order in which they occur

New alarms are put on the top of the alarm list. The order in which they occur is defined
by the time stamp of first occurrence of an alert. An example is shown below:

Fig. XXIV-2 Priority of Alerts

1)
Responsibility transfer is not used in the Platinum System

2)
Responsibility transfer is not used in the Platinum System

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1. General Information Operating Instructions

1.15 Operating when an Alert comes up on one Work-

station (MFD)
When an alarm or warning is raised, the workstation (MFD) generating this
alarm or warning, will activate its horn and display the corresponding symbol in the alarm
line and in the alarm list.
Other workstations will display or but no horn is activated. The crossed
triangle or circle means that the alarm or warning cannot be acknowledged from this work-
station (MFD).

Table XXIV-9 Alert comes up on one Workstation

The Display
Step Action Changes to
1 First switch off the acoustic alarm, use the Silence button in the alarm
line or just press F11 on the keyboard. This initial stop horn step can be or
done from any workstation or panel on the bridge.
2 Remove the cause for the alarm or warning, perform any actions to avoid
possible danger.

3 Acknowledge the alarm or warning:

Click on Acknowledge in the alarm line or press F12 on the keyboard or
Click on Acknowledge Next in the heading of the Alarm list
4 If the cause for an alarm or warning disappears before it is acknowl-
edged, it will be set to rectified. or .

5 If the responsibility for an alarm or warning has been handed over to

another device, it will be set to transferred (not used in Platinum). or (

 If the horn is not stopped within 30 sec, a backup call is activated on all panels.
 If the horn is stopped again and again for longer than 30 s it does not prevent a new
start of the acoustic alarm.
 If an alarm or warning is not acknowledged within 30 sec after switching off the horn,
the horn is reactivated and the symbol changes accordingly back to the initial state.
Unacknowledged warnings are in addition escalated to alarms after a delay time.
 If alerts are unacknowledged for more than 60 sec (automation alerts 3-5 min), an all
operator call is activated on all panels.
 The entry in the alarm list is including always an indication of the source of alarm or
warning, i.e. the MFD number, so that the operators knows where to acknowledge this
alarm or warning.
 If an emergency alarm is received from an external system, e.g. fire alarm system, it is
displayed only, no horn is activated, and it has to be acknowledged at that external
device.

CAUTION
If a workstation (MFD) is no longer used by an operator (e.g. in the wing when
sailing in open sea) it is recommended to switch off the alerts on that MFD. Other-
wise it may happen that a target alert, which is a local one, comes up and is
silenced from any other MFD but can not be acknowledged from that other MFD.
The operator has to go back to the wing within 30 sec to acknowledge this local
alert. If not in time, a back-up call is initiated on all duty panels, after 60 sec an all
ship call is activated. Please refer to page 199 for switching off the local alerts.

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1.16 Operating when an Alert comes up on several

Workstations (MFD)
When the same alarm or warning is raised on two or more workstations (MFD)
they will activate their horns and display the corresponding symbol in the alarm line and in
the alarm list.
Typically this scenario appears, if a global alert is generated which can be solved without
additional information for decision support (category B alert, e.g. a sensor failure).

 In general global alerts will trigger all workstations, but the number of workstations
activating the horn can be limited during commissioning in order to avoid high sound
pressure on the bridge, typically one workstation at the center bridge and one on
each wing are selected, but in minimum two.

Other workstations will display or but no horn is activated.

Table XXIV-10 Alert comes up on several Workstations

The Display
Step Action Changes to
1 First switch off the acoustic alarm, use the Stop Horn button in the
alarm line or just press F11 on the keyboard. This initial stop horn step or
can be done from any workstation or panel on the bridge.
2 Remove the cause for the alarm or warning, perform any actions to avoid
possible danger.

3 Acknowledge the alarm or warning (can be done from any workstation or

panel): or
Click on Acknowledge in the alarm line or press F12 on the keyboard
Click on Acknowledge Next in the heading of the Alarm list

All further remarks from the previous page are valid here as well!

 As described earlier under Category of Alerts more information for decision support
is required to solve any automation alerts (category C alerts). This information is not
available at a single workstation. Therefor the same global alarm handling as
described above is applied here. Horns are activated on the same workstations as for
category B alerts, depending on the attended/unattended status of the alarm system,
and the “Always on Bridge” attribute.

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1. General Information Operating Instructions

1.17 Escalation of Warnings

Unacknowledged navigation warnings are changed to
alarm priority after a limited time period, the escalation
time.
This time can be set by the user in the Settings ->
Escalation menu between 0:30 and 5:00 min.
The setting is password protected on level 1 1) . The
factory default value is 60 sec. The last setting is
stored.

 Navigation warnings only are escalated, automa-

tion warnings are not affected!

A typical escalation sequence is shown in the table below:

Table XXIV-11 Alert Sequence for Escalated Warning

The Display
Step Event Changes to
1 SI031 - Position Invalid

2 The warning has not been acknowledged by the operator within the esca-
lation time period of 60 sec (or user set value) and has been escalated
to an alarm
3 The horn has been stopped by the operator

4 The warning, now with alarm priority, has been acknowledged by the
operator but the redundant position is still lost.
5 The position is valid again and the alarm status is set to normal, no
symbol is shown

1.18 Transfer of Escalated Warnings to BNWAS

(optional)
In general warnings are escalated to warnings or alarms. If not acknowledged some alerts
are generating a back-up navigator call at the BNWAS system. If the BNWAS system is inte-
grated in Platinum the transfer is internally. The alert remains active in the alert list and the
subtitle indicates a back-up call.
Depending on the ship specific configuration an escalated warning can also be reported via
relay contact to a third party Bridge Navigational Watch Alarm System. This is a one way
reporting. In any case the alert has to be acknowledged at the CAM system.

1)
Level 1 has a factory default setting of 11 which can be changed during system commissioning

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1.19 Aggregated Alerts from External Systems

The Bridge Alert Management (BAM) standard provides a standardized method for
aggregating several alerts with the same alert ID into an aggregated alert.
 The NACOS Platinum system is not using this method internally but the Platinum CAM
can display and process aggregated alerts from external subsystems from SW version
2.1.16 onwards.
Imagine an external water tight door monitoring system. Each open door contact results in
an alert with the same alert ID 3081 1) . All open door alerts can be aggregated by the moni-
toring system into a single aggregation header alert. The Platinum CAM receives the indi-
vidual sensor alerts and in addition the leading aggregated header alert.

The received aggregated hull door alert is displayed in the CAM alert list and marked with
a “+” sign next to the alert icon. The underlaying door open alerts are not visible in this
first stage.
Now the operator can click to the “+” sign and the underlaying door open alerts are listed
in addition below the aggregated header alert. Underlaying sensor alerts are displayed with
the same indention showing that they belong together. The “+” sign has changed to a “-”
sign indicating that the additional list of underlaying sensor alerts is open.

Deselect Aggre-
gation

A click again to the “-” sign closes the sublist. The aggregated header alert line is still visible.
The aggregated header alert can not be acknowledged, each single door open alert can be
acknowledged instead. The aggregated header alert will disappear if there are less than 2
member alerts within the aggregation group.
The aggregated presentation can be switched off by unchecking the small box in the head-
line, see red arrow above. In this case the aggregated member alerts are shown not aggre-
gated but as individual alerts.

1)
See IEC 62923-2 (2019) Table A2 and IMO A.1021(26)

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1.20 Functional Alert Grouping by External Systems

The Bridge Alert Management (BAM) standard provides a standardized method for
grouping several alerts with different alert ID but focused on the same overall failure or
function into a functional alert group.
 The NACOS Platinum system is not using this method internally but the Platinum CAM
can display and process alert groups from external subsystems from SW version
2.1.16 onwards.
Imagine an engine monitoring system based on a field computer processing various engine
sensor data (temperatures, pressures, rpm, ...). If a certain limit value for each sensor is
exceeded, an alert is raised. These sensor alerts related to a certain engine problem can be
collected into one functional group raising in addition a group header alert. The Platinum
CAM receives the individual sensor alerts and in addition the leading group header alert.

The received group header alert is displayed in the CAM alert list and marked with a “++”
sign next to the alert icon. The underlaying sensor alerts are not visible in this first stage.
Now the operator can click to the “+” sign and the underlaying sensor alerts are listed in
addition below the group header alert. Underlaying sensor alerts are displayed with the
same indention showing that they belong together. The “+” sign has changed to a “-” sign
indicating that the additional list of underlaying sensor alerts is open.

Deselect
Grouping

A click again to the “-” sign closes the sublist. The group header alert line is still visible. The
group header alert can not be acknowledged, each single sensor alert can be acknowledged
instead. The group header alert will disappear if there are less than 2 member alerts within
the group.
The grouping presentation can be switched off by unchecking the small box in the headline,
see red arrow above. In this case the group member sensor alerts are shown not grouped
but as individual alerts.

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1.21 Grouped & Aggregated Alerts in the List

If a group or aggregated header alert is received, the list displays a small box in the top
line for the activation of the Grouping and Aggregation function. Check a box to see the
received header alert. Grouped and aggregated alerts are presented in the alert list in the
same way. They can be distinguished by the small “+” sign in the header alert.
For aggregated alerts a single “+” is used (same alert ID, several door open messages).
For grouped alerts a double “++” is used (various alerts from same subsystem).
The following two screenshot show examples of grouped alerts in the alert list.
The left list contains the single alerts according to their priority and time. The three engine
alerts are presented as single alerts. Activate the Grouping display function (red arrow).
Now the right list appears. First the three single engine alerts are hidden but the associ-
ated header alert Engine: OOW Attention appears. Click to the small button marked with
“+” to see the single alerts in addition (as shown here). Click to the small “-” button to
hide the single alerts again. Deselect the Grouping check mark (red arrow) to go back to
the full view of all single alerts as presented by the left list.

Fig. XXIV-3 Display of single Alerts (left) and Grouped Alerts (right)

The same view as above applies to the aggregated alerts. The aggregated header alert is
marked with one “+” sign instead of two.

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1.22 Priority Reduction of Alerts

Larger navigation systems with several MFDs (workstations) are typically fitted with a
number of redundant sensors.
Imagine the situation that GPS1 1) is selected as the actual position sensor. GPS 2 and 3
are configured for use, but actually not required for navigation.
If now GPS 2 or 3 are failing, and without any further measures, an acoustic warning would
be given distracting the OOW from his primary nautical task.
In order to avoid this situation a function for priority reduction of alerts has been included
into the Platinum NAVIGATION System system. If a sensor is failing, which is not in use,
instead of a warning a silent caution is given.
 If sensor integrity monitoring is active the secondary sensor used for monitoring is
considered to be in use, priority reduction does not take place for this sensor.
 If sensor selection is in auto mode, and the actual sensor in use is failing, the auto-
matic switch-over process to another sensor is indicated by a warning, which has to
be acknowledged by the user.
If sensors with full alert communication 2) according to the BAM standard IEC 62923 are
used, the processing of alerts from these sensors is as follows:
If a warning from a sensor not in use is received, this warning is indicated in the alarm
list and has to be acknowledged by the user.
The Platinum NAVIGATION System system is transmitting an ACN message with
acknowledgment to the sensor.
The sensor will stop the acoustic alert, change status, and confirm with an ALF
message.

1.23 Handling of Target Related Alerts

The Platinum system generates four different target related alerts as follows:
1. if a new target has been auto-acquired, or
2. if a target is touching the own CPA/TCPA limit, or
3. if a target is entering the guard zones, or
4. if a target is lost.
Due to the special nature of target related alerts these are processed different. If more than
one target is generating the same alert condition (either auto-acquired, CPA/TCPA, guard
zone or lost), this is not indicated further.
The target alert is raised with the first target meeting the condition, and it remains as long
as the user acknowledges the alert or if the last target condition disappears. In any case
the user has to open the target list and check the targets in detail concerning distance,
speed and course.

1)
GPS (Global Positioning System) used here as short form for a GPS navigation sensor

2)
Sensors supporting responsibility transfer of alerts with ALF, ACM communication

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Operating Instructions 1. General Information

1.24 Alert History and Alert Search

The history of alerts can be traced with the Alert History List. Open the Tools Bar and
select Alert History. The history list is available in both views, the small CAM view and the
full CAM view. Each time, an alert has been raised, silenced, acknowledged, or rectified, an
entry is added to this list.

Fig. XXIV-4 Alert History

The alert search is available from the Tools Bar as well. Select Alert Search to open a
history list with additional search function. Enter a text and if required a time slot as shown
below to see those alerts only which fit into the search mask.

Fig. XXIV-5 Alert Search

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1. General Information Operating Instructions

1.25 Test of Alerts

The internal alert functions can be tested for training and maintenance purposes:

Go back to the Super Home page.

Open Super Home

Select the entry Infrastructure

under Maintenance.

Open the Tools bar and select Alert

Test.

Open the Tools Bar

Select an Alert Priority (ALARM,

WARNING, CAUTION) and an Alert
Category (A, B, C) and activate the
test alert by checking the corre-
sponding box.

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Operating Instructions 2. Navigation Sensor Alerts

2. Navigation Sensor Alerts

This chapter describes the navigation sensor alerts available in the system. The main navi-
gation sensors used for the heading, speed and position are monitored depending on the
configuration. Those sensors which are redundant can be supported by an automatic selec-
tion mode.

CAUTION
The automatic selection mode is the default setting after start or restart
of the system.

- If the selection mode is AUTO the switching over to another sensor of the same type
is done with a warning indicating the new sensor selection.
- If an individual sensor is chosen the switching over to the backup sensor must be
done manually after the respective alarm or warning has been given.
- In the meantime (until a new sensor has been selected) the system is using the latest
valid values of the disturbed or faulty sensor which produced the alarm.
- Switch over to the new sensor a soon as possible, but not before its data have been
checked for plausibility and correctness. Just move the cursor to the new sensor in the
selection list to see a small information window with the actual sensor data.

Legend:
The source is indicated by the alert number, SI... is an alert from the sensor interface, RA...
is from radar, EI... is from ECDIS, and AI... from AIS.
The bold text describes the alert in short, followed by a more detailed description in the next
line.
Finally the alert ID is listed, numbers in the range 3000 to 3900 are assigned
according to the BAM standard IEC 62923-2.
Other ID numbers above 9999 are Platinum System specific, they are related to
the BAM standard as far as the last figure is concerned:
 numbers ending with 1 are used for the priority alarm;
 numbers ending with 2 are used for the priority warning;
 numbers ending with 3 are used for the priority caution.
All navigation sensor alerts listed below are category B alerts, they are distributed over the
entire navigation system and can be acknowledged from any workstation.
Other alerts are either category B as above or category A. The latter can be acknowledged
only from the workstation which raised the alert.
The last column shows a detailed description of the alert including recommended measures
for the user.

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2. Navigation Sensor Alerts Operating Instructions

2.1 Heading Sensor Alerts

Table XXIV-12 Heading Sensor Alerts

SYS Alert CAT Priority Description

SI SI001 B WARNING The compass system is again sending valid
Heading Valid data. This warning has to be activated under
Gyro system is again SETTINGS (see page 204)
sending valid data
ID 10012
SI SI002 B WARNING The heading sensor system has failed, or is
Heading Invalid [1] reporting incorrect data, -or- the sensor inter-
Check gyro system or face connected to the system has failed.
select another gyro
ID 10022
SI SI004 B WARNING The sensor selection for the connected
New HDG Sensor heading sensors is operating in AUTO mode
Selected [2] and the previously used sensor is invalid or
A new heading sensor was data are no longer received via the sensor
automatically selected interface. The new selected sensor is indi-
ID 10042 cated with its data, status and mode in the
position instrument display.This warning is
escalated to an alarm after the user set time
period! This warning has to be activated
under SETTINGS (see page 204)
SI SI005 B CAUTION The compass subsystem with two or more
Heading Repeater gyro systems provides data from another gyro
Differ to the repeaters compared to the Platinum
Select the same gyro as INS, check selected gyro and switch-over
used for the repeater manually at the compass subsystem operating
ID 10053 unit in order to bring Platinum and repeaters
in-line (both to be fed from same gyro)
SI SI019 B WARNING The preset limit for rate-of-turn data from
ROT Limit Exceeded gyro has been exceeded. This warning is
The pre-set ROT limit has escalated to an alarm after the user set time
been exceeded period!
ID 10192
[1]
All display objects and operating possibilities for which the heading information is required are no
longer shown or are inactive, tracked targets are deleted.

[2] If you want to use another sensor than the automatically selected one, you must go to manual
selection mode by a click on the required sensor in the position sensor menu. A reactivation of
AUTO mode can only be done by the operator (Click on AUTO in the menu).

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Operating Instructions 2. Navigation Sensor Alerts

2.2 Speed Sensor Alerts

Table XXIV-13 Speed Sensor Alerts

SYS Alert CAT Priority Description

SI SI020 B WARNING The speed sensor which had given the Ground
Ground Speed Speed Invalid alarm is again sending valid data.
Valid This warning is escalated to an alarm after the user
The SOG sensor is
again sending valid set time period! This warning has to be activated
data under SETTINGS (see page 204)
ID 10202
SI SI021 B WARNING The selected COG/SOG speed sensor is sending
Ground Speed invalid data or no data. Select another speed sensor
Invalid or manual input of speed data. At present, the speed
Select another
speed sensor that was last sent as the valid speed is being used.
ID 10212 Dashes are shown in the speed display field. Esca-
lation: This warning is escalated to an alarm after
the user set time period!
SI SI023 B WARNING The speed sensor not in use changed its status, i.e.
Speed Status from operation to not available.
Changed Escalation: This warning is escalated to an alarm
ID 10232
after the user set time period!
SI SI024 B WARNING See SIO004 - New HDG Sensor selected!
New SOG Sensor
Selected
A new SOG sensor
was automatically
selected
ID 10242
SI SI026 B WARNING The selected STW sensor is sending invalid or no
Water Speed data. Select another speed sensor or manual input of
Invalid speed data. At present, the speed that was last sent
Select another
speed sensor as the valid speed is being used. Dashes are shown
ID 10262 in the speed display field. Escalation: This warning
is escalated to an alarm after the user set time
period!
SI SI029 B WARNING See SIO004 - New HDG Sensor selected!
New STW Sensor Escalation: This warning is escalated to an alarm
Selected after the user set time period! This warning has to
A new STW sensor
was automatically be activated under SETTINGS (see page 204)
selected
ID 10292

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2.3 Position Sensor Alerts

Table XXIV-14 Position Sensor Alerts

SYS Alert CAT Priority Description

SI SI030 B WARNING The position sensor which has given the Position
Position Valid Invalid alarm is sending valid data again. Check
The position sensor data of the main sensor! Escalation: This warning is
is again sending
valid data escalated to an alarm after the user set time period!
ID 10302 This warning has to be activated under SETTINGS
(see page 204)
SI SI031 B WARNING The selected position sensor is sending invalid posi-
Position Invalid tion data. Another position sensor will have to be
Select another posi- selected by the operator. During the transition
tion sensor
ID 10312 period, the system determines the position by dead
reckoning (i.e. is internally switched to Estimated
Position).
SI SI032 B CAUTION The selected position sensor has reported a greater
position-deviation than is usual for this type of
Low Position sensor.
Quality [1]
Check position
sensor, ID 10323
SI SI036 B WARNING In AUTO mode the system has switched temporarily
to dead reckoning (DR). Acknowledgment is possible
No Valid Position on any indicator. As soon as possible the system will
Sensor
Ship sails in dead- automatically switch to a valid position sensor and
reckoning mode, deactivate this warning.
take care
ID 10362
SI SI037 B WARNING The selected position sensor is reporting another
No WGS84 Posi- position datum than WGS84. This warning is esca-
tion in Use lated to an alarm after the user set time period!
Select another
sensor or take posi-
tion fix
ID 10372
SI SI038 B CAUTION The own ship has reached polar regions beyond 85
Latitude degree north or south, due to incorrect Mercator
exceeded projection any electronic charts must not be used,
Latitude Exceeded,
Ship sails beyond paper charts have to be used
85° N/S, use paper
chart, ID 10383
SI SI039 B WARNING In AUTO mode the previously used sensor is invalid
New POSN or data are no longer received. The new sensor
Sensor Selected selected is indicated with its data, status and mode
A new position
sensor was auto- in the position instrument display. If you want to use
matically selected another sensor than the automatically selected one,
ID 10392 you must go to manual selection mode by a click on
the required sensor in the position sensor menu. A
reactivation of AUTO mode can only be done by the
operator (Click on AUTO in the menu). This warning
is escalated to an alarm after the user set time
period! This warning has to be activated under
SETTINGS (see page 204)
[1] Option for DNV NAUT-AW ships

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Operating Instructions 2. Navigation Sensor Alerts

2.4 Inclinometer and Draught Sensor Alerts

Table XXIV-15 Inclinometer and Draught Sensor Alerts

SYS Alert CAT Priority Description

SI SI040 B CAUTION The inclinometer is sending invalid or
Inclinometer Invalid no data. Reset inclinometer and check
Roll and Heel value missing operation.
ID 10403
SI SI045 B CAUTION The draught sensor is sending invalid
Draught Invalid or no data. Reset the draught sensor
Check Under Keel Clearance and check operation.
ID 10453

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2.5 Depth and Weather Alerts

Table XXIV-16 Depth and Weather Alerts

SYS Alert CAT Priority Description

SI SI051 B WARNING The selected sensor is sending invalid
Depth Invalid data. Another sensor has to be
Check under keel clearance, take selected by the operator.
care
ID 10512
SI SI053 B ALARM The user set depth limit has been
Depth Limit Exceeded reached, check navigational situation
Check navigational situation, take
care
ID 10531
SI SI054 B WARNING The user set under keel clearance
UKC Limit Exceeded (UKC) has been reached, check navi-
Check navigational situation, take gational situation. This warning disap-
care pears if the ship speed is zero.
ID 10542
SI SI055 B CAUTION Depth from redundant input is lost,
Depth Redundant Input check redundant sensor interface and
Depth from redundant input is the 2nd echo sounder later when in
lost, check later harbour
ID 10553
SI SI056 B CAUTION Depth from backup sensor is lost,
Depth Backup Lost check 2nd echo sounder device later
Depth from backup sensor is lost, when in harbour
check later
ID 10563
SI SI061 B WARNING The selected sensor is sending invalid
Wind Invalid or no data. Another sensor has to be
ID 10612 selected by the operator.
SI SI063 B WARNING The user set wind speed limit has been
Wind Warning reached, check navigational situation.
Check traffic scenario considering
wind forces
ID 10632
SI SI066 B WARNING The selected sensor is sending invalid
Weather Invalid or no data. Another sensor has to be
Select another sensor selected by the operator.
ID 10662
SI SI069 B WARNING The user set wave height limit has
Wave Height Warning been reached, check navigational situ-
Check traffic scenario considering ation.
wave impact
ID 10692

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Operating Instructions 2. Navigation Sensor Alerts

2.6 Backup Sensors and Redundant Input

If two or more sensors of the same type are available in your NACOS system, each second
or further sensor, which is currently not in use as main or secondary sensor, is considered
as a backup sensor and monitored.
If a backup sensor is lost, a caution (yellow square, silent) with ... Backup Lost is generated
to inform the user.
Further-on if any sensor is connected redundant to your NACOS system, which means the
data are fed in parallel into two inputs i.e. into two navigation sensor interfaces DCU 2010
or DPU 2020, a loss of data on any redundant input will generate again a caution (yellow
square, silent) with ... Redundant Input.

Table XXIV-17 Backup Sensors and Redundant Input - Signal Lost

SYS Alert CAT Priority Description

SI SI055 B CAUTION The sensor signal from the redundant input is lost.
Depth Redun- The primary or main sensor is still working. No
dant Input further action is actually required. The backup sensor
Depth from redun-
dant input is lost, should be checked as soon as possible.
check later
ID 10553
SI SI056 B CAUTION The sensor signal from the backup sensor is lost. The
Depth Backup primary or main sensor is still working. No further
Lost actions is actually required. The backup sensor
Depth from backup
sensor is lost, should be checked as soon as possible.
check later
ID 10563
SI SI070 B CAUTION The sensor signal from the redundant input is lost.
Heading Redun- The primary or main sensor is still working. No
dant Input further action is actually required. The backup sensor
Heading from
redundant input is should be checked as soon as possible.
lost, check later
ID 10703
SI SI071 B CAUTION The sensor signal from the backup sensor is lost. The
Heading Backup primary or main sensor is still working. No further
Lost actions is actually required. The backup sensor
Heading from back-
up sensor is lost, should be checked as soon as possible.
check later
ID 10713
SI SI076 B CAUTION The sensor signal from the redundant input is lost.
Position Redun- The primary or main sensor is still working. No
dant Input further action is actually required. The backup sensor
Position from
redundant input is should be checked as soon as possible.
lost, check later
ID 10763

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2. Navigation Sensor Alerts Operating Instructions

Table XXIV-17 Backup Sensors and Redundant Input - Signal Lost

SYS Alert CAT Priority Description

SI SI077 B CAUTION The sensor signal from the backup sensor is lost. The
Position Backup primary or main sensor is still working. No further
Lost actions is actually required. The backup sensor
Position from
backup sensor is should be checked as soon as possible.
lost, check later
ID 10773
SI SI078 B CAUTION The sensor signal from the redundant input is lost.
Speed Redun- The primary or main sensor is still working. No
dant Input further action is actually required. The backup sensor
Speed from redun-
dant input is lost, should be checked as soon as possible.
check later
ID 10783
SI SI079 B CAUTION The sensor signal from the backup sensor is lost. The
Speed Backup primary or main sensor is still working. No further
Lost actions is actually required. The backup sensor
Speed from backup
sensor is lost, should be checked as soon as possible.
check later
ID 10793

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Operating Instructions 2. Navigation Sensor Alerts

2.7 Sensor Monitoring - Deviation between Main and

Secondary Sensor
If sensor monitoring is activated and the secondary sensor which is used for monitoring the
main sensor, is differing more than a user set limit, a warning (orange circle and horn) with
“<Sensor> Monitoring” is generated.
SW version 2.1.22 and later: The same applies if the secondary sensor is off-line or has
invalid data. In addition if two heading sensors are configured, the monitoring for heading
is always activated, it can not be switched off by the user.
Table XXIV-18 Sensor Monitoring - Deviation To Secondary Sensor Detected

SYS Alert CAT Priority Description

SI SI089 B WARNING The deviation of heading sensor data
HDG Monitoring between the main sensor and the
Main and 2nd sensor differ more secondary sensor selected for moni-
than set limit*
ID 3012 toring is greater than the limit set by
the user. SW 2.1.22 and later: this
warning is raised as well if the 2nd
sensor is off-line or has invalid data.
This warning is escalated to a warning
again if not acknowledged.
SI SI091 B WARNING Same warning as above for speed
STW Monitoring through water sensor data.
Main and 2nd sensor differ more
than set limit*, ID 3012
SI SI092 B WARNING Same warning as above for speed over
SOG Monitoring ground sensor data.
Main and 2nd sensor differ more
than set limit*, ID 3012
SI SI093 B WARNING Same warning as above for depth
Depth Monitoring sensor data.
Main and 2nd sensor differ more
than set limit*, ID 3012
SI SI096 B WARNING Same warning as above for dead reck-
DR Monitoring oning sensor data.
Check traffic scenario and take
position fix, ID 3012
SI SI097 B WARNING Same warning as above for position
POSN Monitoring sensor data.
Main and 2nd sensor differ more
than set limit*, ID 3012

CAUTION
Above warning is applied for three cases:
The deviation between the two sensors is greater than a user set limit.
The second sensor used for monitoring is off-line.
The second sensor used for monitoring has invalid data.
* If the second sensor is off-line or has invalid data the additional text in the warning
message changes accordingly:
Instead of “Main and 2nd sensor differ more than set limit” the following is displayed:
“2nd sensor is off-line or has invalid data”.

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2. Navigation Sensor Alerts Operating Instructions

2.8 Legacy Sensor Alerts

Legacy sensors are those which do not comply with the actual BAM standard. They are using
former ALR and ACK messages for the alert communication. We can find legacy sensors on-
board of ships where a new Platinum system is installed in the context of a repair or main-
tenance measure but the existing sensors are still used.
In this case the Platinum CAM system will convert received ALR messages into the BAM
compliant alerts ALF, ALC, and ACN. The conversion is based on an XML table prepared
during system commissioning by the project engineering. The following table shows an
example for an earlier SAAB GPS sensors. If this sensor is connected, the following alerts
can appear.

Table XXIV-19 Legacy Sensor Alerts

SYS Alert CAT Priority Description

SI POSN3 B CAUTION Alert 151 from position sensor
HDOP Limit Exceeded received, converted to BAM ID 3056
HDOP exceeds limit and text added as shown
ID 3056
SI POSN3 B WARNING Alert 152 from position sensor
Lost Position received, converted to BAM ID 3015
GNSS position data unavailable and text added as shown
ID 3015
SI POSN3 B WARNING Alert 153 from position sensor
DGNSS Lost received, converted to BAM ID 3055
No corrections available and text added as shown
ID 3055
SI POSN3 B WARNING Alert 161 from position sensor
Heading Lost Heading received, converted to BAM ID 3015
GNSS heading input and text added as shown
ID 3015
SI POSN3 B CAUTION Alert 163 from position sensor
Doubtful RAIM received, converted to BAM ID 3013
GNSS RAIM level caution and text added as shown
ID 3013
SI POSN3 B CAUTION Alert 164 from position sensor
Doubtful RAIM received, converted to BAM ID 3013
GNSS RAIM level unsafe and text added as shown
ID 3013
SI POSN3 B WARNING Alert 169 from position sensor
Doubtful DGNSS received, converted to BAM ID 3008
Poor DGNSS signal and text added as shown
ID 3008
SI POSN3 B WARNING Alert 171 from position sensor
GNSS Malfunction received, converted to BAM ID 3008
GNS malfunction and text added as shown
ID 3008
SI POSN3 B CAUTION Alert 181 to 188 from position sensor
Out n (n=1...8) degraded received, converted to BAM ID 10013
Excessive buffering. Check data and text added as shown
rates
ID 10013
SI POSN3 B CAUTION Alert 191 to 198 from position sensor
Out n (n=1...8) disabled received, converted to BAM ID 10023
Data overload. Check data rates and text added as shown
ID 10023

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Operating Instructions 3. ECDIS Alerts

3. ECDIS Alerts
Most ECDIS Alerts listed below are category A alerts and handled from the workstation
where they appear. Some alerts are marked with (B) which means, that they are distributed
navigation system wide and handled from any workstation.

Table XXIV-20 ECDIS Alerts (Table-Sheet 1 of 2)

SYS Alert CAT Priority Description

EI EI000 A ALARM ECDIS not available for route monitoring and display
Malfunction of of charts.
ECDIS
Route monitoring
and display of
charts lost
ID 3007
EI EI001 A ALARM The ship will cross a depth limit for which this alarm
Crossing Safety has been activated in the Alarms > ECDIS Alerts
Contour menu.
Ship will violate the
user set depth limit
ID 3031
EI EI002 A WARNING The chart monitoring detected an area with special
Crossing Special condition (for example a user made Danger Highlight
Area Area) ahead of the own ship’s position. This alert can
Chart monitoring
has detected a be set by the user to a CAUTION (see EI015).
special area
ID 3035
EI EI003 A ALARM The current position of the ship deviates from the
Deviation from planned position. The limits of the cross track devia-
Route tion can be altered in the XTL column of the
Ships position devi-
ates from the waypoint list. This alarm is equivalent to "Off Track
planned position Limit Exceeded" in TP mode.
ID 3024
EI EI005 A WARNING The ship is approaching a WOP (wheel over point), it
Approach to is indicating the approach to the next course change
Waypoint maneuver on the pre-planned route. This alarm is
Ship is approaching
a wheel over point equivalent to "TP Waypoint Approaching" in TP
ID 3028 mode. This alarm can be activated or suppressed
under SETTINGS->Route & ECDIS Alerts with the
selection of Critical point on route alert.
EI EI006 A WARNING The ship is approaching a critical point on the route.
Approach Crit- Check the chart for any obstacles! This warning can
ical Point be switched off under SETTINGS->Route & ECDIS
Ship is approaching
a critical point on Alerts.
the route
ID 3038
EI EI010 B CAUTION An obstruction, a wreck, a rock with depth below the
Navigation user selected safety depth or Aids to Navigation or a
Hazard Ahead user made Safety Line will be crossed soon.
Check chart for
obstructions or
other hazards
ID 3036
EI EI014 B ALARM Refer to page 415 of this manual for the drift calcu-
Man Overboard lation and the bridge procedures of your vessel for
Man Overboard further actions. The man overboard user symbol is
alarm was activated
ID 10141 distributed to all workstations and can be processed
from any workstation.

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3. ECDIS Alerts Operating Instructions

Table XXIV-20 ECDIS Alerts (Table-Sheet 2 of 2) (continued)

SYS Alert CAT Priority Description

EI EI015 B CAUTION The chart monitoring detected an area with special
Crossing Special condition, this caution is distributed to all worksta-
Area tions and it can be handled at any workstation. This
Chart monitoring
has detected a alert can be set by the user to a WARNING (see
special area EI002).
ID 3036
EI EI016 B CAUTION New charts are available on the central chart server,
New Charts on the download from server to Platinum ECDISPILOT/
Server MULTIPILOT can be done at any time
Updated cells avail-
able on NetDrive
ID 10163
EI EI017 B CAUTION The connection between central chart server and
Chart Server ECDISPILOT/ MULTIPILOT is interrupted. Check
Timeout devices at any time. The passage can be continued
NetDrive not avail-
able with charts available from earlier updates.
ID 10173

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Operating Instructions 4. Anchor Watch Alerts

4. Anchor Watch Alerts

If the anchor watch option is activated the following alerts could appear:

Table XXIV-21 Anchor Watch Alerts

SYS Alert CAT Priority Description

EI EI020 A WARNING The vessel is exiting the anchor watch
Exiting Anchor Area area, which means is touching the
Vessel is exiting the anchor watch contour of the sector at one of the two
area
ID 3032 sides or at the back.

EI EI021 A WARNING The vessel is out of the anchor watch

Out of Anchor Area area.
Vessel is out of the anchor watch
area
ID 10212
EI EI022 A WARNING The anchor is dragging, which means
Anchor Dragging the vessel is touching the contour of
Ship is touching the area contour the sector at the back.
ID 10222
EI EI023 A WARNING The remaining speed during anchoring
Anchor Watch Speed Limit exceeds the set speed limit.
Speed during anchoring exceeds
the speed limit
ID 10232

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5. Target Alerts (ARPA & AIS) Operating Instructions

5. Target Alerts (ARPA & AIS)

Target Alerts listed below are category A alerts and handled from the workstation where
they appear.

Table XXIV-22 Target Alerts

SYS Alert CAT Priority Description

RA RA001 A WARNING The tracked target situated at the
Lost Target [1] displayed lost target symbol has got
Acquired targets have been lost lost. This warning is escalated to an
ID 3052 alarm after the user set time period!
RA RA002 A ALARM The target which is flashing in red has
CPA/TCPA become a dangerous target, because
Collision danger detected the CPA and TCPA values are smaller
ID 3044 than the set limits.
RA RA003 A WARNING A target which is not yet being tracked
New Target has been acquired automatically in the
A new target has been auto- acquisition/guard zone. This warning is
acquired escalated to an alarm after the user
ID 3048 set time period!
RA RA004 B CAUTION A target has been acquired automati-
ACQ Zone Overflow cally in the guard zone. It cannot be
Check the acquisition/guard zone; tracked, because the maximum
delete targets number of targets [2] are already being
ID 10043 tracked. Check the acquisition/guard
zone; delete targets.
RA RA005 A WARNING A target which is already being tracked
TGT Entered Guard Zone has entered the acquisition/guard
A tracked target entered guard zone. This warning is escalated to an
zone alarm after the user set time period!
ID 10052
RA RA008 A CAUTION 95% of the maximum number of ARPA
Check ARPA Target Capacity targets are being tracked. Delete at
Target display capacity is about to least one unimportant target. This
be exceeded warning is escalated to an alarm after
ID 3043 the user set time period!
RA RA009 A WARNING 100% of the maximum number of
ARPA TGT Capacity Limit ARPA targets are being tracked. Delete
Target display capacity has been at least one unimportant target.
exceeded
ID 3042
[1] For AIS targets the Lost Target warning can be disabled in the Settings - Target menu.
[2] ARPA targets and AIS targets together

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 6. AIS Alerts

6. AIS Alerts
Depending on the type of AIS connected to the system, not all alerts listed below may be
supported. If no AIS is connected, none of the alerts will appear.
Escalation: All warnings are escalated to alarms after the user set time period!
All AIS alerts listed below are category B alerts (navigation system wide) unless otherwise
marked with (A) which means, that the alert is handled from the workstation where it
appears.
The target related alarms and warnings are documented in the chapter target alarms.

Table XXIV-23 AIS Alerts (Table-Sheet 1 of 5)

SYS Alert CAT Priority Description

AI AI001 B WARNING The AIS system stopped transmission.
AIS Transceiver Fail Check the AIS system. Check the
Not transmitting, check AIS antenna and the antenna cabling
ID 3008
(short circuit or missing contact at the
connectors). Call the service at the
next possible harbor, be aware that
your ship might not be visible for other
ships as an AIS target. This warning is
escalated to an alarm.
AI AI002 B CAUTION The AIS system continues operation:
AIS Impaired Radio The VSWR (voltage standing wave
Reduced coverage (antenna ratio) checked by the AIS is out of
VSWR)
ID 3116 range. The distance from where your
own ship is visible for other ships a an
AIS target is significantly reduced to a
very few miles only. Check the AIS
system. Check of the AIS UHF
antenna, antenna cabling and connec-
tors.
AI AI003 B CAUTION The AIS stopped the transmission on
AIS Impaired Radio the channel A. The AIS system must
Ch1 inoperative, check AIS be exchanged
ID 3116
AI AI004 B CAUTION The AIS stopped the transmission on
AIS Impaired Radio the channel B. The AIS system must
Ch2 inoperative, check AIS be exchanged.
ID 3016
AI AI005 B CAUTION The AIS stopped the transmission on
AIS Impaired Radio the DSC channel 70 but continues to
DSC inoperative transmit own ship AIS data. The AIS
ID 3016
system must be exchanged.
AI AI006 B WARNING The AIS has stopped the transmission
AIS General Fault caused by an internal fault. Call service
Check AIS equipment as soon as possible. This warning is
ID 3062
escalated to an alarm.
AI AI007 B CAUTION The AIS continues to operation using
AIS Sync in Fallback indirect or semaphore synchroniza-
Check AIS for UTC time synchro- tion.The AIS has lost time synchroniza-
nization
ID 3113 tion from internal GNSS receiver (GPS)
and switches over to indirect synchro-
nization. Call service as soon as
possible.

ON: 390008807 / 53 (2024-11) 797

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LIST OF ALERTS NAVIGATION SYSTEM Platinum
6. AIS Alerts Operating Instructions

Table XXIV-23 AIS Alerts (Table-Sheet 2 of 5) (continued)

SYS Alert CAT Priority Description

AI AI008 B CAUTION The indicator electronic (MKD) does
AIS Lost MKD not communicate with the AIS elec-
Cannot display safety related tronics unit. The AIS continues oper-
messages
ID 3009 ating. Check the cabling and connec-
tion between RADAR and AIS system:
AI AI009 B CAUTION The AIS continues to operate.
AIS Doubtful GNSS The AIS internal position from the AIS
Int/Ext position mismatch own GNSS receiver differs more than
ID 3013
100m for more than one hour from the
external position (system position used
at the bridge). Check the system posi-
tion, the AIS internal position, the AIS
GNSS antenna and cabling, call
service.
AI AI010 B CAUTION The AIS continues to operate: It has
AIS Wrong NavStatus been set to an incorrect navigation
Check NavStatus setting status, e.g. “at anchor” while ship is
ID 3019
sailing with more than 3 kn or to
“under way” while ship has SOG of 0
kn for more than 2 hours. Correct the
status in the AIS settings.
AI AI011 B CAUTION The AIS continues to operate but has
AIS Doubtful Heading received COG and HDT from navigation
Difference with COG exceeds limit system with a difference of more than
ID 3013
45 deg for 5 min while SOG is > 5 kn.
Check navigation system and heading
sensors.
AI AI014 B WARNING The AIS continues to operate. It has
AIS Locating Device received a message from an active
Check AIS targets AIS-SART (Search and Rescue Tran-
ID 3108
sponder) which is carried by vessels
and planes. Check the target list for
the nearest SART ACTIVE target. Start
any rescue activities if required. This
warning is escalated to an alarm.
AI AI025 B CAUTION The AIS continues to operate. The AIS
AIS Lost External EPFS system does not receive a valid posi-
Check external position sensor tion sensor information and falls back
ID 3003
to its internal position sensor. Check
the sensor and the cabling.
AI AI026 B WARNING The AIS continues to operate but has
AIS Lost Position no valid position information from
Own ship position not transmitted internal position sensor. Check the
ID 3015
cabling and the antenna of the GPS
sensor which is integrated into the AIS
system. This warning is escalated to
an alarm.

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 6. AIS Alerts

Table XXIV-23 AIS Alerts (Table-Sheet 3 of 5) (continued)

SYS Alert CAT Priority Description

AI AI029 B CAUTION The AIS continues to operate using
AIS Missing SOG default data, it has no valid speed over
Not transmitting SOG ground information. Check selected
ID 3119
speed sensor. (Typically the SOG infor-
mation from an integrated bridge
system which is derived from a GPS
sensor, the AIS will continue to work
with its own sensor, but the speed,
which is sent out to other ships might
not be as accurate as before).
AI AI030 B CAUTION The AIS continues to operate using
AIS Missing COG default data. It has no valid course
Not transmitting COG over ground information. Check the
ID 3119
connected sensor and cabling. (The
COG information is computed by an
integrated bridge system using GPS
sensor data, the AIS will continue to
work but will transmit less information
to other ships.)
AI AI032 B CAUTION The AIS continues to operate using
AIS Missing Heading default data. It has no valid heading
Not transmitting heading information from the sensor. Check the
ID 3119
heading sensor. (Typically the heading
information from an integrated bridge
system which is derived from the gyro,
the AIS will continue to work but will
transmit less information to other
ships.)
AI AI034 WARNING The AIS transceiver is not receiving, no
AIS Transceiver Fail AIS targets in radar. This warning is
Not receiving, check AIS escalated to an alarm.
ID 3008
AI AI035 B CAUTION The AIS continues to operate using
AIS Missing ROT default data. It has no valid rate of
Not transmitting ROT turn information from the sensor.
ID 3119
Check the sensor and the cabling.
(Typically the rate of turn information
from an integrated bridge system
which is derived from the gyro, the AIS
will continue to work but will transmit
less information to other ships).
AI AI051 B WARNING The AIS continues to operate but the
AIS Ch.Man. Not Accepted settings made for the channel
Check AIS channel management management have not been accepted
settings
ID 3005 by the system. Check the settings. This
warning is escalated to an alarm.
AI AI052 B WARNING The AIS continues to transmit but the
AIS GPS Receiver Fault GPS receiver of the AIS has detected
Check AIS equipment an internal malfunction. Call service at
ID 3015
the next possible harbor. No immediate
action is required, AIS is normally fed
by an external GPS receiver from the
integrated bridge system. This warning
is escalated to an alarm.

ON: 390008807 / 53 (2024-11) 799

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LIST OF ALERTS NAVIGATION SYSTEM Platinum
6. AIS Alerts Operating Instructions

Table XXIV-23 AIS Alerts (Table-Sheet 4 of 5) (continued)

SYS Alert CAT Priority Description

AI AI053 B WARNING The AIS continues to operate using the
AIS GPS Antenna Failure system position but the GPS antenna
Check AIS antenna of the AIS does not work correctly.
ID 3015
Check the GPS antenna and the
antenna cabling (short circuit or
missing contact at the connectors). No
immediate action is required, AIS is
normally fed by an external GPS
receiver from the integrated bridge
system. This warning is escalated to
an alarm.
AI AI054 B WARNING The internal check of the GPS receiver
AIS GPS ANT Short Circ. has detected a short circuit in the coax
Check AIS antenna wire between the antenna and the
ID 3015
receiver. Check the GPS antenna cable.
This warning is escalated to an alarm.
AI AI060 A WARNING The AIS is not operating. Check the
AIS Offline AIS system. It might be possible to
The system has lost AIS connec- eliminate the fault by switching the
tion
ID 3002 voltage supply to the AIS electronics
unit off and then on again at the ship's
mains. This warning is escalated to an
alarm.
AI AI061 B CAUTION The AIS continues to operate. It has
AIS New Safety Message received a safety message. The safety
Verify safety message messages can be read under > Tools
ID 3123
> Target > RX Msg.
AI AI062 B WARNING The transmitter of AIS system has
AIS Not Transmitting been switched off. Check the AIS
Transmitter was set to silent settings. This warning is escalated to
mode
ID 3078 an alarm.

AI063 B CAUTION The alert interface to the AIS is not

AIS Alerts Lost working, AIS alerts cannot be received
Alert communication lost by the CAM, AIS operation is not
ID 3003
affected
AI064 B CAUTION The alert interface to the AIS is
AIS Alerts Doubtful disturbed, AIS alerts are sometimes
Doubtful alert communication not received properly by the CAM, AIS
identified
ID 3013 operation is not affected

AI AI065 B CAUTION Refer to page 700 and following for

AIS Hot Standby Lost hot standby configuration.
Check AIS hot standby connection
ID 3003
AI AI067 B CAUTION See list of target alerts
AIS TGT Deviates Route
ID 3079
AI AI068 A CAUTION The AIS continues to operate, but 95%
AIS Check TGT Capacity of the maximum number of AIS targets
Target display capacity is about to are being tracked. Delete at least one
be exceeded
ID 3043 unimportant AIS target.

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Operating Instructions 6. AIS Alerts

Table XXIV-23 AIS Alerts (Table-Sheet 5 of 5) (continued)

SYS Alert CAT Priority Description

AI AI069 A WARNING The AIS continues to operate, but
AIS TGT Capacity Limit 100% of the maximum number of
Target display capacity has been acquired AIS targets are being tracked.
exceeded
ID 3042 Delete at least one unimportant AIS
target. This warning is escalated to an
alarm.
AI AI070, 071, 072 CAUTION for internal use
AIS Device Fault 0, 1, 2
(empty string)
no ID
AI AI075 B WARNING AIS AtoNs situated at the displayed
Lost AtoN lost target symbol has got lost.
ID 10752
AI AI076 B WARNING AIS Locating device situated at the
Lost Locating Device displayed lost target symbol has got
ID 10762 lost.

ON: 390008807 / 53 (2024-11) 801

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LIST OF ALERTS NAVIGATION SYSTEM Platinum
7. NAVTEX Alerts Operating Instructions

7. NAVTEX Alerts
If a NAVTEX system is connected the following alerts could appear:

Table XXIV-24 NAVTEX Alerts (Table-Sheet 1 of 2)

SYS Alert CAT Priority Description

CR CR005 B WARNING The NAVTEX system is off-line due to
NAVTEX Offline switched off mode, no power, or no
Platinum System has lost connec- connection. Check settings, power
tion to NAVTEX
ID 3002 supply and cabling.

CR CR006 B CAUTION A new NAVTEX message has been

NAVTEX New Message received and is not read yet, check
A new message has been message and consider for your voyage.
received
ID 10063
CR CR008 B CAUTION A new NAVTEX navigational message
NAV Warning RX has been received, check message and
A new navigational warning has consider for your voyage.
been received
ID 3123
CR CR009 B CAUTION A new NAVTEX meteorological
MET Warning RX message has been received, check
A new meteorological warning message and consider for your voyage.
has been received
ID 3123
CR CR010 A WARNING A new NAVTEX search and rescue
SAR Info RX message has been received, check
Search and Rescue information message and consider for your voyage.
has been received
ID 3122
CR CR011 B WARNING The NAVTEX receiver is not working,
Receiver Malfunction check system and call service.
Check NAVTEX receiver, try to
restart
ID 3008
CR CR012 B WARNING The NAVTEX receiver has not passed
BIST Failure the internal Built-in-Self-Test, it is not
Built-in self-test failure, check and working, check system and call
try to restart
ID 3062 service.

CR CR013 B WARNING The NAVTEX receiver is not working in

NAVTEX General Failure general, check system and call service.
Check NAVTEX receiver, try to
restart
ID 3062
CR CR015 B CAUTION The NAVTEX printer is offline, check
Printer Offline cable and power.
Printer offline, check NAVTEX
printer
ID 3079
CR CR016 B CAUTION The NAVTEX printer is busy, just wait
Printer Busy until current document has been
Printer is busy printed, if the message appears for a
ID 3079
long time restart the printer.
CR CR017 B CAUTION The NAVTEX printer is low on paper,
Paper Low load paper as soon as possible.
Paper low, load paper into printer
ID 3079

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Operating Instructions 7. NAVTEX Alerts

Table XXIV-24 NAVTEX Alerts (Table-Sheet 2 of 2) (continued)

SYS Alert CAT Priority Description

CR CR018 B CAUTION The NAVTEX printer is out of paper,
Paper Out load paper immediately.
Paper out, load paper into printer
ID 3079
CR CR019 B WARNING The NAVTEX printer is nor responding,
Printer Error check cable and power.
Printer not connected, check
cable
ID 3078
CR CR020 B WARNING The NAVTEX printer reports an error,
Printer Error check device.
The printer reports an error,
check device
ID 3078
CR CR021 B WARNING There is no default printer configured
Default Printer for the NAVTEX receiver, select printer
No default printer configured from NAVTEX user interface or check
ID 3078
NAVTEX receiver configuration.
CR CR022 B CAUTION The NAVTEX receiver has no system
GNSS POSN Lost position input from Platinum, no
NAVTEX has no position input, no sorting of messages, check cabling and
sorting
ID 3016 NAVTEX receiver configuration.

CR CR023 B CAUTION The automatic mode is disabled, the

Auto Mode DISABL NAVTEX receiver has no message
Automatic mode disabled (no fix) sorting and filtering.
ID 3016
CR CR024 B CAUTION The NAVTEX user interface is not
Connection Lost connected, check cable.
User interface not connected,
check cable
ID 3009
CR CR025 B CAUTION The NAVTEX receiver shows an
NAVTEX Device Fault internal processor error, restart the
Processor error, try restart NAVTEX receiver.
ID 10253
CR CR28 B CAUTION The alert communication between the
NAVTEX Alerts Lost Platinum CAM and the NAVTEX
Alert communication lost receiver is disconnected, check cable
ID 3003
CR CR29 B CAUTION The alert communication between the
NAVTEX Alerts Doubtful Platinum CAM and the NAVTEX
Doubtful alert communication receiver is disturbed, check cable
identified
ID 3013

ON: 390008807 / 53 (2024-11) 803

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LIST OF ALERTS NAVIGATION SYSTEM Platinum
8. Sensor Device Alerts Operating Instructions

8. Sensor Device Alerts

If one of the sensor devices is not working properly the following alerts received from these
sensors could appear:

Table XXIV-25 Device Alerts (Table-Sheet 1 of 2)

SYS Alert CAT Priority Description

Gyro HE000 B WARNING The gyro subsystem is not working,
HDG Device Fault select another gyro.
ID see subsystem
Gyro HE001 B WARNING The gyro subsystem is reporting a
GYRO1: TIMEOUT timeout from its gyro 1, the black text
ID see subsystem GYRO: TIMEOUT is provided by the
gyro subsystem and could vary with
the configuration of the subsystem,
please check the documentation of the
gyro subsystem for further messages.
Three more examples are shown
below.
Gyro HE002 B WARNING The gyro subsystem is reporting a
LOG1: TIMEOUT timeout from received LOG1 data.
ID see subsystem
Gyro HE005 B WARNING The gyro subsystem is not working,
HDG Device Fault select another gyro.
ID see subsystem
Gyro HE007 B WARNING The gyro subsystem is reporting a
GPS1: TIMEOUT timeout from received GPS1 data.
ID see subsystem
EPFS GN000 to 019 B WARNING The position sensor device is reporting
EPFS Device Fault a fault, the alert ID and the black text
ID see subsystem are provided by the subsystem and
could vary with the configuration of
the subsystem
SDME VD000 to 014 B WARNING The speed sensor device is reporting a
SDME Device Fault fault, the alert ID and the black text
ID see subsystem are provided by the subsystem and
could vary with the configuration of
the subsystem
Depth SD000 to 009 B WARNING The depth sensor device is reporting a
Depth Device Fault fault, the alert ID and the black text
ID see subsystem are provided by the subsystem and
could vary with the configuration of
the subsystem

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 8. Sensor Device Alerts

Table XXIV-25 Device Alerts (Table-Sheet 2 of 2) (continued)

SYS Alert CAT Priority Description

Weather WI000 to 009 B WARNING The weather sensor device is reporting
Weather Device Fault a fault, the alert ID and the black text
ID see subsystem are provided by the subsystem and
could vary with the configuration of
the subsystem
Inclinom- RP000 to 009 B WARNING The Inclinometer sensor device is
eter Inclinometer Device reporting a fault, the alert ID and the
Fault black text are provided by the
ID see subsystem
subsystem and could vary with the
configuration of the subsystem
Draught DR000 to 004 B WARNING The draught sensor device is reporting
Draught Device Fault a fault, the alert ID and the black text
ID see subsystem are provided by the subsystem and
could vary with the configuration of
the subsystem

ON: 390008807 / 53 (2024-11) 805

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LIST OF ALERTS NAVIGATION SYSTEM Platinum
9. System or Platform Alerts Operating Instructions

9. System or Platform Alerts

If the Platinum application platform or one of its processes is not working properly the
following alerts could appear:

Table XXIV-26 System Alerts

SYS Alert CAT Priority Description

II II001 B ALARM The Platinum application is restarted automati-
Application restarted cally because one or more processes are no
Use temporarily another longer working properly, check settings and
MFD
ID 3007 normal function, if in doubt click to S-mode
button.
II II005 B WARNING One process is not working properly and has
Process restarted been restarted automatically, check settings and
Restart in the back- normal functions.
ground, MFD still avail-
able
ID 3008
II II006 B Database Lost, server no longer available,
Database Lost restart the MFD and use temporarily another
Database server no MFD
longer available
ID 3008
II II007 B Backup of database server currently not avail-
DB Replication Lost able, MFD with data base still available, opera-
Backup of database tion a usual
server currently not
available
ID 3008
II II008 B CAUTION Redundant database server has been activated,
DB Promoted to MFD is switched over to redundant database,
Master operation as usual
Redundant database
server has been acti-
vated
ID 3009
II II010 Monitor B CAUTION Check cable between display electronics (HP
Controls computer) and monitor, change monitor
Monitor buzzer and
brightness control does
not work
ID 3003
II Time Sensor 1 (2) B WARNING The sensor interface DPU has detected missing
Monitoring Lost time data from satellite sensor no 1 (or 2) (GPS
no ID 1 or 2) [1]. Switch to the other GPS or to internal
clock at DPU processor.
II Time Sensor 1 (2) B WARNING The sensor interface DPU has detected a time
Monitoring difference between time from satellite sensor 1
no ID (or 2) (GPS 1 or 2) and internal clock, confirm
difference or switch to the other GPS or internal
clock at DPU processor.
[1]
Depending on the configuration settings made during system commissioning the name of the satel-
lite sensor could be either time sensor n or more specifically like Time GPS 1 or other.

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 10. Interface Alerts

10. Interface Alerts

If the Platinum application platform detects a problem on one of its sensor and subsystem interfaces
the following two alerts could occur:

Table XXIV-27 Interface Alerts

SYS Alert CAT Priority Description

II XYZ (Name of sensor) B CAUTION The Platinum application platform has
Alerts Lost detected lost alerts, e.g. by comparing
ID 3003 received ALC alert list with the
received individual alert messages,
check the cable and the status of the
sensor.
II XYZ (Name of sensor) B CAUTION The Platinum application platform has
Doubtful alert commu- detected corrupted alerts by checking
nication identified received ALC or ALF messages, check
the cable and the status of the sensor.
ID 3013
II NMEA 450 SFI Colli- B WARNING The platinum application platform
sion detects SFI collision by using SRP
Check 61162-450 sentences. In case the system receives
Ethernet, SFI is not a SRP sentence containing an already
unique known SFI, and with an IP address/
ID 3005 MAC address which is not within the
MFD subnet, the warning will be trig-
gered. .

Similar alerts are generated for AIS and NAVTEX subsystem, please refer to page 797 and page 802.

ON: 390008807 / 53 (2024-11) 807

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 NAVIGATION SYSTEM Platinum
11. BNWAS Alerts Operating Instructions

11. BNWAS Alerts

The BNWAS (Bridge Navigational Watch Alarm System) generates the following alerts and reports
them to the Platinum CAM (Central Alert Management) and to the VDR (Voyage Data Recorder):

Table XXIV-28 BAM Alerts

SYS Alert CAT Priority Description

BNWAS BNWAS Malfunction B WARNING The Platinum application platform has
BNWAS not available detected a failure in the BNWAS
ID 3062 subsystem or has no longer a connec-
tion to the BNWAS subsystem.
BNWAS BNWAS 24V Power B CAUTION The Platinum application platform has
Failure detected a breakdown in one of the
Back-up power supply two BNWAS power supplies, BNWAS is
not available still available but without redundant
power supply.
ID 3023
BNWAS BNWAS Alarm B ALARM The BNWAS dormant period has been
Bridge Alarm exceeded by 15 sec, move trackball,
ID 3031 press BNWAS reset button or any key
on Platinum keyboard or acknowledge
at CAM within next 15 sec, otherwise
the alarm is escalated to a Back-up
Navigator Alarm.
BNWAS BNWAS Alarm B ALARM The BNWAS dormant period has been
Back-up Navigator exceeded by 30 sec, the alarm is esca-
Alarm lated, acknowledge at CAM within 90
ID 3031 sec, otherwise the alarm is escalated
to an All Ship Alarm.
BNWAS BNWAS Alarm B ALARM The BNWAS dormant period has been
All Ship Alarm exceeded by 120 sec, the alarm is
ID 3031 escalated twice, acknowledge at CAM.
BNWAS Panel Net to ECR B CAUTION The BNWAS processor has no connec-
BNWAS has no connec- tion to one of the BNWAS modules,
tion to ECR panel here the ECR panel. BNWAS is still
available but without the indicated
ID 2100052 panel. Instead from ECR panel the
alert could be raised as well from
Captains Cabin, First Officer, Second
Officer, Public Room 1, 2, 3 panels.
BNWAS BNWAS System ON B CAUTION The BNWAS System has been switched
BNWAS has been on by an operator and is active
switched on by an
operator
ID 2100032
BNWAS BNWAS Reset B CAUTION The BNWAS dormant period has
Required expired, move trackball, press BNWAS
BNWAS dormant period reset button or any key on Platinum
expired, hit any reset keyboard or acknowledge at CAM
button within next 15 sec, otherwise the
ID 2100043 BNWAS alarm is raised.

808 ON: 390008807 / 53 (2024-11)

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 12. RADAR Transceiver Alerts

12. RADAR Transceiver Alerts

This chapter lists and describes all alerts of the radar transceiver. They are clas-
sified as category A alerts. They are displayed at all workstations where the
defective transceiver has been selected for radar operation either as a slave or
master.
Legend: In front of each entry the priority is shown with for alarm and for caution.

12.1 General Transceiver Alerts

The following table shows general alerts for any Platinum radar transceiver either with
magnetron or solid state transmitter. Additional to these there are some alerts specific for
the solid state transceiver. They can be found on the next page.

Table XXIV-29 RADAR Transceiver Alerts (Table-Sheet 1 of 2)

SYS Alerts CAT Priority Description

RA RA010 A WARNING The selected magnetron transceiver is reporting
Magnetron Fault magnetron over-current (not for solid state TX).
Switch transceiver Acknowledgment is performed by switching the
to stand-by, acti- radar over to stand-by. Afterwards switch back
vate again to radar operation. If the warning occurs
ID 10102 repeatedly, request service!
RA RA011 A WARNING The antenna's head-marker signal is missing. If
No Headmarker the antenna is not rotating: check the ship's
Select another mains and/or the antenna fuse or circuit-
transceiver, check breaker. If the antenna is rotating: request
power supply service. Select another radar transceiver!
ID 10112
RA RA012 A WARNING The radar transmission trigger is missing, the
No Trigger radar video cannot be displayed. Check the
Select another radar transceiver, select another transceiver and
transceiver, call request service!
service
ID 10122
RA RA013 A WARNING The azimuth angle information of the antenna is
No Antenna missing. If the antenna is not rotating: check
Azimuth the ship's mains and/or the antenna fuse or
Select another circuit-breaker. If the antenna is rotating:
transceiver, check request service. Select another radar trans-
power supply ceiver!
ID 10132
RA RA014 A WARNING The system is in a faulty condition, such that
No Radar Video the radar video cannot be generated on the
Select another transceiver side. Check transceiver and antenna,
transceiver, check select another transceiver and request service!
power, cables
ID 10142

ON: 390008807 / 53 (2024-11) 809

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12. RADAR Transceiver Alerts Operating Instructions

Table XXIV-29 RADAR Transceiver Alerts (Table-Sheet 2 of 2) (continued)

SYS Alerts CAT Priority Description

RA RA016 A WARNING The system is in a faulty condition, such that
Radar Video the radar video can not be generated on the
Integrity MFD. Check MFD, select another MFD and
Select another request service!
MFD, call service
ID 10162
RA RA017 A CAUTION This alert appears only if the optional RS24
No RS24 Radar Docking Radar is included in a Platinum system
Video and is in a faulty condition, such that the radar
Select another video cannot be generated on the transceiver
transceiver, check side or on th IP-TIU. Check RS24 transceiver
power, cables and cabling, check IP-TIU, restart RS24 trans-
ceiver, request service! This caution disappears
ID 10173
if the faulty condition is rectified or if another
transceiver is selected (on all MFDs configured
for RS24 operation!) or if No TX Selected is
chosen.
RA RA019 A CAUTION Transceiver is running in service mode due to
Radar TX Service maintenance work, close housing to deactivate
Switch the service switch
TX running in
service mode
ID 10193

810 ON: 390008807 / 53 (2024-11)

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Operating Instructions 12. RADAR Transceiver Alerts

12.2 Additional SSR Transceiver Alerts

The following table shows additional alerts specific for the Platinum solid state radar trans-
ceiver.

Table XXIV-30 SSR Transceiver Alerts (Table-Sheet 1 of 4)

SYS Alert CAT Priority Description

RA RA018 A CAUTION The user has selected a TX frequency for SSR oper-
Frequency not ation which is not approved.
Approved
Choose another
frequency for SSR
operation
ID 10183
RA RA020 A CAUTION If the temperature of the RF power transistors in
TXn* Over transceiver n* exceeds a predetermined limit, the
Temperature transceiver sends an 'over-temperature warning to
ID 10203 the MFD. This state is shown in the TX status
monitor with “Over Temperature Warning”.
The MFD shows a caution “TXn* Over Temperature”
in the alert list.
The transceiver continues to operate without any
limitation.
RA RA020 A WARNING If the temperature exceeds a further pre-set limit
TXn* Over the transceiver switches to the fault state and
Temperature reduces power to 50%. This state is shown in the
Transceiver reduces TX status monitor with “Over Temperature Error”.
to 50% power, The MFD shows a warning “TXn* Over Tempera-
select another ture” in the alert list.
ID 10202 The transceiver continues to operate and provides
a radar picture with reduced sensitivity. If available
another transceiver should be used and the faulty
transceiver should be switched off.
As the temperature returns to within the predeter-
mined 2nd limit operation continues with full power
but a service should be requested (*where n is the
number of the transceiver)
RA021 A WARNING (*where n is the number of the transceiver)
TXn* FPGA Error- An internal error in the signal processor for the
Transceiver runs in radar video has been detected, select another
error mode, select transceiver and call service.
another
ID 10212
RA RA022 A WARNING If transceiver n detects a hardware fault in the
TXn* Motor Error motor, it sends a warning message to the MFD and
Select another switches to degraded state of operation. This state
transceiver and call is shown in the TX status monitor with “Motor
service Communication Error, Frequency Converter Off-line,
ID 10222 Frequency Converter Fault”.
Select another transceiver and call service. (*where
n is the number of the transceiver)

ON: 390008807 / 53 (2024-11) 811

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12. RADAR Transceiver Alerts Operating Instructions

Table XXIV-30 SSR Transceiver Alerts (Table-Sheet 2 of 4) (continued)

SYS Alert CAT Priority Description

RA RA023 WARNING The connection between transceiver and MFD is
TXn* Connection disturbed, select another transceiver and calls
Error service (*where n is the number of the transceiver)
Select another
transceiver and call
service
ID 10232
RA RA024 A CAUTION If the manually activated performance monitor test
TXn* RX Sensi- fails, the transceiver n* sends a receiver sensitivity
tivity warning message. Select another transceiver and
Select another compare target detection. Rerun performance
transceiver, monitor and call service if error remains (*where n
compare targets is the number of the transceiver).
ID 10243
RA RA025 A The turning information from headmarker or
TXn Turn Info azimuth sensor is missing, select another trans-
Lost ceiver and call service (*where n is the number of
Select another the transceiver).
transceiver, check
power, cables
ID 10252
RA RA026 A WARNING The connection on network A between an MFD and
TXn* Network A transceiver n* is lost, communication is continued
Failed Operation on network B without any interrupt. Check network
continues on B, devices and call service if required. (*where n is the
check network number of the transceiver)
devices
ID 10262
RA RA027 A WARNING The connection on network B between an MFD and
TXn* Network B transceiver n* is lost, communication is continued
Failed Operation on network A without any interrupt. Check network
continues on A, devices and call service if required. (*where n is the
check network number of the transceiver)
devices
ID 10272
RA RA028 A WARNING If the reflected power on the RF output of trans-
TXn* VSWR ceiver n* exceeds 16 W, the transceiver sends an
Exceeds Limit antenna VSWR warning message and reduces
Reflected power output power to a safe level. Check performance
exceeded, check and if necessary call service. (*where n is the
cables number of the transceiver)
ID 10282
RA RA029 A CAUTION
TXn RF Power
Failure
Operation
continues with
reduced power,
check
ID 10293

812 ON: 390008807 / 53 (2024-11)

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Operating Instructions 12. RADAR Transceiver Alerts

Table XXIV-30 SSR Transceiver Alerts (Table-Sheet 3 of 4) (continued)

SYS Alert CAT Priority Description

RA RA030 A WARNING If the transceiver unit is mounted on a turning
No Antenna mast, e.g. of a sailing vessel, additional azimuth
Azimuth Gyro information is required for radar operation to define
No azimuth from the head-up direction, if this signal is missing, this
rotating mast, warning is generated.
check cables
ID 10302
RA RA031 A WARNING Indicates an error in the clock generation for the
TXn* PLO Lock carrier frequency, reduces the performance of the
Error RADAR picture down to a complete black picture.
Restart or select Select another transceiver and call service (*where
another transceiver, n is the number of the transceiver).
call service
ID 10312
RA RA032 A WARNING The TX frequency can not be generated, restart or
TXn* Synthesizer select another transceiver. Select another trans-
Lock ceiver and call service (*where n is the number of
Restart or select the transceiver).
another transceiver,
call service
ID 10322
RA RA035 A WARNING Select another transceiver
General Fault
ID 10352
RA RA036 A WARNING Select another transceiver
Auxiliary Fault
ID 10362
RA RA037 A WARNING Deactivate switch and continue operation
Safety Loop
Open
A safety switch has
been activated
ID 10372
RA RA038 A WARNING Check mechanical condition and cables, perform
Performance self-test, select another transceiver if not
Decreased successful.
Output power or
receiver sensitivity
is decreased
ID 10382
RA RA039 A WARNING Check mechanical condition of antenna and cables,
Antenna Fault check ships mains, perform self-test, select another
Antenna stops transceiver if not successful.
rotating, check
ships mains
ID 10392

ON: 390008807 / 53 (2024-11) 813

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 NAVIGATION SYSTEM Platinum
12. RADAR Transceiver Alerts Operating Instructions

Table XXIV-30 SSR Transceiver Alerts (Table-Sheet 4 of 4) (continued)

SYS Alert CAT Priority Description

RA RA040 A CAUTION Built-in Test Equipment Failure, internal monitoring
BITE Failure is reporting a measured value outside of the valid
Restart or select limits. Comes along with a message from Trans-
another transceiver, ceiver Status Monitor “Power Supply Error” Status
call service Monitor.
ID 10403 Select another transceiver and call service.
RA RA041 A WARNING Indicates an error in the RF board, raises from
RF Board Error incomplete initialization or operation. The Radar
Restart or select Transceiver Status Monitor reports either “RF Board
another transceiver, Initialization Error” or “RF Board Over Current”.
call service Select another transceiver and call service.
ID 10412
RA RA042 A WARNING Transceiver transmits with reduced output power
Output Power due to significant reflected power or malfunction in
Low Operates with the transceiver HW.
reduced output Select another transceiver and call service.
power
ID 10422

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NAVIGATION SYSTEM Platinum
Operating Instructions 12. RADAR Transceiver Alerts

12.3 Radar Transceiver Status Monitor

In addition to the above alerts which are distributed to all MFDs of the Platinum system,
there are status messages available, giving detailed information about a transceiver on
request of the user.

Access to the status messages is possible in two different ways:

1. Open the list of transceivers and
by moving the cursor over the
entries a tool-tip is shown with the
status of each transceiver avail-
able in the system.
2. If during operation an error occurs
in the selected transceiver, a red
alarm symbol is shown next to the
transceiver name, by moving the
cursor over the red symbol again
the same tool-tip as before
appears.
The status messages are covering i.e. the correct function of the doubled Ethernet network,
of the headmarker, trigger and azimuth sensor.
An example is shown above with a video timeout for TX 9 and a not connected status for
TX 10. Video timeout means that a transceiver is selected which is currently not available,
or is warming up, or data connection is missing, or power break down occurred. In addition
the operation time is listed. Other errors are shown in a similar way. Please refer to the table
below:

Table XXIV-31 Radar Transceiver Status Messages

Message Remark
Not Connected Select the transceiver to connect it
Standby Mode The selected transceiver is in stand-by mode
Warming up The transceiver is warming up and available in a few min.
Transmitting The transceiver is in operation
Magnetron Operating Time xxx h The transceiver has been in operation for xxx hours
Video Timeout The transceiver is not available, missing connection
No Headmarker The transceiver has no headmarker signal, HW error
No Antenna Azimuth The transceiver has no azimuth signal, HW error
No Trigger The transceiver has no trigger signal, HW error
Network 1 failed [Tx] Operation is continued via network 2, check asap
Network 2 failed [Tx] Operation is continued via network 1, check asap
TXn Over Temperature Warning The SSR transceiver exceeds the 1st temperature limit but
continues to operate
TXn Over Temperature Error The SSR transceiver exceeds the 2nd temperature limit
and continues to operate with half power

ON: 390008807 / 53 (2024-11) 815

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12. RADAR Transceiver Alerts Operating Instructions

816 ON: 390008807 / 53 (2024-11)

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 13. TRACKPILOT Alerts

13. TRACKPILOT Alerts

The following list of alarms, warnings and cautions contains all alerts for all operating modes
(Heading, Course, Track) of the TRACKPILOT. In systems with Heading mode only, alarms
of the Course and Track mode are not initiated.

13.1 Overview about Escalation of TP Alerts

Compared to other navigation alerts the TRACKPILOT alerts are escalated as follows:
 Selected TRACKPILOT warnings are escalated to an alarm after 3 min (user-set).

 More important TRACKPILOT warnings are escalated to an alarm within 30 sec. and this

alarm is further escalated to BNWAS after another 30 sec.

 Most important TRACKPILOT alarms are escalated within 30 sec to BNWAS.

 BNWAS raises immediately a BACKUP OFFICER call and after 90 sec an ALL SHIP call.

Table XXIV-32 Overview about Escalation of TP Alerts (Table-Sheet 1 of 2)

No Alert Priority Esc. to Alarm in Esc. to Alarm in Esc. to BNWAS

3 min. 30 sec. in further 30
sec.
TP001 TP Lost Connection ALARM X
TP005 TP Course Limit WARNING X (X)
TP006 TP Power Fail ALARM X
TP011 TP Rudder Changed WARNING X
TP013 TP Rudder Error WARNING X
TP014 TP Track Error WARNING X
TP016 TP Fault ALARM X
TP018 TP Change Sensor ALARM X
TP020 TP Track Limit ALARM (X)
TP021 TP Speed Fault ALARM X
TP022 TP End of Track WARNING X (X)
TP023 TP Drift Limit WARNING X
TP024 TP Low Speed WARNING X
TP027 TP POSN Drift WARNING X
TP029 TP Heading Limit WARNING X (X)
TP031 TP Reduce Radius WARNING X
TP032 TP Short Radius WARNING X
TP033 TP Mode Fault WARNING X (X)
TP040 TP Track Limit WARNING X (X)
TP041 TP Rudder Limit WARNING X
TP045 TP WP Approach WARNING X (X)
TP046 TP WOP Execution WARNING see TP047
TP047 TP WOP Execution ALARM X
TP053 TP Rudder Alert WARNING X
TP054 TP Rudder Sync WARNING X
TP055 TP Rudder Relay WARNING X
TP058 TP Anchor CNTRL WARNING X
TP059 TP Anchor CNTRL WARNING X

ON: 390008807 / 53 (2024-11) 817

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13. TRACKPILOT Alerts Operating Instructions

Table XXIV-32 Overview about Escalation of TP Alerts (Table-Sheet 2 of 2) (continued)

No Alert Priority Esc. to Alarm in Esc. to Alarm in Esc. to BNWAS

3 min. 30 sec. in further 30
sec.
TP062 TP High ROT WARNING X
TP065 TP Backup 1 Lost WARNING X
TP066 TP Backup 2 Lost WARNING X

(X) Activated if required by class, not required by MED.

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 1 of 10)

SYS Alert CAT Priority Description

TP TP001 B ALARM Switch immediately to manual steering!
TP Lost Connection The communication between the TP Master-MFD
Switch-over immedi- and the TP has failed. Until the cause of the
ately to manual alarm has not been eliminated, the word
steering! FAILURE is shown in the operational mode field
ID 3061 of the TP data display.

For systems with one TP: check the TP unit,

the TP Interface and their power supply, restart
the TP unit.
For systems with two TP units, one TP is
connected to the steering gear: By the
acknowledgment, the other TP is selected but not
activated, the mode display changes from
FAILURE to Off, activate the other TP, check the
TP unit, the TP Interface and their power supply,
and restart the TP unit which generated the
alarm.
If not acknowledged within 30 sec this
alarm is escalated to BNWAS.
TP TP002 B CAUTION While the TP is off it reports an internal fault
TP Unavailable (connection lost or power failure), or unsuitable
Trackpilot not operable sensor data, it can not control the rudder. Until
ID3059 the cause has not been eliminated, the status
FAILURE is shown in the operational mode field
of the TP data display as well as on the Conning
display. Try to reconnect the Trackpilot to the
steering gear or restart the TP or check the TP
electronics unit, the TP Interface and their power
supply. If installed, switch over to the second TP
unit.
If Trackpilot detects the root cause of the fault, it
may be the case different alert description is
provided as below,
- Trackpilot has lost connection
- Trackpilot interface has lost connection
- Check Trackpilot power supply
- Check Trackpilot interface power supply
TP TP004 B CAUTION Switch immediately to manual steering!
TP Config The configuration parameters stored in the TP
Latest config changes unit and used for operation differ from those
not stored, call service stored in the workstation (MFD) as a back-up.
ID 10043 Call service!

818 ON: 390008807 / 53 (2024-11)

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13. TRACKPILOT Alerts Operating Instructions

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 2 of 10)

SYS Alert CAT Priority Description

TP TP005 A WARNING The set course limit has been exceeded. Increase
TP Course Limit the course limit or wait until the TP has elimi-
Limit exceeded, nated the course deviation, or switch over to
increase limit or manual steering.
manual steering If not acknowledged within 30 sec, this
ID 3025 warning is escalated to an alarm.
TP As above but A ALARM If escalation according to class rules (GL 2014) is
ID 3024 configured this alarm is escalated to BNWAS after
another 30 sec if not acknowledged.
TP TP006 B ALARM While TP is on and it reports a power failure, it
TP Power Fail ncan not control the rudder. Check the TP elec-
Switch-over immedi- tronics unit, the TP Interface and their power
ately to manual nsupply. If installed, switch over to the second TP
steering! unit.
ID 3021
If not acknowledged within 30 sec, this
warning is escalated to an alarm.

TP TP011 A WARNING The rudder selection has been changed by the

Rudder Changed operator, check actual selection and set according
Changed by operator, to the desired operating mode.
consider actual selec- If not acknowledged within user set time
tion (default 3 min.) this warning is escalated to
ID 10112 an alarm.
TP TP 012 and TP013 B CAUTION The rudder engine is not following the order from
TP Rudder Error TP, or is not doing so with sufficient accuracy.
Rudder engine is The message initially appears as a silent caution.
delayed, check gear, If the cause of the fault continues for more than
pumps …ID 10123 10 seconds, a warning is raised.
A WARNING If the caution changes to a warning switch over
Switch to manual to manual steering! The alarm can be acknowl-
steering, check gear, edged, but is repeated as long as the fault
pumps … continues. Check steering gear, rudder pumps,
ID 10132 and the TP interface.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP014 A WARNING Switch to Course, Heading or Manual mode!
TP Track Error The data of the pre-planned track are unreliable,
Switch to manual they must not be used for navigation. Check the
steering, check waypoint data of the activated route. Deactivate
planned track and activate the route again.
ID 10142 If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.

819 ON: 390008807 / 53 (2024-11)

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13. TRACKPILOT Alerts Operating Instructions

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 3 of 10)

SYS Alert CAT Priority Description

TP TP016 A ALARM Switch-over immediately to manual
TP Fault steering!
Switch-over immedi- The TP reports an internal fault, or unsuitable
ately to manual sensor data, it is no longer controlling the rudder.
steering! Until the cause has not been eliminated, the
ID 3007 status FAILURE is shown in the operational
mode field of the TP data display as well as on
the Conning display. After switch-over to manual
steering try to reconnect the Trackpilot to the
steering gear or restart the TP or check the TP
electronics unit, the TP Interface and their power
supply. If installed, switch over to the second TP
unit.
If not acknowledged within 30 sec this
alarm is escalated to BNWAS.
TP TP017 B CAUTION Failure in the Azipod drive interface, the Azipod is
TP ADO Failure not set for optimized toe angle for reduced fuel
No optimized toe consumption, the TP operation is not affected.
angle, continue TP
operation
ID 10173
TP TP018 A ALARM Select a position sensor with valid data. In
TP Change Sensor Track mode, the selected position sensor has no
Select immediately valid data for a longer period, or a switch-over to
position sensor with an unsuitable position sensor has taken place.
valid data Until the cause of the alarm has been eliminated,
ID 10181 the alarm is repeated after 1 minute. The TP
Track Mode Fault alarm appears after 10
minutes if the cause of the alarm has not yet
been eliminated.
If not acknowledged within 30 sec this
alarm is escalated to BNWAS.
TP TP019 A ALARM Immediately change to another speed
TP Astern Speed sensor or switch over to manual steering!
Select other speed The selected speed sensor shows negative
sensor or manual (astern) speed (which TP cannot process) while
steering! the TP is in activated state. The alarm cannot be
ID 10191 acknowledged. It is repeated and disappears
when its cause has been eliminated.
TP TP020 A ALARM The track limit value set by the operator or taken
TP Track Limit from the activated route has been exceeded.
Ship has left track, Increase the track limit or allow the ship to steer
steer back to track back to the track or steer the ship with the
ID 3024 joystick or select manual steering.
If escalation according to class rules (GL 2014) is
configured this alarm is escalated to BNWAS after
another 30 sec if not acknowledged.

820 ON: 390008807 / 53 (2024-11)

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13. TRACKPILOT Alerts Operating Instructions

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 4 of 10)

SYS Alert CAT Priority Description

TP TP021 A ALARM Select other speed sensor or change to
TP Speed Fault manual steering.
Switched to Heading This alarm occurs if TP is in active steering mode
mode, select another and the selected speed sensor is reporting incor-
sensor rect data or has failed, or steering with the drift
ID 10211 angle taken into account is not possible, or in
Track mode Manual Speed input has been
selected. When the alarm appears, the system is
automatically switched over to Heading mode.
If not acknowledged within 30 sec this
alarm is escalated to BNWAS.
TP TP022 A WARNING In Track mode the last waypoint will be passed in
TP End of Track 3-6 min (user set value). Acknowledgment causes
Last WP will be passed a switch-over to Course mode; the ship’s course
in 3-6 min, set course has to be set manually from now on.
ID 3025 If not acknowledged within 30 sec, this
warning is escalated to an alarm.
TP As above A ALARM If escalation according to class rules (GL 2014) is
configured this alarm is escalated to BNWAS after
another 30 sec if not acknowledged.
TP TP023 A WARNING The pre-set drift limit for the TP has been
TP Drift Limit exceeded; for correct course or track-keeping, a
Increase drift limit or larger compensation angle is needed. Even after
switch to heading acknowledgment, the drift angle contained in the
mode actual course is limited for the TP to the drift limit
ID 10232 setting. Increase the drift limit value or switch
over to Heading mode or to manual steering.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP024 A WARNING The speed reported by the selected speed over
TP Low SOG ground sensor is so low that the TP might not be
Speed too low, switch able to steer the ship correctly on the track.
to manual steering In course or track mode, both STW and SOG are
ID 3065 taken into account. If in track or course mode
acknowledgment causes a switch-over to heading
mode. If not acknowledged within user set
time (default 3 min.) this warning is esca-
lated to an alarm.
TP TP025 A ALARM If the operator tries to activate a new track
TP New Track during sailing in active track mode, the actual
Switch to manual track is aborted and an alarm is generated.
steering, check Switch over to manual steering, acknowledge the
planned track alarm, check the planned track and activate track
ID 10251 mode again.
TP TP026 A WARNING This warning will appear only, if the MFD which
TP No Master has been used as a master is no longer available
Select Trackpilot due to sudden switch-off or break-down.
master station Acknowledge this warning from your MFD
ID 10262 to act as the new TP Master.
The same can be achieved by clicking to the
Master button, or by pressing the TP Master key
on the keyboard on your MFD. In this case the
warning disappears without acknowledgment.

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13. TRACKPILOT Alerts Operating Instructions

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 5 of 10)

SYS Alert CAT Priority Description

TP TP027 A WARNING Since start of the long-term position drift calcula-
TP POSN Drift tion in Track mode, a difference has built up
Select better speed/ between dead reckoning and position sensor,
position sensor, check greater than a limit value which depends on the
set drift set track limit. Acknowledgment restarts the posi-
ID 10272 tion drift calculation with zero. Select a more
accurate position or speed sensor or correct the
manual set and drift input. Switch over to Course
mode or Heading mode. Increase the track limit.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP028 A WARNING Acknowledge this warning to accept the
TP POSN Jump new position.
Track limit exceeded, This warning is generated if in Track Mode a posi-
check sensor, increase tion jump (e.g. mode change of the sensor, new
limit sensor selected or manual position adjust)
ID 10282 exceeding the set track limit or a general sensor
limit has been detected. Increasing the track limit
increases the tolerance with regard to position
jumps and strengthens the filtering of the
received position data.
TP TP029 A WARNING The set heading limit has been exceeded.
TP Heading Limit Increase the limit or wait until the TP has elimi-
Limit exceeded, nated the deviation, or switch over to manual
increase limit or steering.
manual steering If not acknowledged within 30 sec, this
ID 3025 warning is escalated to an alarm.
TP As above but A ALARM If escalation according to class rules (GL 2014) is
ID 3024 configured this alarm is escalated to BNWAS after
another 30 sec if not acknowledged.
TP TP030 A WARNING Increase rudder limit or wait until rudder angle is
TP Rudder Limit less than the rudder limit or switch over to
Limit exceeded, manual steering. This alarm is raised if the set
increase limit or rudder limit value has been reached; with this
manual steering rudder limit, the activated maneuver can most
ID 10302 probably not be performed without a deviation -
or - the present rudder angle lies outside the
rudder limit. In Track mode on ships with DNV
NAUT-AW approval, limitation by the set rudder
limit is ignored when a planned maneuver is
being performed (i.e. during the turn at the
waypoint).
TP TP031 A WARNING Especially in confined waters it is strongly recom-
TP Reduce Radius mended to switch over to Course mode or
TP reduces radius, Heading mode. This warning is raised if Track
check ROT or manual mode is active, but the set radius for the next
steering turn is too large to enable the ship to reach the
ID 10312 next leg by means of the maneuver that is
planned at the To-Waypoint. The TP will reduce
the radius to such an extent that the course
change can be performed. A reduced radius can
result in an increased ROT and a differing radius
during the planned turn.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.

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13. TRACKPILOT Alerts Operating Instructions

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 6 of 10)

SYS Alert CAT Priority Description

TP TP032 A WARNING The rudder angle for the actually planned
TP Short Radius maneuver is larger than the TP can apply.
Increase track radius Increase the radius or switch over to manual
or switch to manual steering. Normally this parameter has been
steering checked by the ECDIS in advance, error will
ID 10322 appear in special cases only.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP033 A WARNING The system automatically switches over to
TP Mode Fault Course mode.
Track mode aborted, This alarm is raised if TP is in Track mode, but
TP continues in course speed, position or waypoint data are no longer
mode available or are invalid. Or set course or track
ID 3008 limit are exceeded for the track that was just
recalculated. Or the system was in Track mode
and the latitude 85° has been exceeded.
Select other speed or position sensor or define a
new route as the System Route or - after the
course deviation or track deviation has fallen
below the limit - activate Track mode again.
If not acknowledged within 30 sec, this
warning is escalated to an alarm.
TP As above A ALARM If escalation according to class rules (GL 2014) is
configured this alarm is escalated to BNWAS after
another 30 sec if not acknowledged.
TP TP038 A WARNING Switch-over immediately to manual
TP Deactivated steering! This warning occurs if the TP has been
Switch-over immedi- deactivated and is no longer controlling the
ately to manual rudder. The ship must be steered manually or by
steering another autopilot. This alarm is optional and must
ID 10382 be configured on service level if required by the
class or the owner. To be configured in IM
TP TP039 A ALARM By operation of the joystick, i.e. in an evasive
TP Track Aborted maneuver, the TP was switched back from Track
By operation of mode to Heading Mode.
joystick, continue in
heading mode
ID 10391
TP TP040 A WARNING The track limit setting is lower than the expected
TP Track Limit average position-error of the selected position
Increase track limit sensor. Increase the track limit or select a more
ID 10402 accurate position sensor. This warning can appear
only if activated on service level; required for
ships with DNV NAUT-AW approval.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP As above A ALARM If escalation according to class rules (GL 2014) is
configured the alarm is escalated to BNWAS after
another 30 sec if not acknowledged.

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LIST OF ALERTS NAVIGATION SYSTEM Platinum
13. TRACKPILOT Alerts Operating Instructions

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 7 of 10)

SYS Alert CAT Priority Description

TP TP041 A WARNING Rudder limit is set so low that the next course-
TP Rudder Limit change cannot be performed with the planned
Increase rudder limit or radius. Increase the rudder limit, increase the
radius, or leave track radius, or leave the Track mode. This warning can
mode appear only if activated on service level; required
ID 10412 for ships with DNV NAUT-AW approval.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP043 A ALARM Select Heading mode to avoid heading
TP Drift Change change caused by a switch over of the
Select Heading Mode speed sensor. This alarm occurs if the ship is
and check speed sailing in Course mode or Track mode and a drift
sensor change of more than 5° has occurred as a result
ID 10431 of switch-over (manual or automatic) of the
selected SOG speed sensor. Until acknowledg-
ment takes place, the TP uses the longitudinal
and transverse speeds that were valid before the
alarm. After acknowledgment, the TP uses the
new longitudinal and transverse speeds, so that a
heading change which is of the same order of
magnitude as the drift difference occurs automat-
ically.
TP TP044 A ALARM Check the new speed value after jump. If it
TP Speed Jump is correct, acknowledge the alarm.
Check speed sensor Otherwise, select some other speed sensor
ID 10441 before acknowledgment. This alarm occurs if the
speed value from selected speed sensor has
jumped by more than 5 knots. Until acknowledg-
ment takes place, the TP uses the longitudinal
and transverse speeds that were valid before the
alarm. After acknowledgment, the TP uses the
new longitudinal and transverse speeds.
TP TP045 A WARNING An Early Course Change Warning (ECCW) is given
TP WP Approach 3-6 min (configurable) on approaching a
Next WP is close, TP waypoint.
changes course in 3-6 If not acknowledged within 30 sec, this
min, ID 10452 warning is escalated to an alarm.
TP As above A ALARM If escalation according to class rules (GL 2014) is
configured the alarm is escalated to BNWAS after
another 30 sec if not acknowledged.
TP TP046 and 047 A WARNING An Actual Course Change Warning (ACCW) is
TP WOP Execution given 30 s before the wheel-over time.
Next WP reached, TP If not acknowledged within 30 sec, this
changes course in 30 warning is escalated to an alarm with ID
sec ID 3028 3027 (see below).
ALARM If the course change is not to be executed,
TP changes course switch over to Course or Heading mode and steer
with or without with the joystick.
acknowledge If further not acknowledged within another
ID 3027 30 sec this alarm is escalated to BNWAS.
The ACC alarm is not raised, if the back-up navi-
gator alarm from the unacknowledged ECC alarm
(see TP045) is already active. With or without the
acknowledgment, the ship is following automati-
cally the track.

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 13. TRACKPILOT Alerts

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 8 of 10)

SYS Alert CAT Priority Description

TP TP049 A WARNING Check the TRACKPILOT settings Rudder
TP Squat Alert Economy, Loading and Rudder Limit.
Check steering perfor- This warning occurs if the ship is sailing with rela-
mance, reduce speed tive high speed in decreasing water depth (under
ID 10492 TRACKPILOT control). Observe the steering
performance (for example by switching on the
TRACKPILOT Rudder Recording window. Consider
changing to manual steering and reducing the
speed until the water depth has increased.
TP TP050 A ALARM Change to manual steering or reduce the
TP Squat Alarm speed. This alarm occurs if the ship is sailing
Reduce speed or with high speed in shallow water (under TRACK-
change to manual PILOT control). The potential squat effect could
steering negatively influence the steering ability (the
ID 10501 course stability) of the ship (see also TP049).
TP TP051 A ALARM Acknowledge with Execute. In Track mode
TP GC CRS Change and sailing on Great Circle a course change
TP changes course exceeding 3 degrees or half of the set Course
automatically Limit is required to stay on the great circle.
ID 10511 The new course is displayed as Next course in
the TP data display. Regardless of whether this
alarm is acknowledged or not, the planned
change of the course takes place.
TP TP052 A ALARM Optional: The TP Alarm signal (an alarm output
TP Backup NA contact to external legacy BNWAS and other) was
Un-ACK alert escalated generated. As long as the TP Backup Navi-
to Backup Navigator gator Alarm alarm has not been acknowledged,
not acknowledged, the TP Alarm signal remains active. This alarm
acknowledge now is normally not activated by configuration setting.
ID 10521
TP TP053 A WARNING Switch over to manual steering.
TP Rudder Alert This warning is raised if the signal of the main
Check rudder feed- rudder feedback unit deviates by at least 5
back, switch to manual degrees from the signal received from the redun-
steering dant rudder feedback unit. Check the rudder
ID 10532 feedback units (wiring, signal, mechanical func-
tion). Applies for single rudder vessels with
secondary rudder feedback.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP054 A WARNING Switch over to manual steering.
TP Rudder Sync This warning applies to double rudder installation.
Check rudder angles, It is raised if the two rudder angles controlled by
switch to manual the TP differ by at least 5 degrees. Check the
steering rudder control system and the synchronism of the
ID 10542 rudders.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.

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 NAVIGATION SYSTEM Platinum
13. TRACKPILOT Alerts Operating Instructions

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 9 of 10)

SYS Alert CAT Priority Description

TP TP055 A WARNING Switch over to manual steering.
TP Rudder Relay This warning is raised if an error has occurred in
Check rudder control, the relay controlled rudder control system. Check
switch to manual the rudder control system (wiring, steering relays
steering etc.).
ID 10552 If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP056 WARNING The speed reported by the selected speed
TP Low STW through water sensor is so low that the TP might
Ship Speed is too low, not be able to steer the ship correctly (no rudder
switch to manual inflow). Switch over to manual steering.
steering
ID 3065
TP TP058 A WARNING Increase heading limit or thruster power.
TP Anchor CNTRL This warning occurs if during anchor control the
Increase heading limit maximum permitted heading limit has been
or thruster power reached.
ID 10582 If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP059 A WARNING Increase thruster power.
TP Anchor CNTRL Elevate power limit or add thrusters when this
Increase thruster warning appears even though the set heading
power was not changed. When this warning appears
ID 10592 after the set heading was changed observe the
rate of turn in order to decide whether the
thruster power is sufficient, if necessary increase
the thruster power.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP060 A ALARM Deactivate Anchor Control Mode.
TP Anchor CNTRL Provide necessary preconditions for use of the
Thruster fault, deacti- thrusters (hydraulics, electrics). This alarm occurs
vate anchor control if the Anchor Control mode is activated and no
mode thrusters are available to the TRACKPILOT.
ID 10601
TP TP061 A ALARM Check anchor position, adjust manually.
TP Anchor CNTRL This alarm occurs if the Anchor Control mode of
DEACTIVATED, check the TRACKPILOT has been automatically deacti-
anchor position vated. The Anchor Control mode is optional and
ID 10611 only available in combination with additional
control-interfaces to the tunnel thrusters.

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Operating Instructions 13. TRACKPILOT Alerts

Table XXIV-33 TRACKPILOT Alerts (Table-Sheet 10 of 10)

SYS Alert CAT Priority Description

TP TP062 A WARNING Decrease the rudder limit or reduce the
TP High ROT speed.
Decrease rudder limit This warning occurs if the TP internal monitoring
or reduce speed function of the rudder limit, set by the operator,
ID 10622 has determined that with this maximum rudder
deflection at the currently sailed speed a high
rate of turn above the limit would be produced.
This warning cannot be acknowledged, it will
disappear if the cause for this warning has been
eliminated. This warning can appear only if acti-
vated on service level; for this function a
maximum allowed ROT value must be set in the
system configuration.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to
an alarm.
TP TP063 B CAUTION Switch to TP 2 or manual steering.
TP IF-1 Offline The TRACKPILOT Interface 1 is off-line, the
Switch to TP 2, check TRACKPILOT 1 is no longer working, call service.
TP 1 cable connection
box
ID 10633
TP TP065 A WARNING The backup unit TP 1 failed, check TP 1 and do
TP Backup 1 Lost not use it before the failure has been rectified.
Backup unit TP 1 If not acknowledged within user set time
failed, check TP1 (default 3 min.) this warning is escalated to
ID 10652 an alarm.
TP TP066 A WARNING The backup unit TP 2 failed, check TP 2 and do
TP Backup 2 Lost not use it before the failure has been rectified.
Backup unit TP 2 If not acknowledged within user set time
failed, check TP 2 (default 3 min.) this warning is escalated to
ID 10662 an alarm.
TP TP067 B CAUTION Switch to TP 1 or manual steering.
TP IF-2 Offline The TRACKPILOT Interface 2 is off-line, the
Switch to TP1, check TRACKPILOT 2 is no longer working, call service.
TP2 cable connection
box
ID 10673

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 14. SPEEDPILOT Alerts

14. SPEEDPILOT Alerts

All alerts beginning with SP are generated by the SPEEDPILOT. Unless stated otherwise,
they appear only on the MFD having the SPEEDPILOT Master function, and it is only there
that they can be acknowledged. The phrase “Switch over to manual speed control”
used below, always indicates the following steps as a minimum:
- Deactivate speed control by SPEEDPILOT.
- Select manual control of the propulsion lever.
- Verify that manually changing the lever order has an effect on the ordered rpm and/or
pitch.

Table XXIV-34 SPEEDPILOT Alerts (Table-Sheet 1 of 5)

SYS Alert CAT Priority Description

SP SP070 B CAUTION Switch over to manual speed control and to
TP/SP CI Failure manual steering. This caution occurs if the TP/SP
Switch over to common interface fails, call service.
manual speed
control
ID 10703
SP SP071 B CAUTION Switch over to manual speed control and to
TP/SP CI Config manual steering. This caution occurs if the TP/SP
Configuration is common interface parameter differ, call service.
inconsistent, call
service
ID 10713
SP SP072 A WARNING The backup SP is reporting an error, no immediate
SP Backup SP1 reaction necessary, but backup function no longer
Lost available.
The backup SP is If not acknowledged within user set time
reporting an error, (default 3 min.) this warning is escalated to an
no action alarm.
ID 10722
SP SP073 A WARNING The backup SP is reporting an error, no immediate
SP Backup SP2 reaction necessary, but backup function no longer
Lost available.
The backup SP is If not acknowledged within user set time
reporting an error, (default 3 min.) this warning is escalated to an
no action alarm.
ID 10732
SP SP075 B CAUTION Switch over to manual speed control and to
TP / SP IF Off- manual steering. Check that the manual control
line functions for lever and wheel are working properly.
Switch over to This alarm occurs if the SP is not ready for operation,
manual speed because the engine interface program has no contact
control with the TRACKPILOT Interface processor of the
ID 10753 TRACKPILOT interface unit. The TRACKPILOT as well
as the SPEEDPILOT can no longer perform their
tasks, as their communication with the interface is
not available. Check the power supply and the oper-
ational status of the TRACKPILOT interface elec-
tronics, restart the TRACKPILOT.

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14. SPEEDPILOT Alerts Operating Instructions

Table XXIV-34 SPEEDPILOT Alerts (Table-Sheet 2 of 5) (continued)

SYS Alert CAT Priority Description

SP SP076 B ALARM Switch over to manual speed control. This alarm
SP System Fault occurs if the SP is not ready for operation (no
Switch over to message from SP to SP Master MFD). The communi-
manual speed cation is disturbed or interrupted. The SP must be
control disconnected from the engine control system; the
ID 10761 engine must be controlled by the lever manually.
Until the cause of the alarm has been eliminated and
the SP has not been switched off, the word
FAILURE is shown in the operational mode field of
the SPEEDPILOT expander. Check the TRACKPILOT
Electronics and the TRACKPILOT Interface unit as
well as their power supplies. In the case of repeated
occurrence of the alarm, resetting or restarting of the
SPEEDPILOT or of the complete TP electronics unit
might correct the fault situation.
SP SP077 B CAUTION Switch over to manual speed control. This
SP Config caution occurs if the configuration parameters in the
Latest config TP unit and in the MFD differ. A warning is given. Call
changes not stored, service.
call service
ID 10773
SP SP079 A WARNING Acknowlede this warning from your MFD to act
SP No Master as the SP Master. The same can be achieved by
Select Speedpilot clicking to the Master button in the SP menu, or by
master station pressing the SP Master key on the keyboard on
ID 10792 your MFD for more than 3 seconds. This warning is
raised if no MFD has been selected as the SP Master.
The MFD on which acknowledgment takes place is
switched to act as the SPEEDPILOT Master. If the
warning can not be acknowledged because there is
no navigational MFD available, the Set Lever mode is
activated after 30 seconds and, instead of the indica-
tion of the SPEEDPILOT operational mode, FAILURE
is displayed and the external SPEEDPILOT Alarm
signal is issued.
SP SP080 A ALARM SP has been switched off or disconnected from the
SP Deactivated engine control system (loose cable etc. or engine has
SP is no longer in reported a failure). The message confirms that the
charge of speed engine is now being controlled by means of the lever,
control SPEEDPILOT OFF is indicated. If the alarm occurs
ID 10801 for no apparent reason, restarting of the SPEED-
PILOT might correct the fault situation.
SP SP081 A ALARM Switch over to manual speed control. This alarm
SP No Engines is raised if there is no connection to the engines.
Switch over to
manual speed
control
ID 10811

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Operating Instructions 14. SPEEDPILOT Alerts

Table XXIV-34 SPEEDPILOT Alerts (Table-Sheet 3 of 5) (continued)

SYS Alert CAT Priority Description

SP SP082 A WARNING Switch over to manual speed control. This
SP Low Lever warning occurs if for the set speed the lever has to
Increase low lever be moved to a value below the low lever limit
speed limit setting setting. The actual lever output value is always
ID 10822 limited to the low lever limit setting. If there are
doubts about the effectiveness of the automatic
speed control process, the SP must be switched off
and a changeover to manual engine-control must
take place. Reduce the low lever limit value (always
verify the steering ability of your ship!). Increase the
speed commanded by the SP. Check the speed
sensor data.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to an
alarm.
SP SP083 A WARNING Switch over to manual speed control. This
SP High Lever warning occurs if for the set speed, the lever has to
Reduce be set to a value above the high lever limit setting.
commanded speed The commanded output lever value is always limited
of the SP to the high lever limit setting. Increase the high lever
ID 10832 limit value in the SP Settings dialogue. Reduce
commanded speed of the SPEEDPILOT. Check the
speed sensor and the indicated speed value. Check if
the engine control system is executing the lever
commands of the SP correctly.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to an
alarm.
SP SP084 A WARNING Set speed setting ordered by the SP is larger than
SP SPD Exceeded the speed limit value that was set in the SP Settings
Ordered speed is dialog under Speed Limit. The ordered speed value is
larger than the reduced to the Speed Limit value before the output
speed limit to the lever is calculated. Increase the speed limit in
ID 10842 the SP Settings menu or continue sailing with
reduced speed.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to an
alarm.
SP SP085 A WARNING Switch over to manual speed control. This
SP SPD Out warning occurs if the set speed is above or below
Range possible speed control, adjust configuration settings.
Set speed is outside If not acknowledged within user set time
the speed control (default 3 min.) this warning is escalated to an
parameter alarm.
ID 10852
SP SP086 A WARNING SP is in Planned Speed mode, but is no longer
SP SPD Missing receiving any speed data from the planning system
Speed data from (from ECDIS sub-system). When this alarm appears,
active route the SP is automatically switched to Set Speed mode,
missing, check and the current set speed is maintained.
route If not acknowledged within user set time
ID 10862 (default 3 min.) this warning is escalated to an
alarm.

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14. SPEEDPILOT Alerts Operating Instructions

Table XXIV-34 SPEEDPILOT Alerts (Table-Sheet 4 of 5) (continued)

SYS Alert CAT Priority Description

SP SP087 A ALARM Switch over to manual speed control. This error
SP ON Failed occurs if the SP has been activated by the user, but
Switch over to the interface signals to the engine control system do
manual speed not confirm a complete activation of the SP. Wait, if
control the SP is activated after a delay of some seconds.
ID 10871 Retry the activation. Check the interface signals to
the engine control system.
SP SP088 A ALARM Switch over to manual speed control. This error
SP OFF Failed occurs if the SP has been deactivated, but the inter-
Switch over to face signals received from the engine control system
manual speed do not confirm a complete deactivation of the SP.
control When this alarm appears, the engine control must be
ID 10881 switched over to manual operation and a check must
be performed to make certain that the manual lever
control function is working correctly. Wait, if SP is
deactivated after a delay of some seconds. Retry the
deactivation. Check the interface signals from and to
the engine control system.
SP SP089 A WARNING The SP control mode has been changed automati-
SP to Lever Mode cally to the Set Lever mode, i.e. when received speed
Control mode has signals were found to be not in order (and the alarm
been changed SP Sensor Fault appeared before).
automatically
ID 10891
SP SP090 A WARNING SP control mode has been changed automatically to
SP to Speed the Set Speed mode when the planned speed values
Mode were not received from the planning system (and the
Control mode has alarm SP SPD Missing appeared at the same time).
been changed
automatically
ID 10901
SP SP091 A ALARM Select other speed sensor or continue with Set Lever
SP Sensor Fault mode or switch over to manual speed control. This
Check speed alarm occurs if the SP is running in Set Speed mode
sensor, select or Planned Speed mode, and the speed sensor is
another speed transmitting invalid data, or MANUAL speed has been
sensor selected, or the SP is not receiving any speed data.
ID 10911 In this case the SP is automatically switched to Set
Lever mode, and the current set lever command is
maintained. Instead of the indication of the SP oper-
ational mode, FAILURE is displayed.
SP SP093 A ALARM Switch over to manual speed control. This alarm
SP Config. Fault occurs if the configuration parameters of SP are
Configuration is incomplete or not available. The engine control
inconsistent, call system can no longer be driven correctly by the SP.
service This alarm cannot be acknowledged. FAILURE is
ID 10931 displayed in the SPEEDPILOT Mode indication field.
The configuration must be restored / repaired at next
service.

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 14. SPEEDPILOT Alerts

Table XXIV-34 SPEEDPILOT Alerts (Table-Sheet 5 of 5) (continued)

SYS Alert CAT Priority Description

SP SP094 A WARNING The SP has detected a difference between the set
SP Lever Alert and the actual lever feedback value. The speed
Difference between control function may be inaccurate, if the lever is not
the set and the following the SPEEDPILOT commands accurately.
actual lever This warning is repeated as long as the cause of the
ID 10942 error is not deleted or the SPEEDPILOT is deacti-
vated. Switch off the SP and change to manual
engine control. Check the lever positions and the
lever feedback signals of the electrical shaft (if
installed). If no feedback signal is connected, the
use of the lever feedback signal must be disabled
on service level. Restart the SP.
If not acknowledged within user set time
(default 3 min.) this warning is escalated to an
alarm.
SP SP095 A WARNING Deviation between set speed, ordered by SP, and
SP SPD Deviation achieved actual speed is larger than the speed devi-
Deviation between ation limit value that was set in the SP Settings
ordered and actual dialogue under Speed Alarm. The actual speed
speed value is averaged by a SP internal filter, before the
ID 10952 monitoring function calculates the difference.
Increase the threshold by input of a higher Speed
Alarm value. Check the speed acceleration and wait
if the ordered speed value is achieved after some
minutes. Verify if the system reacts correctly on any
different speed order (i.e. the lever is still controlled
up or down as required by SP).
If not acknowledged within user set time
(default 3 min.) this warning is escalated to an
alarm.
SP SP099 A Switch over to manual speed control.
SP Failure Optional additional group alarm output for host
Switch over to systems derived from an internal alert, check SP
manual speed system and triggering alerts.
control
ID 10991

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14. SPEEDPILOT Alerts Operating Instructions

834 ON: 390008807 / 53 (2024-11)

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NAVIGATION SYSTEM Platinum LIST OF ALERTS
Operating Instructions 15. VDR Alerts

15. VDR Alerts

The following alerts are only available in the NACOS Platinum system, if a VDR DEBEG 4300,
VDR 4350, VDR 4360 or VDR 4370 is connected via its LAN interface.

Table XXIV-35 VDR Alerts

SYS Alert CAT Priority Description

VDR VR000 B CAUTION An incident backup is running in the
VDR Backup is running VDR. The indication cannot be
Wait until VDR backup is acknowledged. It disappears when the
completed backup has been finished. This indica-
ID 3078 tion can occur simultaneously on more
than one MFD. This indication is avail-
able only for VDR DEBEG 4300, and
VDR 4350.
VDR VR001 B WARNING The Platinum system has no contact to
VDR Offline the voyage data recorder. This warning
The system has lost VDR connec- can be acknowledged. Check the VDR
tion and the LAN connections.
ID 3002
VDR VR002 B CAUTION The Final Recording Medium is defec-
VDR FRM Failure tive, or the data transfer to it is faulty.
Check VDR final recording This warning can occur simultaneously
medium on more than one MFD. Check the
ID 3003 VDR.
VDR VR003 B CAUTION The microphone test automatically
VDR Microphone Failure performed by the VDR has shown that
Check VDR equipment at least the recording function of one
ID 3003 of the microphones is faulty. This
warning can occur simultaneously on
more than one MFD. Check the VDR.
VDR VR004 B CAUTION The uninterruptible power supply
VDR Power Failure (UPS) of the VDR is no longer being
Check VDR equipment supplied with power by the ship's
ID 3023 mains. The VDR is supplied with power
by the UPS for at least 2 hours. This
warning can occur simultaneously on
more than one MFD. Secure the supply
of power from the ship's mains to the
UPS.
VDR VR005 B CAUTION A fault or failure has been de
VDR Integrity Failure tected by the BITE (Built-In Test
Check VDR equipment Equipment) of the VDR. This warning
ID 3013 can occur simultaneously on more than
one MFD. Carry out a restart of the
VDR, check the VDR.
VDR VR006 B CAUTION A fault or failure has been occurred in
VDR Framegrabber Failure the frame-grabber. This warning can
Check VDR equipment occur simultaneously on more than
ID 3003 one MFD. Carry out a restart of the
VDR, check the VDR.
VDR VR009 B CAUTION Check VDR fault list where nnnn is the
VDR Internal Fault (nnnn) internal fault number.
Check VDR fault list
ID 10093

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15. VDR Alerts Operating Instructions

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LISTS AND INDEXES
LISTS AND INDEXES NAVIGATION SYSTEM Platinum
Operating Instructions

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NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions MED Certificates

MED Certificates
The set of certificates for the Platinum Navigation system and related subsystems comprises
the following documents:

Table XXV-36 Platinum Certificates

ID Issue Expires
--- Declaration of Conformity from Refers to MED IR
Wärtsilä 2024 (1975)
MEDD00000UG Quality System 2027-04-03

MEDB00005M8 MED/4.30 ECDIS 2026-02-03

MEDB00005MC MED/4.64 RADAR 2026-04-27
MEDB00002J4 MED/4.16 HCS 2025-02-24
MEDB00002J3 MED/4.33 TCS 2025-02-24
MEDB00001VW MED/4.57 BNWAS 2025-07-01
MEDB00005MB MED/4.59 INS 2026-04-27
TAA00002D3 Platinum HW Platform 2024-10-06

MEDB00002ZH MED/4.29 VDR 2027-12-15

MEDB00003TH MED/4.47 S-VDR 2027-12-15
MEDB00006BW MED/4.7 SDME (SAM 4642) 2025-01-29
MEDB000043D MED/4.7 SDME (SATLOG 4120) 2028-06-03

ON: 390008807 / 53 (2024-11) 839

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LISTS AND INDEXES NAVIGATION SYSTEM Platinum
MED Certificates Operating Instructions

The following pages show the latest certificates.

840 ON: 390008807 / 53 (2024-11)

MED Certificates.fm / 15.11.24
 Wärtsilä Voyage GmbH
Gasstrasse. 18 - D-22761 Hamburg - Germany

Declaration of Conformity
We hereby declare that the following specified equipment complies with the Marine Equipment
Directive 2014/90/EU and Commission Implementing Regulation (EU) 2023/1667 (reference is given
by the specific Module B Certificates) and has been type examined by the Notified Body (No. 0098).

Integrated Navigation System NACOS Platinum

MULTIPILOT Platinum
TRACKPILOT Platinum
ECDISPILOT Platinum
VDR & S-VDR 4370
BNWAS Platinum
EM-Speed Log SAM 4642
SATLOG SLS 4120

Quality System Certificate (Module D) No. MEDD00000UG Rev. 26 issued by the Notified Body
DNV SE (0098)

EC Type Examination Certificate(s) (Module B) No. / References, Components, Type Designation

and Applied Standards as listed within the EC Type Examination Certificate(s): see annex 1

MED / 4.7 Speed and distance measurement equipment (SDME)

MED / 4.16 Heading control system (HCS)
MED / 4.29 Voyage Data Recorder (VDR)
MED / 4.30 Electronic chart display and information system (ECDIS) with backup, and raster chart
display system (RCDS)
MED / 4.33 Track control system (TCS)
MED / 4.47 Simplified Voyage Data Recorder (S-VDR)
MED / 4.59 Integrated navigation system (INS)
MED / 4.64 Radar equipment
MED / 4.57 Bridge Navigational Watch Alarm System (BNWAS)

Hamburg, 30th May 2024

(Place, Date of Issue)

Pablo Nieto
General Manager, QHSES & Governance

The Quality Management System of Wärtsilä Voyage GmbH meets the

Requirements of ISO 9001:2015 (certified by DNV Business Assurance)

Wärtsilä Voyage GmbH

Gasstrasse 18, D- 22761 Hamburg, Germany page 1 of 3
 Wärtsilä Voyage GmbH
Gasstrasse. 18 - D-22761 Hamburg - Germany

Annex 1 / Declaration of Conformity

Module B Module D
Item
Certificate Data Certificate Data
Date of Notified Registration Date of Notified
Registration number
expiry Body number expiry Body

MED / 4.16 Heading control system (HCS)

MEDB00002J4 MEDD00000UG
TRACKPILOT Platinum 2025-02-24 0098 2027-04-03 0098
Rev. 6 Rev. 26

MED / 4.29 Voyage Data Recorder (VDR) & MED / 4.47 Simplified voyage data recorder (S-VDR)
MEDB00002ZH MEDD00000UG
VDR 4370 2027-12-15 0098 2027-04-03 0098
Rev. 3 Rev. 26
MEDB00003TH MEDD00000UG
S-VDR 4370 2027-12-15 0098 2027-04-03 0098
Rev. 3 Rev. 26

MED / 4.30 Electronic chart display and Information system (ECDIS) with backup, and raster chart display
(RCDS)
MEDB00005M8 MEDD00000UG
ECDISPILOT Platinum 2026-02-03 0098 2027-04-03 0098
Rev.5 Rev. 26
MEDB00005M8 MEDD00000UG
MULTIPILOT Platinum 2026-02-03 0098 2027-04-03 0098
Rev.5 Rev. 26

MED / 4.33 Track control system (working at ship's speed from minimum manoeuvring speed up to 30 knots)
MEDB00002J3 MEDD00000UG
TRACKPILOT Platinum 2025-02-24 0098 2027-04-03 0098
Rev. 6 Rev. 26

MED / 4.57 Bridge Navigational Watch Alarm System (BNWAS)

MEDB00001VW MEDD00000UG
BNWAS Platinum 2025-07-01 0098 2027-04-03 0098
Rev. 6 Rev. 26

MED / 4.59 Integrated navigation system

MEDB00005MB MEDD00000UG
NACOS Platinum INS 2026-04-27 0098 2027-04-03 0098
Rev. 5 Rev. 26

MED / 4.64 Radar equipment

MEDB00005MC MEDD00000UG
MULTIPILOT Platinum 2026-04-27 0098 2027-04-03 0098
Rev. 7 Rev. 26

MED / 4.7 Speed and distance measuring equipment (SDME)

MEDB000043D MEDD00000UG
SATLOG SLS 4120 2028-06-25 0098 2027-04-03 0098
Rev. 3 Rev. 26
MEDB00006BW MEDD00000UG
EM-Speed Log SAM 4642 2025-01-29 0098 2027-04-03 0098
Rev. 2 Rev. 26

The Quality Management System of Wärtsilä Voyage GmbH meets the

Requirements of ISO 9001:2015 (certified by DNV Business Assurance)

Wärtsilä Voyage GmbH

Gasstrasse 18, D- 22761 Hamburg, Germany page 2 of 3
 Wärtsilä Voyage GmbH
Gasstrasse. 18 - D-22761 Hamburg - Germany

USCG Unique
Item
Module B No. Identifier
ECDISPILOT Platinum
MED / 4.30 Electronic chart display and information system (ECDIS) 165.123/EC0098 MEDB00005M8 Rev.5

MULTIPILOT Platinum
MED / 4.64 Radar equipment 165.215/EC0098 MEDB00005MC Rev.7
MED / 4.30 Electronic chart display and information system (ECDIS) 165.123/EC0098 MEDB00005M8 Rev.5

TRACKPILOT
MED / 4.16 Heading Control System (HCS) 165.110/EC0098 MEDB00002J4 Rev.6
MED / 4.33 Track Control System (TCS), Category C 165.112/EC0098 MEDB00002J3 Rev.6

Voyage Data Recorder (VDR)

MED / 4.29 Voyage Data Recorder (VDR 4370) 165.150/EC0098 MEDB00002ZH Rev.3
MED / 4.47 Simplified Voyage Data Recorder (S-VDR 4370) 165.151/EC0098 MEDB00003TH Rev.3

BNWAS Platinum
MED / 4.57 Bridge Navigational Watch Alarm System (BNWAS) 165.142/EC0098 MEDB00001VW Rev.6

Speed and distance measuring equipment

MED / 4.7 EM-Speed Log SAM 4642 165.105/EC0098 MEDB00006BW Rev.2
MED / 4.7 SATLOG SLS 4120 165.105/EC0098 MEDB000043D Rev.3

The technical documentation for the equipment is retained at the following address:

Wärtsilä Voyage GmbH

Gasstrasse 18
D-22761 Hamburg, Germany
Tel.: +49 162 2122014
www.wartsila.com/ancs

The Quality Management System of Wärtsilä Voyage GmbH meets the

Requirements of ISO 9001:2015 (certified by DNV Business Assurance)

Wärtsilä Voyage GmbH

Gasstrasse 18, D- 22761 Hamburg, Germany page 3 of 3
 Certificate no.:
MEDD00000UG
Revision No:
26

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by DNV SE
based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
that the Quality System for the products

with type designation(s) as specified in the Appendix to this Certificate

issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the applicable requirements.

The quality system has been assessed with respect to the procedure of conformity assessment described in Annex II,
Module D in the directive 2014/90/EU and regulation (EU) 2023/1667.

This Certificate is valid until 2027-04-03.

Issued at Hamburg on 2024-05-06

for DNV SE
DNV local unit:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Mydlak-Röder, Christine
No.: 0098 Head of Notified Body

The manufacturer is allowed to affix the U.S. Coast

the European Community and the United States of America on Mutual Recognition of Certificates of Conformity for Marine Equipm 7th, 2004,
and amended by Decision No 1/2023 dated May 26th, 2023.

0098/yyyy 0098: Notified Body number undertaking quality surveillance

yyyy: The year in which the mark is affixed

The product liability rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate authorizes the manufacturer in conjunction with the valid EC Type Examination (Module B) Certificate(s) of the equipment listed before to affix the Mark
of Conformity (wheelmark) to the product described herein.
This certificate loses its validity if the manufacturer makes any changes to the approved quality system, which have not been notified to, and agreed with the notified
body named on this certificate. This certificate remains valid unless suspended, withdrawn, recalled or cancelled.
The Manufacturer has to apply for periodical audits to verify the maintenance and application of the quality system every 12 months.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries as well as their officers, directors and employees
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 211.DEU Revision: 2024-02 www.dnv.com Page 1 of 3
 Job ID: 344.1-006176-34
Certificate no.: MEDD00000UG
Revision No: 26

APPENDIX

Item no. MED/4.16 Heading control system (HCS)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
TRACKPILOT Platinum2, 3 MEDB00002J4 2025-02-24 0098 165.110/EC0098
Rev.6 /MEDB00002J4
Rev.6

Item no. MED/4.29 Voyage data recorder (VDR)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
VDR 43701, 2 MEDB00002ZH 2027-12-15 0098 165.150/EC0098
Rev.3 /MEDB00002ZH
Rev.3

Item no. MED/4.30 Electronic chart display and information system (ECDIS)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
ECDISPILOT & MULTIPILOT Platinum2 MEDB00005M8 2026-02-03 0098 165.123,
Rev.5 165.124/EC0098
/MEDB00005M8
Rev.5

Item no. MED/4.33 Track control system (TCS)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
TRACKPILOT Platinum2, 3 MEDB00002J3 2025-02-24 0098 165.112/EC0098
Rev.6 /MEDB00002J3
Rev.6

Item no. MED/4.47 Simplified voyage data recorder (S-VDR)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
S-VDR 43701, 2 MEDB00003TH 2027-12-15 0098 165.151/EC0098
Rev.3 /MEDB00003TH
Rev.3

Item no. MED/4.57 Bridge Navigational Watch Alarm System (BNWAS)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
BNWAS Platinum2 MEDB00001VW 2025-07-01 0098 165.142/EC0098
Rev.6 /MEDB00001VW
Rev.6

Form code: MED 211.DEU Revision: 2024-02 www.dnv.com Page 2 of 3

 Job ID: 344.1-006176-34
Certificate no.: MEDD00000UG
Revision No: 26

Item no. MED/4.59 Integrated navigation system (INS)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
NACOS Platinum INS2 MEDB00005MB 2026-04-27 0098 165,141/EC0098
Rev.5 /MEDB00005MB
Rev.5

Item no. MED/4.64 Radar equipment

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
MULTIPILOT Platinum2, 3 MEDB00005MC 2026-04-27 0098 165.115,
Rev.7 165.116/EC0098
/MEDB00005MC
Rev.7

Item no. MED/4.7 Speed and distance measuring equipment (SDME)

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
SATLOG SLS 41202 MEDB000043D 2028-06-25 0098 165.105/EC0098
Rev.3 /MEDB000043D
Rev.3
SAM 46422 MEDB00006BW 2025-01-29 0098 165.105/EC0098
Rev.2 /MEDB00006BW
Rev.2

Places of production

1.MacGregor Germany GmbH & Co. KG, Osterbrooksweg 42, Schenefeld, Germany
2.Wärtsilä Voyage GmbH, Haus 2, Gasstr. 18, Hamburg, Germany
3.Wartsila Guidance Marine Ltd., 5 Tiber Way, Meridian Business Park, Leicester, United Kingdom

Form code: MED 211.DEU Revision: 2024-02 www.dnv.com Page 3 of 3

 Job Id: 344.1-009535-7
Certificate No: MEDB00005M8
Revision No: 5

Product description
An ECDISPILOT & MULTIPILOT Platinum comprises the following equipment necessary for functioning:

No. Designation Type Designation

1 Not used
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

Software:

No. Designation Version no.

1 Application software 2.1.x with x ≥ 26
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro †
Microsoft Windows 10 IoT Enterprise LTSC †
†
Version numbers as defined in separate certificate*)

Application/Limitation
x IMO SN.1/Circ.MSC.1/Circ.1503: ECDIS that is not updated for the latest version of IMO Standards may not meet
the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.
x Chart data formats: as defined in separate certificate*)
x System interfaces (undisturbed operation): as defined in separate certificate*)
x Backup arrangements (ECDIS): as defined in separate certificate*)
*)
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also
https://approvalfinder.dnv.com/.

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 61174 Ed.4 (2015)

Form code: MED 201.DEU Revision: 2023-02 www.dnv.com Page 2 of 3

 Job Id: 344.1-009535-7
Certificate No: MEDB00005M8
Revision No: 5

Type Examination documentation

DNV Document ID Rev. Description
No
15 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
14 390 008 502 16 (2024-02) Technical Manual Integration Manager
13 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
12 390 008 807 52 (2024-02) Operating Instructions NAVIGATION Platinum
5 390 008 504 26 (2022-10) Technical Manual NACOS Platinum - IEC 61162-1/-2 Interface
4 390 008 810 52 (2024-02) Operating Instructions ECDISPILOT Platinum ???To be deleted???
3 390 008 808 52 (2024-02) Operating Instructions MULTIPILOT Platinum ???To be deleted???
2 ANC-D-0000-0146 01H List of performance test reports for NACOS Platinum
1 TAA00002D3 Latest rev. Certificate: DNVGL, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2023-02 www.dnv.com Page 3 of 3

 Certificate no.:
MEDB00005MC
Revision No:
7

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by DNV SE
based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
that the Radar equipment CAT 1, CAT 2; for high speed craft applications CAT 1H/2H ; approved with a chart
option (CAT 1C, CAT 2C, CAT 1HC, CAT 2HC)

with type designation(s)

MULTIPILOT Platinum

issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2023/1667,
item No. MED/4.64 SOLAS 74 as amended, Reg. V/18, 19, X/3, IMO Res. MSC.36(63)-(1994 HSC Code) 13,
IMO Res. MSC.97(73)-(2000 HSC Code) 13, IMO Res. A.278 (VIII), A.694(17), MSC.191(79), 192(79), 302(87),
IMO MSC.1/Circ.1349, ITU-R M.1177-4 (04/11)

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2026-04-27.

Issued at Hamburg on 2024-05-06

for DNV SE
DNV local unit:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Mydlak-Röder, Christine
No.: 0098 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
erica on Mutual Recognition of
h, 2023.

y issued when the production-

surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV SE of any changes to the approved equipment. This
certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries as well as their officers, directors and employees
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 201.DEU Revision: 2024-02 www.dnv.com Page 1 of 3
 Job ID: 344.1-009539-10
Certificate no.: MEDB00005MC
Revision No: 7

Product description
A MULTIPILOT Platinum comprises the following equipment necessary for functioning:

No. Designation Type Designation

1 Transceiver Units One or more units
Radar Scanner as defined in separate certificate*)
Radar Transceiver as defined in separate certificate*)
Turning Units as defined in separate certificate*)
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

Software:

No. Designation Version no.

1 NACOS Platinum application 2.1.x with x ≥ 26
software
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro †
Microsoft Windows 10 IoT Enterprise LTSC †
3 Radar Transceiver 2.1.x with x ≥ 02.01 for NG3050 and NG3051
application software 2.1.x with x ≥ 12.01 for NG3061
2.1.x with x ≥ 1.11 for NG3060
† Version numbers as defined in separate certificate *)

Application/Limitation
x IMO SN.1/Circ.MSC.1/Circ.1503: ECDIS that is not updated for the latest version of IMO Standards may not meet
the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.
x Chart data formats: as defined in separate certificate*)
x System interfaces (undisturbed operation): as defined in separate certificate*)
x Backup arrangements (ECDIS): as defined in separate certificate*)

*) The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/.

Form code: MED 201.DEU Revision: 2024-02 www.dnv.com Page 2 of 3

 Job ID: 344.1-009539-10
Certificate no.: MEDB00005MC
Revision No: 7

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 62388 Ed.2 (2013)

Type Examination documentation

DNV Document ID Rev. Description
No
14 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
13 390 008 502 17 (2024-04) Technical Manual Integration Manager
12 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
11 390 008 527 30 (2024-04) Technical Manual Antenna Unit SSR
8 390 008 724 16 (2024-03) Installation Guide NACOS Platinum
7 390 008 517 21 (2024-04) Technical Manual Antenna Unit
5 390 008 504 27 (2023-01) Technical Manual NACOS Platinum - IEC 61162-1/-2 Interface
3 390 008 808 52 (2024-02) Operating Instructions MULTIPILOT Platinum
2 ANC-D-0000-0146 01I List of performance test reports for NACOS Platinum
1 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2024-02 www.dnv.com Page 3 of 3

 Certificate No:
MEDB00002J4
Revision No:
6

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by DNV GL
SE based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
That the Heading control system (HCS)

with type designation(s)

TRACKPILOT Platinum

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2022/1157,
item No. MED/4.16. SOLAS 74 as amended, Regulations V/18 & V/19, IMO Res. A.342(IX), IMO Res. A.694(17),
IMO Res. MSC.191(79), IMO Res. MSC.64(67) Annex 3, IMO Res. MSC.302(87)

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2025-02-24.

Issued at Hamburg on 2023-08-18

for DNV SE
DNV local station:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Christine Mydlak-Röder
No.: 0098 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
on Mutual Recognition of
d by Decision No 1/2018 dated February 18th, 2019.

y issued when the production-

surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV SE of any changes to the approved equipment. This
certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
ion with the services rendered for the
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 201.DEU Revision: 2022-07 www.dnv.com Page 1 of 3
 Job Id: 344.1-006848-16
Certificate No: MEDB00002J4
Revision No: 6

Product description
The heading control system TRACKPILOT Platinum may be used with the following multi-functional devices:
MULTIPILOT Platinum and/or RADARPILOT Platinum

The following components are necessary for operation:

x Platinum Trackpilot Electronics Type: as defined in separate certificate*)
x Platinum Trackpilot Interface Type: as defined in separate certificate*)
To be connected with NACOS Platinum system platform consisting of:

No. Designation Type Designation

1 Not used
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

x Type-approved rudder angle feedback sensor with analogue interface transmitting the actual rudder position
x Type-approved heading monitor
x Type-approved gyro compass
x Type-approved speed and distance measuring equipment (SDME)

Optional components:
x ADO System (Azipod Dynamic Optimizer) from ABB with serial data link according to
IEC 61162-1 transmitting the optimized Azipod toe angle via proprietary telegram
x CONNINGPILOT Platinum, which may be used as a conning display or central alert display with the above
mentioned multi-functional devices

Software:

No. Designation Version no.

NACOS Platinum system
1 Application software 2.1.x with x ≥ 22
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro *) and
*)
Microsoft Windows 10 IoT Enterprise LTSC
Platinum Trackpilot
3 Application software 2.0.x
4 Operating system QNX 6.5 SP1

*)
For further details see Application/Limitation

Application/Limitation
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/.

Form code: MED 201.DEU Revision: 2022-07 www.dnv.com Page 2 of 3

 Job Id: 344.1-006848-16
Certificate No: MEDB00002J4
Revision No: 6

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2014)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: ISO 11674 (2019)

Type Examination documentation

DNV Document ID Rev. Description

No
11 390 008 518 26 (2023-06) Technical Manual Trackpilot-Speedpilot
8 390 008 807 51 (2023-08) Operating Instructions NAVIGATION Platinum
7 ANC-D-0000-0146 01G List of performance test reports for NACOS Platinum
6 TAA00002D3 Latest rev. Certificate: DNVGL, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2022-07 www.dnv.com Page 3 of 3

 Certificate No:
MEDB00002J3
Revision No:
6

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by DNV SE
based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
That the Track control system (TCS)

with type designation(s)

TRACKPILOT Platinum

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2022/1157,
item No. MED/4.33. SOLAS 74 as amended, Regulations V/18 & V/19, IMO Res A.694(17), IMO Res MSC.74(69),
IMO Res MSC.191(79), IMO Res MSC.302(87)

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2025-02-24.

Issued at Hamburg on 2022-12-16

for DNV SE
DNV local station:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Christine Mydlak-Röder
No.: 0098 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
certificate (module D, E or F), as
y 18th, 2019.

y issued when the production-

surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV SE of any changes to the approved equipment. This
certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
ion with the services rendered for the
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 201.DEU Revision: 2022-07 www.dnv.com Page 1 of 3
 Job Id: 344.1-006848-17
Certificate No: MEDB00002J3
Revision No: 6

Product description
The track control system TRACKPILOT Platinum may be used with the following multi-functional devices:
MULTIPILOT Platinum and/or RADARPILOT Platinum

The following components are necessary for operation:

x Platinum Trackpilot Electronics Type: as defined in separate certificate*)
x Platinum Trackpilot Interface Type: as defined in separate certificate*)
To be connected with NACOS Platinum system platform consisting of:

No. Designation Type Designation

1 Not used
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

x Type-approved rudder angle feedback sensor with analogue interface transmitting the actual rudder position
x Type-approved heading monitor
x Type-approved gyro compass
x Type-approved speed and distance measuring equipment (SDME)

Optional components:
x ADO System (Azipod Dynamic Optimizer) from ABB with serial data link according to
IEC 61162-1 transmitting the optimized Azipod toe angle via proprietary telegram
x CONNINGPILOT Platinum, which may be used as a conning display or central alert display with the above
mentioned multi-functional devices

Software:

No. Designation Version no.

NACOS Platinum system
1 Application software 2.1.x with x ≥ 20
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro *) and
Microsoft Windows 10 IoT Enterprise LTSC *)
Platinum Trackpilot
3 Application software 2.0.x
4 Operating system QNX 6.5 SP1

*)
For further details see Application/Limitation

Application/Limitation
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/ .

Form code: MED 201.DEU Revision: 2022-07 www.dnv.com Page 2 of 3

 Job Id: 344.1-006848-17
Certificate No: MEDB00002J3
Revision No: 6

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2014)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 62065 (2014)

Type Examination documentation

DNV Document ID Rev. Description

No
20 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
19 390 008 502 14 (2022-11) Technical Manual Integration Manager
18 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
11 390 008 518 24 (2021-07) Technical Manual Trackpilot-Speedpilot
8 390 008 807 48 (2022-10) Operating Instructions NAVIGATION Platinum
7 ANC-D-0000-0146 01E List of performance test reports for NACOS Platinum
6 TAA00002D3 Latest rev. Certificate: DNVGL, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2022-07 www.dnv.com Page 3 of 3

 Certificate No:
MEDB00001VW
Revision No:
6

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by DNV GL
SE based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
That the Bridge Navigational Watch Alarm System (BNWAS)

with type designation(s)

BNWAS Platinum

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2022/1157,
item No. MED/4.57. SOLAS 74 as amended, Regulations V/18 & V/19, IMO Res. A.694(17), IMO Res.
MSC.128(75), IMO Res. MSC.191(79), IMO Res. MSC.302(87), IMO MSC.1/Circ.1474

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2025-07-01.

Issued at Hamburg on 2023-02-27

for DNV GL SE
DNV local unit:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Christine Mydlak-Roeder
No.: 0098 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
on Mutual Recognition of
d February 27th, 2004, and amended by Decision No 1/2018 dated February 18th, 2019.

y issued when the production-

surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV SE of any changes to the approved equipment. This
certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
ion with the services rendered for the
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 201.DEU Revision: 2023-01 www.dnv.com Page 1 of 2
 Job Id: 344.1-006176-31
Certificate No: MEDB00001VW
Revision No: 6

Product description
The Bridge Navigational Watch Alarm System, type BNWAS Platinum, consists of the following equipment:
- Data Processing Unit, DPU2020, Software Vers. 2.1.20
- Binary Output Module RO-20-CO (Relay 20 channels) or Solid State Output Module SS.16-1.25A
- Binary Input Module BI.40-SUP-E or BI.40-INT-EXT (digital 40 channels)
- Watch Alarm Push Button, 271.150.720 or 271.153.864
- At least two Platinum MFD with BNWAS user interface activated (see TAA00002D3 in its latest revision at the date of
placing the system on the market, for the relevant revision see also https://approvalfinder.dnv.com/.)

Optional equipment:
- Alarm Buzzer, 24V, IP65, 271 126 309
- Accommodation Alarm Panel, AAP2010
- Accommodation Alarm Panel, DAP2200
- Buzzer Roshni, ROLP/R/S
- Buzzer Roshni, ROLP/R/D
- Alarm Panel, AP401
- Buzzer Digisound, B/SM28
- Dead Man Alarm reset Box (bulkhead mounted), 271.118.427
- Watch Alarm Acknowledge Box, 271.153.860
- Watch Alarm Motion Sensor Kit, WMS220.2.0.0
- Power Filter Module, PF.C1

Application/Limitation
The BNWAS Platinum can be part of the type approved INS Platinum.

Type Examination documentation

Test reports :
- DANAK-197674, DANAK-1910896, DANAK-1910087, DANAK-1910820, DANAK-193406, DANAK-1910396, DANAK-
198730, DANAK-1910977
- GL Test Report, Rev.A dated 2010-09-29
- DNVGL Test Report, 9065-16-46917-157, Rev. 1.0 dated 2016-11-24
- DNVGL Test Report, 9065-17-28143-157, Rev. 1.0 dated 2017-12-15
- Wärtsilä Voyage, DMTA00067928, Rev. 01D dated 2022-12-15
Documentation:
- Operating Instructions Platinum Navigation Vers. 2.1.20, Rev.48 (2022-10), 390008807
- Technical Manual NACOS Platinum MFD, Rev.30 (2021-09), 390008516
- Technical Manual Integration Manager, Rev.14 (2022-11), 390008502
- Technical Manual IEC Interface, Serial and Network, Rev.26 (2022-10), 390008504

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016) and IEC 61162-2 (1998)
x Presentation testing: IEC 62288 (2014)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 62616 (2010) incl. Corrigendum 1 (2012)

Note: If compliance with IEC 62288 (2021) be verified, expiry date to be extended to 2028-02-26.

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2023-01 www.dnv.com Page 2 of 2

 Job Id: 344.1-009538-7
Certificate No: MEDB00005MB
Revision No: 5

Product description
A NACOS Platinum INS comprises the following equipment necessary for functioning:

No. Designation Type Designation

1 Transceiver Units One or more units
Radar Scanner as defined in separate certificate*)
Radar Transceiver as defined in separate certificate*)
Turning Units as defined in separate certificate*)
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

Software:

No. Designation Version no.

1 Application software 2.1.x with x ≥ 26
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro †
Microsoft Windows 10 IoT Enterprise LTSC †
† Version numbers as defined in separate certificate*)

Application/Limitation
x The Integrated Navigation System NACOS Platinum including alert management and operation and monitoring of
Centralized Alert Management HMI (CAM-HMI) is accepted according to IMO
MSC.252(83), Module C – Alert Management and IMO SN.1/Circ.288.
x At least the tasks collision avoidance and route monitoring shall be integrated in one of the multifunctional
workstations. Minimum configuration consists of at least 3 (three) multifunctional workstations.
x IMO SN.1/Circ.MSC.1/Circ.1503: ECDIS that is not updated for the latest version of IMO Standards may not meet
the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.
x Chart data formats: as defined in separate certificate*)
x System interfaces (undisturbed operation): as defined in separate certificate*)
x Backup arrangements (ECDIS): as defined in separate certificate*)

*) The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/.

Form code: MED 201.DEU Revision: 2023-02 www.dnv.com Page 2 of 3

 Job Id: 344.1-009538-7
Certificate No: MEDB00005MB
Revision No: 5

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 61924-2 (2012) incl. Corrigendum 1 (2013)

Type Examination documentation

DNV Document ID Rev. Description
No
8 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
7 390 008 502 16 (2024-02) Technical Manual Integration Manager
6 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
3 390 008 807 52 (2024-02) Operating Instructions NAVIGATION Platinum
2 ANC-D-0000-0146 01H List of performance test reports for NACOS Platinum
1 TAA00002D3 Latest rev. Certificate: DNVGL, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2023-02 www.dnv.com Page 3 of 3

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 Software version 5
x
Interface Control Unit H205xxxx
x
Battery Module H605xxxx
x
Audio Unit Audio2net H402xxxx
x
Microphone VCA004 H604xxxx
x
Serial Unit NMEA2net H401xxxx
x
Data Collection Unit WAGO-DCU
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Data Collection Unit DPU 2020
x
VDR Remote Control and Test Panel NACOS Platinum MFD Certificate No:
with Display Electronics as defined in sepa
MEDB00002ZH
x Final Recording Medium FRM Fixed Capsule NEMO 2.0 H108xxxx
Revision No: or
x Final Recording Medium FRM Fixed Capsule NEMO 3.0 3 H112xxxx
x Final Recording Medium FRM Float Free Capsule TRON 40VDR H109xxxx or
Final Recording Medium FRM Float Free Capsule TRON 40VDR AIS H113xxxx
x Underwater locating device (ULD) PT9-NINETY
Application of: Directive 2014/90/EU
x RADAR of 23
/ ECDIS Julygrab
video 2014viaon marinetransmission
network equipment (MED). This Certificate
(1 of following options): is issued by DNV SE
based on the notification of othe Federal
ExternalMaritime
RGB FrameandGrabber
Hydrographic
FGR4 Agency of Germany. H305xxxx
o External Frame Grabber FGR5 H307xxxx
This is to certify: o RADAR video grab with Radar device
That the Voyage data recorderimage transfer according IEC 61162-450
(VDR)
image transfer according IEC 62388 Ed.2, Annex H.4
with type designation(s)
Optional Components:
VDR 4370 x Long Term Recording Device H110xxxx
x USB Flash Drive H105xxxx
Issued to x MOXA Network Switch EDS-308
Wärtsilä Voyage x MOXA GmbH
Network Switch EDS-208A-X1-X2
Hamburg, Germany x Power Supply Quint-PS/1AC/24V
x Realtime Monitor VDR 4370 Online
x Replay System VDR 4370 Replay
is found to comply with the requirements in the following Regulations/Standards:
Regulation (EU) 2022/1157,
*)
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision
item No. MED/4.29. SOLAS
placing 74 as amended,
the system Regulations
on the market V/18,
is part of this V/20 & for
certificate, X/3,theIMO Res. revision
relevant A.694(17),
seeIMO
also Res.
MSC.36(63), IMOhttps://approvalfinder.dnv.com/.
Res. MSC.97(73), IMO Res. MSC.191(79), IMO Res. MSC.302(87), IMO Res. MSC.333(90),
IMO Res. MSC.494(104)
Application/Limitation
RADAR video grab with Radar device Type
RADARPILOT 1000 (GE3044)
CHARTRADAR 1000 (GE3044)
MULTIPILOT 1000 (GE3048)
RADARPILOT 1100 (GE3062)
Further details of the equipment and conditions for certification are given overleaf.
CHARTRADAR 1100 (GE3064)
MULTIPILOT 1100 (GE3065)
This Certificate is valid until 2027-12-11. NACOS Platinum as defined in separate c

Issued at Hamburg Foronstandard installation no own switch is provided. The VDR only has a separate network interface, res
2022-12-16
multicast communication and connection to an existing multicast network.
for without
If an optional network switch is necessary, because only single sources DNV SE own multicast network h
DNV local unit: connected, a network switch (MOXA EDS) is available. All network switches used for the VDR installatio
Hamburg CMC North/East
compliant with the requirements of IEC 60945.

Approval Engineer:
Tests carried out
Jörg Rebel x Environmental and EMCNotified
testing: Body Christine
IEC 60945 Mydlak-Röder
(2002) incl. Corrigendum 1 (2008)
x Interface testing: No.: 0098 Head of(2016),
IEC 61162-1 Notified
IECBody
61162-2 (1998),
IEC 61162-450 (2018) and IEC 62388 (2013) [
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing with FFC TRON 40VDR: IEC 61996-1 (2013) incl. Corrigendum 1 (2014
with FFC TRON 40VDR AIS: IEC 61996-1 (2013) incl. Amendment 1 (2021)

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
United States of America on Mutual Recognition of
y 18th, 2019.

The mark of conformity may only be affixed to the above type app -
surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV SE of any c hanges to the approved equipment. This
certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 1 of 4
 Job Id: 344.1-007204-4
Certificate No: MEDB00002ZH
Revision No: 3

Product description
The voyage data recorder (VDR) type 4370 consists of following components necessary for operation:
x Main Unit MDP2020 H204xxxx
Software version 5.2x
x Interface Control Unit H205xxxx
x Battery Module H605xxxx
x Audio Unit Audio2net H402xxxx
x Microphone VCA004 H604xxxx
x Serial Unit NMEA2net H401xxxx
x Data Collection Unit WAGO-DCU
x Data Collection Unit DCU 2010
x Data Collection Unit DPU 2020
x VDR Remote Control and Test Panel NACOS Platinum MFD
with Display Electronics as defined in separate certificate *)
x Final Recording Medium FRM Fixed Capsule NEMO 2.0 H108xxxx or
x Final Recording Medium FRM Fixed Capsule NEMO 3.0 H112xxxx
x Final Recording Medium FRM Float Free Capsule TRON 40VDR H109xxxx or
Final Recording Medium FRM Float Free Capsule TRON 40VDR AIS H113xxxx
x Underwater locating device (ULD) PT9-NINETY
x RADAR / ECDIS video grab via network transmission (1 of following options):
o External RGB Frame Grabber FGR4 H305xxxx
o External Frame Grabber FGR5 H307xxxx
o RADAR video grab with Radar device
image transfer according IEC 61162-450
image transfer according IEC 62388 Ed.2, Annex H.4
Optional Components:
x Long Term Recording Device H110xxxx
x USB Flash Drive H105xxxx
x MOXA Network Switch EDS-308
x MOXA Network Switch EDS-208A-X1-X2-X3
x Power Supply Quint-PS/1AC/24VDC/10
x Realtime Monitor VDR 4370 Online
x Replay System VDR 4370 Replay System
*)
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also
https://approvalfinder.dnv.com/.

Application/Limitation
RADAR video grab with Radar device Type RADARPILOT 1000 (GE3044)
CHARTRADAR 1000 (GE3044)
MULTIPILOT 1000 (GE3048)
RADARPILOT 1100 (GE3062)
CHARTRADAR 1100 (GE3064)
MULTIPILOT 1100 (GE3065)
NACOS Platinum as defined in separate certificate*)

For standard installation no own switch is provided. The VDR only has a separate network interface, reserved for
multicast communication and connection to an existing multicast network.
If an optional network switch is necessary, because only single sources without own multicast network have to be
connected, a network switch (MOXA EDS) is available. All network switches used for the VDR installation are to be
compliant with the requirements of IEC 60945.

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998),
IEC 61162-450 (2018) and IEC 62388 (2013) [Annex H.4]
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing with FFC TRON 40VDR: IEC 61996-1 (2013) incl. Corrigendum 1 (2014)
with FFC TRON 40VDR AIS: IEC 61996-1 (2013) incl. Amendment 1 (2021)

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 2 of 4

 Job Id: 344.1-007204-4
Certificate No: MEDB00002ZH
Revision No: 3

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Type Examination documentation

DNV Document ID Rev. Description
No
47 E21187 2022-02-10 Report: Nemko, Tests for float-free capsule TRON
40VDR AIS according to IEC 61996-1 (2013) incl.
Amendment 1 (2021)
46 814 009 190 V02 (2021-09) Manual: Operating Manual VDR 4370
45 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms
43 MA_Nemo3.0_UserManual 2020-07-08 Novega, User manual NEMO 3.0
42 - 2020-08-14 BSH, Statement of conformity for NEMO 3.0 according to
IEC60945, 11.2 (CSD)
41 BSH/454.VDR/NOVEGA 2020-08-18 BSH, Statement of conformity for NEMO 3.0 according to
NEMO3 IEC 61996-1 and IEC60945_NEMO_3.0
40 TCPR_650_Nemo3.0 2020-06-19 Report: Novega, Test cases, procedures and results for
NEMO 3.0
39 A_1066_StorageTest 2020-06-19 Report: Novega, Storage test for NEMO 3.0 according to
IEC 60945, 8.2.1
38 A_1066_FunctionalTest 2020-06-19 Report: Novega, Functional test for NEMO 3.0 according
to IEC 60945, 8.2.2
37 A_1066_ShockTest 2020-06-19 Report: Novega, Shock test for NEMO 3.0 according
to IEC 61996-1, 6.1.13.4 and IEC 60068-2-27
36 2238978KAU-001 2020-05-06 Report: Novega, EMC tests for NEMO 3.0 according
to IEC 60945, 9 and 10
35 A_1066_Vibration 2020-06-19 Report: Novega, Vibration test for NEMO 3.0 according
to IEC 60945, 8.7
34 A_1066_DampHeat 2020-06-19 Report: Novega, Damp heat test for NEMO 3.0
according to IEC 60945, 8.3
33 A_1066_LowTemperature 2020-06-19 Report: Novega, Low temperature test for
NEMO 3.0 according to IEC 60945, 8.4
32 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 62923-1/-2 (2018)
(S)VDR G4e/1-1
31 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 61162-450 (2018)
(S)VDR G4e/1
29 ANC-D-0000-0087 01 (2017-12-15) Manual: VDR LAN Interface 4370 - Software System
Interface Description
28 390 008 810 48 (2020-10) Manual: Pages 361 to 387 about VDR from Operating
Instructions for ECDISPILOT Platinum Vers. 2.1.20
27 814 009 156 V01 (2017-12) Manual: Authority Manual VDR 4370
26 814 009 157 V01 (2017-12) Manual: Replay Manual VDR 4370
25 814 009 155 V03 (2022-12) Manual: Technical Manual VDR 4370
20 9065 17 20791 157 2017-12-14 Report: Performance test for VDR 4370 according to
IEC 61996-1 (2013)
19 1750281R-ITCEP16V00 V1.0 (2017-06) Report: EMC tests for MOXA switch
EDS-208A-X1-X2-X3
17 05951 00 2013-08-06 Report: Environmental test for PT9 NINETY
16 BSH/4542/002/0062585/14 2014-04-14 Report: Internal assessment for PT9 NINETY
15 E13261.06 06, 2015-03-03 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
and IEC 61996-1 (2013) for Tron 40VDR

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 3 of 4

 Job Id: 344.1-007204-4
Certificate No: MEDB00002ZH
Revision No: 3

DNV Document ID Rev. Description

No
14 E13261.04 04, 2014-06-26 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
and IEC 61996-1 (2013) for Tron 40VDR
13 MED-B-14251 2014-06-19 Certificate: EC Type Examination for Tron 40VDR
12 Extension of 657 2013-11-20 Certificate: Compass Safe Distance for NEMO 2.0
11 657 2010-04-29 Certificate: Compass Safe Distance for NEMO
10 2219512KAU-001 2013-07-29 Report: EMC test for NEMO 2.0
9 TP-TR50-9209 2013-08-14 Report: Shock test for NEMO 2.0
8 - 1.0 (2014-02-28) Report: Climate test for NEMO 2.0
7 BSH/4542/002/0062586/14 2014-05-09 Statement of Conformity for NEMO 2.0
6 BSH/4543/001/4293043/16 2016-07-26 Report: Tests according to IEC 61162-450 (2011)
5 BSH/4542/002/0192929/15 2015-05-21 Report: Tests for framegrabber type FGR5 according
to IEC 62388 (2013), Sects.5.8 to 5.10, 6.2.4
4 BSH/4543/001/4292510/13-3 2014-10-21 Report: Tests acc. to IEC 62388 (2013), Annex H.4
3 BSH/4543/001/4292510/13-2 2014-10-21 Report: Tests acc. to IEC 62288 (2014), Sects.4 and 7
2 BSH/4543/001/4292510/13-1 2014-10-21 Report: Tests acc. to IEC 60945, Sects.6, 11.1, 13-15
1 BSH/4543/001/4292510/13 2014-10-21 Report: Performance test IEC61996-1

END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 4 of 4

 Certificate No:
MEDB00003TH
Revision No:
3

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by DNV SE
based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
That the Simplified voyage data recorder (S-VDR)

with type designation(s)

S-VDR 4370

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2022/1157,
item No. MED/4.47. SOLAS 74 as amended, Regulation V/20, IMO Res. A.694(17), IMO Res. MSC.163(78),
IMO Res. MSC.191(79), IMO Res. MSC.302(87), IMO Res. MSC.493(104)

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2027-12-11.

Issued at Hamburg on 2022-12-16

for DNV SE
DNV local unit:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Christine Mydlak-Röder
No.: 0098 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
United States of America on Mutual Recognition of
y 18th, 2019.

The mark of conformity may only be affixed to the above type app -
surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV SE of any c hanges to the approved equipment. This
certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 1 of 4
 Job Id: 344.1-007867-4
Job Id: 344.1-007204-4
Certificate No: MEDB00003TH
Certificate No: MEDB00002ZH
Revision No: 3
Revision No: 3

Product description
DNV Document ID Rev. Description
The
No voyage data recorder (VDR) type 4370 consists of following components necessary for operation:
x 14 MainE13261.04
Unit MDP2020 04, 2014-06-26 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
H204xxxx
and IEC 61996-1 (2013)Software
for Tron version
40VDR 5.2x
x 13 Interface
MED-B-14251
Control Unit 2014-06-19 Certificate: EC Type Examination
H205xxxx for Tron 40VDR
x 12 Battery
Extension
Module of 657 2013-11-20 Certificate: Compass Safe Distance for NEMO 2.0
H605xxxx
x 11 Audio657Unit Audio2net 2010-04-29 Certificate: Compass Safe Distance for NEMO
H402xxxx
x 10 Microphone
2219512KAU-001
VCA004 2013-07-29 Report: EMC test for NEMO 2.0
H604xxxx
x 9 SerialTP-TR50-9209
Unit NMEA2net 2013-08-14 Report: Shock test for NEMO
H401xxxx2.0
x 8 Data-Collection Unit 1.0 (2014-02-28) Report: Climate test for WAGO-DCU
NEMO 2.0
x 7 DataBSH/4542/002/0062586/14
Collection Unit 2014-05-09 Statement of ConformityDCU for NEMO
2010 2.0
x 6 DataBSH/4543/001/4293043/16
Collection Unit 2016-07-26 Report: Tests accordingDPU to IEC 61162-450 (2011)
2020
x 5 VDR BSH/4542/002/0192929/15
Remote Control and Test Panel 2015-05-21
NACOS Platinum MFD Report: Tests for framegrabber type FGR5 according
to IEC 62388 (2013), Sects.5.8
with Display Electronics as definedto 5.10, 6.2.4 certificate*)
in separate
x 4 BSH/4543/001/4292510/13-3
Underwater locating device (ULD) 2014-10-21 Report: Tests acc. to IEC 62388
PT9-NINETY (2013), Annex H.4
x 3 RADAR BSH/4543/001/4292510/13-2 2014-10-21
/ ECDIS video grab via network Report:
transmission (1 of Tests acc.
the following to IEC 62288 (2014), Sects.4 and 7
options):
2 oBSH/4543/001/4292510/13-1
External RGB Frame Grabber 2014-10-21
FGR4 Report: Tests acc. to IEC 60945, Sects.6, 11.1, 13-15
H305xxxx
1 oBSH/4543/001/4292510/13
External Frame Grabber FGR52014-10-21 Report: Performance test IEC61996-1
H307xxxx
o RADAR video grab with Radar device
image transfer according IEC 61162-450
END OF CERTIFICATE
image transfer according IEC 62388 Ed.2, Annex H.4

Final Recording Medium (FRM):

x Final Recording Medium FRM Fixed Capsule NEMO 2.0 H108xxxx
or
x Final Recording Medium FRM Fixed Capsule NEMO 3.0 H112xxxx
or
x Final Recording Medium FRM Float Free Capsule TRON 40VDR H109xxxx
or
x Final Recording Medium FRM Float Free Capsule TRON 40VDR AIS H113xxxx

Optional Components:
x Long Term Recording Device H110xxxx
x USB Flash Drive H105xxxx
x MOXA Network Switch EDS-308
x MOXA Network Switch EDS-208A-X1-X2-X3
x Power Supply Quint-PS/1AC/24VDC/10
x Realtime Monitor VDR 4370 Online
x Replay System VDR 4370 Replay System
*)
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also
https://approvalfinder.dnv.com/.

Application/Limitation
RADAR video grab with Radar device Type RADARPILOT 1000 (GE3044)
CHARTRADAR 1000 (GE3044)
MULTIPILOT 1000 (GE3048)
RADARPILOT 1100 (GE3062)
CHARTRADAR 1100 (GE3064)
MULTIPILOT 1100 (GE3065)
NACOS Platinum as defined in separate certificate*)

For standard installation no own switch is provided. The VDR only has a separate network interface, reserved for
multicast communication and connection to an existing multicast network.
If an optional network switch is necessary, because only single sources without own multicast network have to be
connected, a network switch (MOXA EDS) is available. All network switches used for the VDR installation are to be
compliant with the requirements of IEC 60945.

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 2 of 4

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 4 of 4
 Job Id: 344.1-007867-4
Certificate No: MEDB00003TH
Revision No: 3

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998),
IEC 61162-450 (2018) and IEC 62388 (2013) [Annex H.4]
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing with FFC TRON 40 VDR: IEC 61996-1 (2013) incl. Corrigendum 1 (2014)
with FFC TRON 40VDR AIS: IEC 61996-1 (2013) incl. Amendment 1 (2021)

Note: IEC 61996-1 (2013) incl. Corr.1 (2014) covers the requirements of IEC 61996-2 (2007)

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Type Examination documentation

DNV Document ID Rev. Description
No
47 E21187 2022-02-10 Report: Nemko, Tests for float-free capsule TRON
40VDR AIS according to IEC 61996-1 (2013) incl.
Amendment 1 (2021)
46 814 009 190 V02 (2021-09) Manual: Operating Manual VDR 4370
45 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms
43 MA_Nemo3.0_UserManual 2020-07-08 Novega, User manual NEMO 3.0
42 - 2020-08-14 BSH, Statement of conformity for NEMO 3.0 according
to IEC60945, 11.2 (CSD)
41 BSH/454.VDR/NOVEGA 2020-08-18 BSH, Statement of conformity for NEMO 3.0 according
NEMO3 to IEC 61996-1 and IEC60945_NEMO_3.0
40 TCPR_650_Nemo3.0 2020-06-19 Report: Novega, Test cases, procedures and results for
NEMO 3.0
39 A_1066_StorageTest 2020-06-19 Report: Novega, Storage test for NEMO 3.0 according
to IEC 60945, 8.2.1
38 A_1066_FunctionalTest 2020-06-19 Report: Novega, Functional test for NEMO 3.0
according to IEC 60945, 8.2.2
37 A_1066_ShockTest 2020-06-19 Report: Novega, Shock test for NEMO 3.0 according
to IEC 61996-1, 6.1.13.4 and IEC 60068-2-27
36 2238978KAU-001 2020-05-06 Report: Novega, EMC tests for NEMO 3.0 according
to IEC 60945, 9 and 10
35 A_1066_Vibration 2020-06-19 Report: Novega, Vibration test for NEMO 3.0 according
to IEC 60945, 8.7
34 A_1066_DampHeat 2020-06-19 Report: Novega, Damp heat test for NEMO 3.0
according to IEC 60945, 8.3
33 A_1066_LowTemperature 2020-06-19 Report: Novega, Low temperature test for
NEMO 3.0 according to IEC 60945, 8.4
32 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 62923-1/-2 (2018)
(S)VDR G4e/1-1
31 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 61162-450 (2018)
(S)VDR G4e/1
29 ANC-D-0000-0087 01, 2017-12-15 Manual: VDR LAN Interface 4370 - Software System
Interface Description
28 390 008 810 48 (2022-10) Manual: Pages 361 to 387 about VDR from Operating
Instructions for ECDISPILOT Platinum Vers. 2.1.20
27 814 009 156 V01 (2017-12) Manual: Authority Manual VDR 4370

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 3 of 4

 Job Id: 344.1-007867-4
Certificate No: MEDB00003TH
Revision No: 3

DNV Document ID Rev. Description

No
26 814 009 157 V01 (2017-12) Manual: Replay Manual VDR 4370
25 814 009 155 V03 (2022-12) Manual: Technical Manual VDR 4370
20 9065 17 20791 157 2017-12-14 Report: Performance test for VDR 4370 according to
IEC 61996-1 (2013)
19 1750281R-ITCEP16V00 V1.0, 2017-06-06 Report: EMC tests for MOXA switch
EDS-208A-X1-X2-X3
17 05951 00 2013-08-06 Report: Environmental test for PT9 NINETY
16 BSH/4542/002/0062585/14 2014-04-14 Report: Internal assessment for PT9 NINETY
15 E13261.06 06, 2015-03-03 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
and IEC 61996-1 (2013) for Tron 40VDR
14 E13261.04 04, 2014-06-26 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
and IEC 61996-1 (2013) for Tron 40VDR
13 MED-B-14251 2014-06-19 Certificate: EC Type Examination for Tron 40VDR
12 Extension of 657 2013-11-20 Certificate: Compass Safe Distance for NEMO 2.0
11 657 2010-04-29 Certificate: Compass Safe Distance for NEMO
10 2219512KAU-001 2013-07-29 Report: EMC test for NEMO 2.0
9 TP-TR50-9209 2013-08-14 Report: Shock test for NEMO 2.0
8 - 1.0, 2014-02-28 Report: Climate test for NEMO 2.0
7 BSH/4542/002/0062586/14 2014-05-09 Statement of Conformity for NEMO 2.0
6 BSH/4543/001/4293043/16 2016-07-26 Report: Tests according to IEC 61162-450 (2011)
5 BSH/4542/002/0192929/15 2015-05-21 Report: Tests for framegrabber type FGR5 according
to IEC 62388 (2013), Sects.5.8 to 5.10, 6.2.4
4 BSH/4543/001/4292510/13-3 2014-10-21 Report: Tests acc. to IEC 62388 (2013), Annex H.4
3 BSH/4543/001/4292510/13-2 2014-10-21 Report: Tests acc. to IEC 62288 (2014), Sects.4 and 7
2 BSH/4543/001/4292510/13-1 2014-10-21 Report: Tests acc. to IEC 60945, Sects.6, 11.1, 13-15
1 BSH/4543/001/4292510/13 2014-10-21 Report: Performance test IEC61996-1

END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2022-09 www.dnv.com Page 4 of 4

 Certificate No:
MEDB00006BW
Revision No:
2

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by DNV SE
based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
That the Speed and distance measuring equipment (SDME)

with type designation(s)

SAM 4642

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2021/1158,
item No. MED/4.7. SOLAS 74 as amended, Regulations V/18, V/19 & X/3, IMO Res. A.694(17), IMO Res.
A.824(19), IMO Res. MSC.36(63), IMO Res. MSC.97(73), IMO Res. MSC.191(79), IMO Res. MSC.302(87)

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2025-01-29.

Issued at Hamburg on 2022-08-01

for DNV SE
DNV local station:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Christine Mydlak-Roeder
No.: 0098 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
e United States of America on Mutual Recognition of
y 18th, 2019.

The mark of conformity may only be affixed to the above type a -

surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV SE of any c hanges to the approved equipment. This
certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiarie
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.

Form code: MED 201.DEU Revision: 2022-02 www.dnv.com Page 1 of 3

 Job Id: 344.1-010279-3
Certificate No: MEDB00006BW
Revision No: 2

Product description
The EM-Speed Log SAM 4642 consists of following components:

Components necessary for operation:

No. Component Type designation Power supply Interface

1 Display and Control UDD SAM 4900 24 V DC (+30% - 10%) 1 x IEC 61162-1/-2
Unit
2 Electronic Unit EML224JB 220 V AC or 24 V DC 1 x IEC 61162-1
3 EM-Sensor EML224SN 24 V DC (from Electronic Unit) internal

Additional components:

No. Component Type designation Power supply Interface

4 Digital display UDD SAM 4900 24 V DC (+30% - 10%) 1 x IEC 61162-1/-2

Software version: 01.7x

Application/Limitation
None

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016) and IEC 61162-2 (1998)
x Presentation testing: IEC 62288 (2014)
x Performance testing: IEC 61023 (2007)

Note: The EM-Speed Log SAM 4642 does not issue alerts, hence, testing according to IEC 62923-1/-2 is deemed as not
being applicable.

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Type Examination documentation

DNV Document ID Rev. Description
No
11 271259651 2020-01 Technical Manual for EM-Log SAM 4642
10 488 2006-09-20 Certificate: BSH, Compass Safe Distance for EML224JB
9 478 2006-08-09 Certificate: BSH, Compass Safe Distance for
UDD SAM 4900
8 - 2006-08-30 Manufacturer's declaration of conformity, SKIPPER,
according to IEC 60945, Clause 8.12
7 - 2006-08-31 Manufacturer's declaration of conformity, SAM Electronics,
according to IEC 60945, Clause 8.12
6 05299.136.06 2006-07-17 Report: MeßTechnikNord, EMC tests according to
IEC 60945, Clauses 9 and 10
5 BL 9233 T 614 2006-07-31 Report: ATLAS ELEKTRONIK, Environmental tests according
to IEC 60945, Clauses 8.2 to 8.4 and 8.7
4 BSH/4543/001/4072857/15 2015-01-06 Report: BSH, Tests for UDD SAM 4900 according to
IEC 622688 (2014)

Form code: MED 201.DEU Revision: 2022-02 www.dnv.com Page 2 of 3

 Job Id: 344.1-010279-3
Certificate No: MEDB00006BW
Revision No: 2

DNV Document ID Rev. Description

No
3 BSH/4612/4071989/11 2011-06-20 Report: BSH, Assessment of SAM 4642 according to
IEC 61023 (2007), IEC 61162-1 (2010), IEC 61162-2 (1998)
and IEC 622688 (2008)
2 BSH/46162/0121151/09 2009-04-06 Report: BSH, Tests for UDD SAM 4900 according to
IEC 61162-1 (2007), IEC 61162-2 (1998), IEC60945 (2002) and
IEC 622688 (2008)
1 BSH/4612/4070262/06 2006-09-08 Report: BSH, Tests for SAM 4642 acc. to IEC 61023 (1999) and
IEC 61162-1 (2000)

END OF CERTIFICATE

Form code: MED 201.DEU Revision: 2022-02 www.dnv.com Page 3 of 3

 Certificate No:
MEDB000043D
Revision No:
3

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED). This Certificate is issued by
DNV GL SE based on the notification of the Federal Maritime and Hydrographic Agency of Germany.

This is to certify:
That the Speed and distance measuring equipment (SDME)

with type designation(s)

SATLOG SLS 4120

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2022/1157,
item No. MED/4.7. SOLAS 74 as amended, Regulations V/18, V/19 & X/3, IMO Res. A.694(17), IMO Res.
A.824(19), IMO Res. MSC.36(63), IMO Res. MSC.97(73), IMO Res. MSC.191(79), IMO Res. MSC.302(87)

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2028-06-25.

Issued at Hamburg on 2023-06-26

for DNV GL SE
DNV local unit:
Hamburg CMC North/East

Approval Engineer:
Jörg Rebel Notified Body Christine Mydlak-Röder
No.: 0098 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
on Mutual Recognition of
signed February 27th, 2004, and amended by Decision No 1/2018 dated February 18th, 2019.

y issued when the production-

surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified Body. The product liability
rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV GL SE of any changes to the approved equipment.
This certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on board a vessel
to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
ion with the services rendered for the
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED 201.DEU Revision: 2023-02 www.dnv.com Page 1 of 3
 Job Id: 344.1-008177-4
Certificate No: MEDB000043D
Revision No: 3

Product description
The speed and distance measuring equipment SATLOG SLS 4120 consists of following components:

Necessary for operation:

Component Type Software version no.
Main electronic unit SATLOG SLS 4120 1.1x
DGPS Sensor R4 DGPS Navigation Sensor OR
DGNSS Sensor R4 DGNSS Navigation Sensor OR
DGNSS Sensor R5 Nav DGNSS Sensor
DGPS Antenna MGL4, MXB5 OR
DGNSS Antenna MGL5
Universal Digital Display UDD SAM 4900 1.70

Necessary for applications with optional speed-through-water extension:

Component Type Software version no.
Universal Digital Display UDD SAM 4900 1.70 OR
Digital Speed Display Consilium SD 1-6 OR
Digital Speed Display Consilium SD 1-7 OR
Digital Speed Display Consilium SD 4-2 OR
Digital Speed Display Consilium SD 4-3
BEN marine EM-Log DEBEG 4671 OR
Water track log Consilium R1 OR
Water track log Consilium R1a OR
Water track log SAM 4642

Components which may be carried additionally:

Component Type Software version no.
Universal Digital Display UDD SAM 4900 1.70
Digital Docking Display Consilium SD 2-1
Digital Docking Display Consilium SD 2-11
Digital Docking Display Consilium SD 4-5
Universal Digital Repeater Plath UDR

Application/Limitation
None

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016) and IEC 61162-2 (1998)
x Presentation testing: IEC 62288 (2021)
x Performance testing: IEC 61023 (2007)

Note: The speed and distance measuring equipment SATLOG SLS 4120 does not issue alerts, hence, testing according
to IEC 62923-1/-2 is deemed as not being applicable.

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Form code: MED 201.DEU Revision: 2023-02 www.dnv.com Page 2 of 3

 Job Id: 344.1-008177-4
Certificate No: MEDB000043D
Revision No: 3

Type Examination documentation

DNV Document ID Rev. Description
No
26 271.259 831 PV 00, 2018-05-17 Report: SLS 4120 – R5 configuration and integration test
25 BSH/4543/001/4072791/14 2014-07-03 Report: SLS 4120 according to IEC 61023, IEC 61162
and IEC 62288
24 BSH/4612/4071989/11 2011-06-20 Report: SAM 4642 according to IEC 61023, IEC 61162
and IEC 62288
17 7000 118-383 A1, 2017-03-20 Manual: R5 GNSS - Operation and Installation
16 701810 E2 2002-08-20 Manual: SAL R1 - Technical
15 271259651 2016-03-14 Manual: SAM 4642 - Technical
14 04MU005 2004-05-25 Manual: DEBEG 4671 - Operation and Installation
13 - 2015-11-26 Manual: UDD SAM 4900 - Technical
12 271.259.831 A, 2018-06-25 Manual: SLS 4120 - Technical
11 959 2016-12-08 Certificate: R5 DGNSS Compass Safe Distance
(IEC 60945, 11.2)
10 F161552E1 2016-10-26 Report: R5 DGNSS acc. to IEC 60945, 9 and 10
9 U161552E1 2016-09-16 Report: R5 DGNSS acc. to IEC 60945, 8
8 BSH_4542-001-4143072-16 2017-03-16 Report: R5 DGNSS acc. to IEC 61108-1 and
IEC 61162-1
7 BSH/4615/4120131/05 2006-07-12 Report: SBX4 DGPS acc. to IEC 61108-4
6 BSH/4543/001/4072857/15 2015-01-06 Report: SAM 4642 acc. to IEC 62288 Ed.2
5 BSH/4612/4070262/06 2006-09-08 Report: SAM 4642 acc. to IEC 61023 and IEC 61162-1
4 BSH/4543/001/4072858/15 2015-01-06 Report: SLS 4120 acc to IEC 62288 Ed.2
3 BSH/4543/001/4072768/14 2014-05-06 Report: SLS 4120 acc. to IEC 61023 and IEC 61162-1
2 BSH 4612/4071990/12 2012-11-09 Report: SLS 4120 acc. to IEC 61162-1
1 BSH/4612/4070614/07 2007-10-24 Report: SLS 4120 acc. to IEC 61023 and IEC 61162-1

END OF CERTIFICATE

End of certificates!

Form code: MED 201.DEU Revision: 2023-02 www.dnv.com Page 3 of 3

 NAVIGATION SYSTEM Platinum
Operating Instructions

884 ON: 390008807 / 53 (2024-11)

MED Certificates.fm / 15.11.24
NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions MER Certificates

MER Certificates
The set of certificates for the Platinum Navigation system and related subsystems comprises
the following documents:

Table XXV-37 Platinum Certificates

ID Issue Expires
--- Declaration of Conformity from Refers to MED IR
Wärtsilä 2024 (1975)
MERD00000UG Quality System 2027-04-03

MERB00005M8 UK/4.30 ECDIS 2026-02-03

MERB00005MC UK/4.64 RADAR 2026-04-27
MERB00002J4 UK/4.16 HCS 2025-02-24
MERB00002J3 UK/4.33 TCS 2025-02-24
MERB00001VW UK/4.57 BNWAS 2025-07-01
MERB00005MB UK/4.59 INS 2026-04-27

MERB00002ZH UK/4.29 VDR 2027-12-15

MERB00003TH UK/4.47 S-VDR 2027-12-15
MERB00006BW UK/4.7 SDME (SAM 4642) 2025-01-29
MERB000043D UK/4.7 SDME (SATLOG 4120) 2028-06-03

ON: 390008807 / 53 (2024-11) 885

MER Certificates.fm / 15.11.24
LISTS AND INDEXES NAVIGATION SYSTEM Platinum
MER Certificates Operating Instructions

The following pages show the latest certificates.

886 ON: 390008807 / 53 (2024-11)

MER Certificates.fm / 15.11.24
 Wärtsilä Voyage GmbH
Gasstrasse. 18 - D-22761 Hamburg - Germany

Declaration of Conformity (MER)

We hereby declare that the following specified equipment complies with the requirements of the
Merchant Shipping (Marine Equipment) Regulations 2016, as amended, under Annex 1 of MSN 1874,
as amended, (reference is given by the specific Module B Certificates) and has been type examined
by DNV UK Ltd., UK Approved Body No. 0097.

Integrated Navigation System NACOS Platinum

MULTIPILOT Platinum
TRACKPILOT Platinum
ECDISPILOT Platinum
VDR & S-VDR 4370
BNWAS Platinum
EM-Speed Log SAM 4642
SATLOG SLS 4120

Quality System Certificate (Module D) No. MERD00000UG Rev. 2 issued by the Notified Body
DNV UK Ltd., UK (0097)

UKCA Type Examination Certificate(s) (Module B) No. / References, Components, Type Designation
and Applied Standards as listed within the UKCA Type Examination Certificate(s): see annex 1

UK / 4.7 Speed and distance measurement equipment (SDME)

UK / 4.16 Heading control system (HCS)
UK / 4.29 Voyage Data Recorder (VDR)
UK / 4.30 Electronic chart display and information system (ECDIS) with backup, and raster chart
display system (RCDS)
UK / 4.33 Track control system (TCS)
UK / 4.47 Simplified Voyage Data Recorder (S-VDR)
UK / 4.59 Integrated navigation system (INS)
UK / 4.64 Radar equipment
UK / 4.57 Bridge Navigational Watch Alarm System (BNWAS)

Hamburg, 5th June 2024

(Place, Date of Issue)

Pablo Nieto
General Manager QHSES & Governance

The Quality Management System of Wärtsilä Voyage GmbH meets the

Requirements of ISO 9001:2015 (certified by DNV Business Assurance)

Wärtsilä Voyage GmbH

Gasstrasse 18, D- 22761 Hamburg, Germany page 1 of 2
 Wärtsilä Voyage GmbH
Gasstrasse. 18 - D-22761 Hamburg - Germany

Annex 1 / Declaration of Conformity

Module B Module D
Item
Certificate Data Certificate Data
Date of Notified Date of Notified
Registration number Registration number
expiry Body expiry Body

UK / 4.16 Heading control system (HCS)

MERB00002J4 MERD00000UG
TRACKPILOT Platinum 2025-02-24 0097 2027-04-03 0097
Rev. 0 Rev. 2

UK / 4.29 Voyage Data Recorder (VDR) & MER / 4.47 Simplified voyage data recorder (S-VDR)
MERB00002ZH MERD00000UG
VDR 4370 2027-12-15 0097 2027-04-03 0097
Rev. 0 Rev. 2
MERB00003TH MERD00000UG
S-VDR 4370 2027-12-15 0097 2027-04-03 0097
Rev. 0 Rev. 2

UK / 4.30 Electronic chart display and Information system (ECDIS) with backup, and raster chart display (RCDS)
MERB00005M8 MERD00000UG
ECDISPILOT Platinum 2026-02-03 0097 2027-04-03 0097
Rev.1 Rev. 2
MERB00005M8 MERD00000UG
MULTIPILOT Platinum 2026-02-03 0097 2027-04-03 0097
Rev.1 Rev. 2

UK / 4.33 Track control system (working at ship's speed from minimum manoeuvring speed up to 30 knots)
MERB00002J3 MERD00000UG
TRACKPILOT Platinum 2025-02-24 0097 2027-04-03 0097
Rev. 0 Rev. 2

UK / 4.57 Bridge Navigational Watch Alarm System (BNWAS)

MERB00001VW MERD00000UG
BNWAS Platinum 2025-07-01 0097 2027-04-03 0097
Rev. 0 Rev. 2

UK / 4.59 Integrated navigation system

MERB00005MB MERD00000UG
NACOS Platinum INS 2026-04-27 0097 2027-04-03 0097
Rev. 1 Rev. 2

UK / 4.64 Radar equipment

MERB00005MC MERD00000UG
MULTIPILOT Platinum 2026-04-27 0097 2027-04-03 0097
Rev. 2 Rev. 2

UK / 4.7 Speed and distance measuring equipment (SDME)

MERB00006BW MERD00000UG
EM-Speed Log SAM 4642 2025-01-29 0097 2027-04-03 0097
Rev. 0 Rev. 2
MERB000043D MERD00000UG
SATLOG SLS 4120 2028-06-25 0097 2027-04-03 0097
Rev. 0 Rev. 2

The technical documentation for the equipment is retained at the following address:

Wärtsilä Voyage GmbH

Gasstrasse 18
D-22761 Hamburg, Germany
Tel.: +49 162 2122014
www.wartsila.com/ancs
www.wartsila.com

The Quality Management System of Wärtsilä Voyage GmbH meets the

Requirements of ISO 9001:2015 (certified by DNV Business Assurance)

Wärtsilä Voyage GmbH

Gasstrasse 18, D- 22761 Hamburg, Germany page 2 of 2
 Certificate No:
MERD00000UG
Revision No:
2
... ...

This Certificate is issued by DNV UK Limited based on authorisation of the Maritime & Coast Guard Agency (MCA) as
an UK Approved Body to undertake conformity assessments on marine equipment in accordance with the requirements
of the Merchant Shipping (Marine Equipment) Regulations 2016 as amended.

This is to certify:
That the Quality System for the products

with type designation(s) as specified in the Appendix to this Certificate

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the applicable requirements.

The quality system has been assessed with respect to the procedure of Module D conformity assessment as referred to
in the Merchant Shipping (Marine Equipment) Regulations 2016 and regulation MSN 1874 Amendment 8.

This Certificate is valid until 2027-04-03.

Issued at London on 2024-05-06

for DNV UK Ltd.
DNV local unit:
Hamburg - CMC
North/East
Approved Body No.: 0097
Approval Engineer: Mydlak-Röder, Christine
Jörg Rebel MER Service Responsible

0097: number of the Approved Body responsible for quality surveillance module
(yy)yy: year in which the mark is affixed.
0097/(yy)yy

The product liability tests with the manufacturer or his representative in accordance with the Merchant Shipping (Marine Equipment)
Regulations 2016.
This certificate provides the basis for the manufacturer or (if applicable) their authorised representative established within the United
Kingdom in conjunction with the UK TYPE EXAMINATION (MODULE B) CERTIFICATE of the equipment listed in the scope to affix

This certificate loses its validity if the manufacturer makes any changes to the approved quality system, which have not been notified
to, and agreed with the Approved body named on this certificate. This certificate remains valid unless suspended, withdrawn,
recalled or cancelled.
The Manufacturer has to apply for periodical audits to verify the maintenance and application of the quality system every 12 months.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries as well as their officers, directors and employees
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.

Form code: MER 211.GBR Revision: 2022-12 www.dnv.com Page 1 of 3

 Job Id: AA004DAT
Certificate No: MERD00000UG
Revision No: 2

APPENDIX

Item no. UK/4.16 Heading control system (HCS)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
TRACKPILOT Platinum2,1 MERB00002J4 2025-02-24 0097
Rev. 0

Item no. UK/4.29 Voyage data recorder (VDR)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
VDR 43703,1 MERB00002ZH 2027-12-15 0097
Rev. 0

Item no. UK/4.30 Electronic chart display and information system (ECDIS)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
ECDISPILOT & MULTIPILOT Platinum1 MERB00005M8 2026-02-03 0097
Rev. 1

Item no. UK/4.33 Track control system (TCS)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
TRACKPILOT Platinum2,1 MERB00002J3 2025-02-24 0097
Rev. 0

Item no. UK/4.47 Simplified voyage data recorder (S-VDR)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
S-VDR 43703,1 MERB00003TH 2027-12-15 0097
Rev. 0

Item no. UK/4.57 Bridge Navigational Watch Alarm System (BNWAS)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
BNWAS Platinum1 MERB00001VW 2025-07-01 0097
Rev. 0

Form code: MER 211.GBR Revision: 2022-12 www.dnv.com Page 2 of 3

 Job Id: AA004DAT
Certificate No: MERD00000UG
Revision No: 2

Item no. UK/4.59 Integrated navigation system (INS)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
NACOS Platinum INS1 MERB00005MB 2026-04-27 0097
Rev. 1

Item no. UK/4.64 Radar equipment

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
MULTIPILOT Platinum2,1 MERB00005MC 2026-04-27 0097
Rev. 2

Item no. UK/4.7 Speed and distance measuring equipment (SDME)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
SATLOG SLS 41201 MERB000043D 2028-06-25 0097
Rev. 0

Item no. UK/4.7 Speed and distance measuring equipment (SDME)

Type designation Type-Examination Expiry date Approved

Certificate No. Body No.
SAM 46421 MERB00006BW 2025-01-29 0097
Rev. 0

Places of production

1. Wärtsilä Voyage GmbH, Haus 2 22761 Hamburg, Germany

2. Wartsila Guidance Marine Ltd., 5 Tiber Way LE19 1QP Leicester, United Kingdom

3. MacGregor Germany GmbH & Co. KG, Osterbrooksweg 42 22869 Schenefeld, Germany

Form code: MER 211.GBR Revision: 2022-12 www.dnv.com Page 3 of 3

 Certificate No:
MERB00005MC
Revision No:
2
...

This Certificate is issued by DNV UK Limited based on authorisation of the Maritime & Coast Guard Agency (MCA) as
an UK Approved Body to undertake conformity assessments on marine equipment in accordance with the requirements
of the Merchant Shipping (Marine Equipment) Regulations 2016 as amended.

This is to certify:
That the Radar equipment CAT 1, CAT 2; for high speed craft applications CAT 1H/2H ; approved with a chart
option (CAT 1C, CAT 2C, CAT 1HC, CAT 2HC)

with type designation(s)

MULTIPILOT Platinum

Issued to
Wärtsilä Voyage GmbH
Hamburg, Germany

is found to comply with the requirements in the following Regulations/Standards:

Regulation MSN 1874 Amendment 8,
item No. UK/4.64 SOLAS 74 as amended, Reg. V/18, 19, X/3, IMO Res. MSC.36(63)-(1994 HSC Code) 13,
IMO Res. MSC.97(73)-(2000 HSC Code) 13, IMO Res. A.278 (VIII), A.694(17), MSC.191(79), 192(79), 302(87),
IMO MSC.1/Circ.1349, ITU-R M.1177-4 (04/11)

Further details of the equipment and conditions for certification are given overleaf.

This Certificate is valid until 2026-04-27.

Issued at London on 2024-05-06

for DNV UK Ltd.
DNV local unit:
Hamburg CMC
North/East
Approved Body No.: 0097
Approval Engineer: Mydlak-Röder, Christine
Jörg Rebel MER Service Responsible

This certificate will not be valid if the manufacturer makes any changes or modifications to the approved type of equipment, which
have not been notified to, and agreed with the approved body named on this certificate.
During the period of validity of this certificate the applicable regulations (international conventions and the relevant resolutions and
circulars of the IMO) and testing standards may change, therefore the product conformity may need to be re-assessed by the
Approved Body.
ity
issued when the production-control phase module (D, E or F) of Schedule 2 of the Merchant Shipping (Marine Equipment)
Regulations 2016, as amended is fully complied with and controlled by a written inspection agreement with an approved body. In
case limitations of use apply, these should be indicated in the Annex.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries as well as their officers, directors and employees
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 1 of 3

 Job Id: AA004DAT
Certificate No: MERB00005MC
Revision No: 2

Product description
A MULTIPILOT Platinum comprises the following equipment necessary for functioning:

No. Designation Type Designation

1 Transceiver Units One or more units
Radar Scanner as defined in separate certificate*)
Radar Transceiver as defined in separate certificate*)
Turning Units as defined in separate certificate*)
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

Software:

No. Designation Version no.

1 NACOS Platinum application 2.1.x with x ≥ 26
software
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro †
Microsoft Windows 10 IoT Enterprise LTSC †
3 Radar Transceiver 2.1.x with x ≥ 02.01 for NG3050 and NG3051
application software 2.1.x with x ≥ 12.01 for NG3061
2.1.x with x ≥ 1.11 for NG3060
† Version numbers as defined in separate certificate *)

Application/Limitation
x IMO SN.1/Circ.MSC.1/Circ.1503: ECDIS that is not updated for the latest version of IMO Standards may not meet
the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.
x Chart data formats: as defined in separate certificate*)
x System interfaces (undisturbed operation): as defined in separate certificate*)
x Backup arrangements (ECDIS): as defined in separate certificate*)

*) The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/.

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 3

 Job Id: AA004DAT
Certificate No: MERB00005MC
Revision No: 2

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 62388 Ed.2 (2013)

Type Examination documentation

DNV Document ID Rev. Description
No
14 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
13 390 008 502 17 (2024-04) Technical Manual Integration Manager
12 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
11 390 008 527 30 (2024-04) Technical Manual Antenna Unit SSR
8 390 008 724 16 (2024-03) Installation Guide NACOS Platinum
7 390 008 517 21 (2024-04) Technical Manual Antenna Unit
5 390 008 504 27 (2023-01) Technical Manual NACOS Platinum - IEC 61162-1/-2 Interface
3 390 008 808 52 (2024-02) Operating Instructions MULTIPILOT Platinum
2 ANC-D-0000-0146 01I List of performance test reports for NACOS Platinum
1 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 3

 Job Id: AA0022JM
Certificate No: MERB00002J4
Revision No: 0

Product description
The heading control system TRACKPILOT Platinum may be used with the following multi-functional devices:
MULTIPILOT Platinum and/or RADARPILOT Platinum

The following components are necessary for operation:

x Platinum Trackpilot Electronics Type: as defined in separate certificate*)
x Platinum Trackpilot Interface Type: as defined in separate certificate*)
To be connected with NACOS Platinum system platform consisting of:

No. Designation Type Designation

1 Not used
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

x Type-approved rudder angle feedback sensor with analogue interface transmitting the actual rudder position
x Type-approved heading monitor
x Type-approved gyro compass
x Type-approved speed and distance measuring equipment (SDME)

Optional components:
x ADO System (Azipod Dynamic Optimizer) from ABB with serial data link according to
IEC 61162-1 transmitting the optimized Azipod toe angle via proprietary telegram
x CONNINGPILOT Platinum, which may be used as a conning display or central alert display with the above
mentioned multi-functional devices

Software:

No. Designation Version no.

NACOS Platinum system
1 Application software 2.1.x with x ≥ 22
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro *) and
*)
Microsoft Windows 10 IoT Enterprise LTSC
Platinum Trackpilot
3 Application software 2.0.x
4 Operating system QNX 6.5 SP1

*)
For further details see Application/Limitation

Application/Limitation
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/.

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 3

 Job Id: AA0022JM
Certificate No: MERB00002J4
Revision No: 0

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2014)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: ISO 11674 (2019)

Type Examination documentation

DNV Document ID Rev. Description

No
11 390 008 518 26 (2023-06) Technical Manual Trackpilot-Speedpilot
8 390 008 807 51 (2023-08) Operating Instructions NAVIGATION Platinum
7 ANC-D-0000-0146 01G List of performance test reports for NACOS Platinum
6 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 3

 Job Id: AA003FS4
Certificate No: MERB00005MB
Revision No: 1

Product description
A NACOS Platinum INS comprises the following equipment necessary for functioning:

No. Designation Type Designation

1 Transceiver Units One or more units
Radar Scanner as defined in separate certificate*)
Radar Transceiver as defined in separate certificate*)
Turning Units as defined in separate certificate*)
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

Software:

No. Designation Version no.

1 Application software 2.1.x with x ≥ 26
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro †
Microsoft Windows 10 IoT Enterprise LTSC †
†
Version numbers as defined in separate certificate*)

Application/Limitation
x The Integrated Navigation System NACOS Platinum including alert management and operation and monitoring of
Centralized Alert Management HMI (CAM-HMI) is accepted according to IMO
MSC.252(83), Module C – Alert Management and IMO SN.1/Circ.288.
x At least the tasks collision avoidance and route monitoring shall be integrated in one of the multifunctional
workstations. Minimum configuration consists of at least 3 (three) multifunctional workstations.
x IMO SN.1/Circ.MSC.1/Circ.1503: ECDIS that is not updated for the latest version of IMO Standards may not meet
the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.
x Chart data formats: as defined in separate certificate*)
x System interfaces (undisturbed operation): as defined in separate certificate*)
x Backup arrangements (ECDIS): as defined in separate certificate*)

*) The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/.

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 3

 Job Id: AA003FS4
Certificate No: MERB00005MB
Revision No: 1

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 61924-2 (2012) incl. Corrigendum 1 (2013)

Type Examination documentation

DNV Document ID Rev. Description
No
8 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
7 390 008 502 16 (2024-02) Technical Manual Integration Manager
6 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
3 390 008 807 52 (2024-02) Operating Instructions NAVIGATION Platinum
2 ANC-D-0000-0146 01H List of performance test reports for NACOS Platinum
1 TAA00002D3 Latest rev. Certificate: DNVGL, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 3

 Job Id: AA0022JM
Certificate No: MERB00002J3
Revision No: 0

Product description
The track control system TRACKPILOT Platinum may be used with the following multi-functional devices:
MULTIPILOT Platinum and/or RADARPILOT Platinum

The following components are necessary for operation:

x Platinum Trackpilot Electronics Type: as defined in separate certificate*)
x Platinum Trackpilot Interface Type: as defined in separate certificate*)
To be connected with NACOS Platinum system platform consisting of:

No. Designation Type Designation

1 Not used
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

x Type-approved rudder angle feedback sensor with analogue interface transmitting the actual rudder position
x Type-approved heading monitor
x Type-approved gyro compass
x Type-approved speed and distance measuring equipment (SDME)

Optional components:
x ADO System (Azipod Dynamic Optimizer) from ABB with serial data link according to
IEC 61162-1 transmitting the optimized Azipod toe angle via proprietary telegram
x CONNINGPILOT Platinum, which may be used as a conning display or central alert display with the above
mentioned multi-functional devices

Software:

No. Designation Version no.

NACOS Platinum system
1 Application software 2.1.x with x ≥ 20
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro *) and
*)
Microsoft Windows 10 IoT Enterprise LTSC
Platinum Trackpilot
3 Application software 2.0.x
4 Operating system QNX 6.5 SP1

*)
For further details see Application/Limitation

Application/Limitation
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also https://approvalfinder.dnv.com/.

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 3

 Job Id: AA0022JM
Certificate No: MERB00002J3
Revision No: 0

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2014)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 62065 (2014)

Type Examination documentation

DNV Document ID Rev. Description

No
20 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
19 390 008 502 14 (2022-11) Technical Manual Integration Manager
18 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
11 390 008 518 24 (2021-07) Technical Manual Trackpilot-Speedpilot
8 390 008 807 48 (2022-10) Operating Instructions NAVIGATION Platinum
7 ANC-D-0000-0146 01E List of performance test reports for NACOS Platinum
6 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 3

 Job Id: AA0022JM
Certificate No: MERB00001VW
Revision No: 0

Product description
The Bridge Navigational Watch Alarm System, type BNWAS Platinum, consists of the following equipment:
- Data Processing Unit, DPU2020, Software Vers. 2.1.20
- Binary Output Module RO-20-CO (Relay 20 channels) or Solid State Output Module SS.16-1.25A
- Binary Input Module BI.40-SUP-E or BI.40-INT-EXT (digital 40 channels)
- Watch Alarm Push Button, 271.150.720 or 271.153.864
- At least two Platinum MFD with BNWAS user interface activated (see TAA00002D3 in its latest revision at the date of
placing the system on the market, for the relevant revision see also https://approvalfinder.dnv.com/.)

Optional equipment:
- Alarm Buzzer, 24V, IP65, 271 126 309
- Accommodation Alarm Panel, AAP2010
- Accommodation Alarm Panel, DAP2200
- Buzzer Roshni, ROLP/R/S
- Buzzer Roshni, ROLP/R/D
- Alarm Panel, AP401
- Buzzer Digisound, B/SM28
- Dead Man Alarm reset Box (bulkhead mounted), 271.118.427
- Watch Alarm Acknowledge Box, 271.153.860
- Watch Alarm Motion Sensor Kit, WMS220.2.0.0
- Power Filter Module, PF.C1

Application/Limitation
The BNWAS Platinum can be part of the type approved INS Platinum.

Type Examination documentation

Test reports :
- DANAK-197674, DANAK-1910896, DANAK-1910087, DANAK-1910820, DANAK-193406, DANAK-1910396, DANAK-
198730, DANAK-1910977
- GL Test Report, Rev.A dated 2010-09-29
- DNVGL Test Report, 9065-16-46917-157, Rev. 1.0 dated 2016-11-24
- DNVGL Test Report, 9065-17-28143-157, Rev. 1.0 dated 2017-12-15
- Wärtsilä Voyage, DMTA00067928, Rev. 01D dated 2022-12-15
Documentation:
- Operating Instructions Platinum Navigation Vers. 2.1.20, Rev.48 (2022-10), 390008807
- Technical Manual NACOS Platinum MFD, Rev.30 (2021-09), 390008516
- Technical Manual Integration Manager, Rev.14 (2022-11), 390008502
- Technical Manual IEC Interface, Serial and Network, Rev.26 (2022-10), 390008504

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016) and IEC 61162-2 (1998)
x Presentation testing: IEC 62288 (2014)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 62616 (2010) incl. Corrigendum 1 (2012)

Note: If compliance with IEC 62288 (2021) be verified, expiry date to be extended to 2028-02-26.

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 2

 Job Id: AA003FS4
Certificate No: MERB00005M8
Revision No: 1

Product description
An ECDISPILOT & MULTIPILOT Platinum comprises the following equipment necessary for functioning:

No. Designation Type Designation

1 Not used
2 Main Processing Unit as defined in separate certificate*)
Display Electronics including Mariner Kit for a) horizontal b) vertical installation
Platinum (alternatively) as defined in separate certificate*)
3 Display Units 250mm as defined in separate certificate*)
(for Radar CAT 2 & ECDIS,
alternatively)
4 Display Units 320mm as defined in separate certificate*)
(for Radar CAT 1 & ECDIS
alternatively)
5 Operator Units as defined in separate certificate*)
(alternatively)
6 Sensor Interfaces as defined in separate certificate*)
(alternatively)
7 Network Switches as defined in separate certificate*)
(alternatively)
8 Optional Components as defined in separate certificate*)

Software:

No. Designation Version no.

1 Application software 2.1.x with x ≥ 26
2 Operating system of Display Microsoft Windows 7 SP1 and
Electronics Microsoft Windows 10 Pro †
Microsoft Windows 10 IoT Enterprise LTSC †
† Version numbers as defined in separate certificate*)

Application/Limitation
x IMO SN.1/Circ.MSC.1/Circ.1503: ECDIS that is not updated for the latest version of IMO Standards may not meet
the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4.
x Chart data formats: as defined in separate certificate*)
x System interfaces (undisturbed operation): as defined in separate certificate*)
x Backup arrangements (ECDIS): as defined in separate certificate*)
*)
The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of
placing the system on the market is part of this certificate, for the relevant revision see also
https://approvalfinder.dnv.com/.

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998) and
IEC 61162-450 (2018)
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing: IEC 61174 Ed.4 (2015)

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 3

 Job Id: AA003FS4
Certificate No: MERB00005M8
Revision No: 1

Type Examination documentation

DNV Document ID Rev. Description
No
15 ANC-D-0000-0228 36A Manual: Platform TCP-IP Addresses and Ports
14 390 008 502 16 (2024-02) Technical Manual Integration Manager
13 390 008 521 V01-2210 Technical Manual NACOS Platinum - Network (Training & Installation)
12 390 008 807 52 (2024-02) Operating Instructions NAVIGATION Platinum
5 390 008 504 26 (2022-10) Technical Manual NACOS Platinum - IEC 61162-1/-2 Interface
4 390 008 810 52 (2024-02) Operating Instructions ECDISPILOT Platinum ???To be deleted???
3 390 008 808 52 (2024-02) Operating Instructions MULTIPILOT Platinum ???To be deleted???
2 ANC-D-0000-0146 01H List of performance test reports for NACOS Platinum
1 TAA00002D3 Latest rev. Certificate: DNVGL, NACOS Platinum system platforms

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.
END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 3

 Job Id: AA0022JM
Certificate No: MERB00002ZH
Revision No: 0

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Type Examination documentation

DNV Document ID Rev. Description
No
47 E21187 2022-02-10 Report: Nemko, Tests for float-free capsule TRON
40VDR AIS according to IEC 61996-1 (2013) incl.
Amendment 1 (2021)
46 814 009 190 V02 (2021-09) Manual: Operating Manual VDR 4370
45 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms
43 MA_Nemo3.0_UserManual 2020-07-08 Novega, User manual NEMO 3.0
42 - 2020-08-14 BSH, Statement of conformity for NEMO 3.0 according to
IEC60945, 11.2 (CSD)
41 BSH/454.VDR/NOVEGA 2020-08-18 BSH, Statement of conformity for NEMO 3.0 according to
NEMO3 IEC 61996-1 and IEC60945_NEMO_3.0
40 TCPR_650_Nemo3.0 2020-06-19 Report: Novega, Test cases, procedures and results for
NEMO 3.0
39 A_1066_StorageTest 2020-06-19 Report: Novega, Storage test for NEMO 3.0 according to
IEC 60945, 8.2.1
38 A_1066_FunctionalTest 2020-06-19 Report: Novega, Functional test for NEMO 3.0 according
to IEC 60945, 8.2.2
37 A_1066_ShockTest 2020-06-19 Report: Novega, Shock test for NEMO 3.0 according
to IEC 61996-1, 6.1.13.4 and IEC 60068-2-27
36 2238978KAU-001 2020-05-06 Report: Novega, EMC tests for NEMO 3.0 according
to IEC 60945, 9 and 10
35 A_1066_Vibration 2020-06-19 Report: Novega, Vibration test for NEMO 3.0 according
to IEC 60945, 8.7
34 A_1066_DampHeat 2020-06-19 Report: Novega, Damp heat test for NEMO 3.0
according to IEC 60945, 8.3
33 A_1066_LowTemperature 2020-06-19 Report: Novega, Low temperature test for
NEMO 3.0 according to IEC 60945, 8.4
32 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 62923-1/-2 (2018)
(S)VDR G4e/1-1
31 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 61162-450 (2018)
(S)VDR G4e/1
29 ANC-D-0000-0087 01 (2017-12-15) Manual: VDR LAN Interface 4370 - Software System
Interface Description
28 390 008 810 48 (2020-10) Manual: Pages 361 to 387 about VDR from Operating
Instructions for ECDISPILOT Platinum Vers. 2.1.20
27 814 009 156 V01 (2017-12) Manual: Authority Manual VDR 4370
26 814 009 157 V01 (2017-12) Manual: Replay Manual VDR 4370
25 814 009 155 V03 (2022-12) Manual: Technical Manual VDR 4370
20 9065 17 20791 157 2017-12-14 Report: Performance test for VDR 4370 according to
IEC 61996-1 (2013)
19 1750281R-ITCEP16V00 V1.0 (2017-06) Report: EMC tests for MOXA switch
EDS-208A-X1-X2-X3
17 05951 00 2013-08-06 Report: Environmental test for PT9 NINETY
16 BSH/4542/002/0062585/14 2014-04-14 Report: Internal assessment for PT9 NINETY
15 E13261.06 06, 2015-03-03 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
and IEC 61996-1 (2013) for Tron 40VDR

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 4

 Job Id: AA0022JM
Certificate No: MERB00003TH
Revision No: 0

Product description
The voyage data recorder (VDR) type 4370 consists of following components necessary for operation:
x Main Unit MDP2020 H204xxxx
Software version 5.2x
x Interface Control Unit H205xxxx
x Battery Module H605xxxx
x Audio Unit Audio2net H402xxxx
x Microphone VCA004 H604xxxx
x Serial Unit NMEA2net H401xxxx
x Data Collection Unit WAGO-DCU
x Data Collection Unit DCU 2010
x Data Collection Unit DPU 2020
x VDR Remote Control and Test Panel NACOS Platinum MFD
with Display Electronics as defined in separate certificate*)
x Underwater locating device (ULD) PT9-NINETY
x RADAR / ECDIS video grab via network transmission (1 of the following options):
o External RGB Frame Grabber FGR4 H305xxxx
o External Frame Grabber FGR5 H307xxxx
o RADAR video grab with Radar device
image transfer according IEC 61162-450
image transfer according IEC 62388 Ed.2, Annex H.4

Final Recording Medium (FRM):

x Final Recording Medium FRM Fixed Capsule NEMO 2.0 H108xxxx
or
x Final Recording Medium FRM Fixed Capsule NEMO 3.0 H112xxxx
or
x Final Recording Medium FRM Float Free Capsule TRON 40VDR H109xxxx
or
x Final Recording Medium FRM Float Free Capsule TRON 40VDR AIS H113xxxx

Optional Components:
x Long Term Recording Device H110xxxx
x USB Flash Drive H105xxxx
x MOXA Network Switch EDS-308
x MOXA Network Switch EDS-208A-X1-X2-X3
x Power Supply Quint-PS/1AC/24VDC/10
x Realtime Monitor VDR 4370 Online
x Replay System VDR 4370 Replay System
*) The Type Approval certificate TAA00002D3 for NACOS Platinum system platforms in its latest revision at the date of

placing the system on the market is part of this certificate, for the relevant revision see also
https://approvalfinder.dnv.com/.

Application/Limitation
RADAR video grab with Radar device Type RADARPILOT 1000 (GE3044)
CHARTRADAR 1000 (GE3044)
MULTIPILOT 1000 (GE3048)
RADARPILOT 1100 (GE3062)
CHARTRADAR 1100 (GE3064)
MULTIPILOT 1100 (GE3065)
NACOS Platinum as defined in separate certificate *)

For standard installation no own switch is provided. The VDR only has a separate network interface, reserved for
multicast communication and connection to an existing multicast network.
If an optional network switch is necessary, because only single sources without own multicast network have to be
connected, a network switch (MOXA EDS) is available. All network switches used for the VDR installation are to be
compliant with the requirements of IEC 60945.

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 4

 Job Id: AA0022JM
Certificate No: MERB00003TH
Revision No: 0

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016), IEC 61162-2 (1998),
IEC 61162-450 (2018) and IEC 62388 (2013) [Annex H.4]
x Presentation testing: IEC 62288 (2021)
x Bridge alert management testing: IEC 62923-1 (2018) and IEC 62923-2 (2018)
x Performance testing with FFC TRON 40 VDR: IEC 61996-1 (2013) incl. Corrigendum 1 (2014)
with FFC TRON 40VDR AIS: IEC 61996-1 (2013) incl. Amendment 1 (2021)

Note: IEC 61996-1 (2013) incl. Corr.1 (2014) covers the requirements of IEC 61996-2 (2007)

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Type Examination documentation

DNV Document ID Rev. Description
No
47 E21187 2022-02-10 Report: Nemko, Tests for float-free capsule TRON
40VDR AIS according to IEC 61996-1 (2013) incl.
Amendment 1 (2021)
46 814 009 190 V02 (2021-09) Manual: Operating Manual VDR 4370
45 TAA00002D3 Latest rev. Certificate: DNV, NACOS Platinum system platforms
43 MA_Nemo3.0_UserManual 2020-07-08 Novega, User manual NEMO 3.0
42 - 2020-08-14 BSH, Statement of conformity for NEMO 3.0 according
to IEC60945, 11.2 (CSD)
41 BSH/454.VDR/NOVEGA 2020-08-18 BSH, Statement of conformity for NEMO 3.0 according
NEMO3 to IEC 61996-1 and IEC60945_NEMO_3.0
40 TCPR_650_Nemo3.0 2020-06-19 Report: Novega, Test cases, procedures and results for
NEMO 3.0
39 A_1066_StorageTest 2020-06-19 Report: Novega, Storage test for NEMO 3.0 according
to IEC 60945, 8.2.1
38 A_1066_FunctionalTest 2020-06-19 Report: Novega, Functional test for NEMO 3.0
according to IEC 60945, 8.2.2
37 A_1066_ShockTest 2020-06-19 Report: Novega, Shock test for NEMO 3.0 according
to IEC 61996-1, 6.1.13.4 and IEC 60068-2-27
36 2238978KAU-001 2020-05-06 Report: Novega, EMC tests for NEMO 3.0 according
to IEC 60945, 9 and 10
35 A_1066_Vibration 2020-06-19 Report: Novega, Vibration test for NEMO 3.0 according
to IEC 60945, 8.7
34 A_1066_DampHeat 2020-06-19 Report: Novega, Damp heat test for NEMO 3.0
according to IEC 60945, 8.3
33 A_1066_LowTemperature 2020-06-19 Report: Novega, Low temperature test for
NEMO 3.0 according to IEC 60945, 8.4
32 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 62923-1/-2 (2018)
(S)VDR G4e/1-1
31 BSH/454.VDR/MacGregor/ 2021-08-24 Report: BSH, Tests acc. to IEC 61162-450 (2018)
(S)VDR G4e/1
29 ANC-D-0000-0087 01, 2017-12-15 Manual: VDR LAN Interface 4370 - Software System
Interface Description
28 390 008 810 48 (2022-10) Manual: Pages 361 to 387 about VDR from Operating
Instructions for ECDISPILOT Platinum Vers. 2.1.20
27 814 009 156 V01 (2017-12) Manual: Authority Manual VDR 4370

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 4

 Job Id: AA0022JM
Certificate No: MERB00003TH
Revision No: 0

DNV Document ID Rev. Description

No
26 814 009 157 V01 (2017-12) Manual: Replay Manual VDR 4370
25 814 009 155 V03 (2022-12) Manual: Technical Manual VDR 4370
20 9065 17 20791 157 2017-12-14 Report: Performance test for VDR 4370 according to
IEC 61996-1 (2013)
19 1750281R-ITCEP16V00 V1.0, 2017-06-06 Report: EMC tests for MOXA switch
EDS-208A-X1-X2-X3
17 05951 00 2013-08-06 Report: Environmental test for PT9 NINETY
16 BSH/4542/002/0062585/14 2014-04-14 Report: Internal assessment for PT9 NINETY
15 E13261.06 06, 2015-03-03 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
and IEC 61996-1 (2013) for Tron 40VDR
14 E13261.04 04, 2014-06-26 Report: Tests acc. to IEC 61097-2 (2008), IEC 60945
and IEC 61996-1 (2013) for Tron 40VDR
13 MED-B-14251 2014-06-19 Certificate: EC Type Examination for Tron 40VDR
12 Extension of 657 2013-11-20 Certificate: Compass Safe Distance for NEMO 2.0
11 657 2010-04-29 Certificate: Compass Safe Distance for NEMO
10 2219512KAU-001 2013-07-29 Report: EMC test for NEMO 2.0
9 TP-TR50-9209 2013-08-14 Report: Shock test for NEMO 2.0
8 - 1.0, 2014-02-28 Report: Climate test for NEMO 2.0
7 BSH/4542/002/0062586/14 2014-05-09 Statement of Conformity for NEMO 2.0
6 BSH/4543/001/4293043/16 2016-07-26 Report: Tests according to IEC 61162-450 (2011)
5 BSH/4542/002/0192929/15 2015-05-21 Report: Tests for framegrabber type FGR5 according
to IEC 62388 (2013), Sects.5.8 to 5.10, 6.2.4
4 BSH/4543/001/4292510/13-3 2014-10-21 Report: Tests acc. to IEC 62388 (2013), Annex H.4
3 BSH/4543/001/4292510/13-2 2014-10-21 Report: Tests acc. to IEC 62288 (2014), Sects.4 and 7
2 BSH/4543/001/4292510/13-1 2014-10-21 Report: Tests acc. to IEC 60945, Sects.6, 11.1, 13-15
1 BSH/4543/001/4292510/13 2014-10-21 Report: Performance test IEC61996-1

END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 4 of 4

 Job Id: AA0022JM
Certificate No: MERB00006BW
Revision No: 0

Product description
The EM-Speed Log SAM 4642 consists of following components:

Components necessary for operation:

No. Component Type designation Power supply Interface

1 Display and Control UDD SAM 4900 24 V DC (+30% - 10%) 1 x IEC 61162-1/-2
Unit
2 Electronic Unit EML224JB 220 V AC or 24 V DC 1 x IEC 61162-1
3 EM-Sensor EML224SN 24 V DC (from Electronic Unit) internal

Additional components:

No. Component Type designation Power supply Interface

4 Digital display UDD SAM 4900 24 V DC (+30% - 10%) 1 x IEC 61162-1/-2

Software version: 01.7x

Application/Limitation
None

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016) and IEC 61162-2 (1998)
x Presentation testing: IEC 62288 (2014)
x Performance testing: IEC 61023 (2007)

Note: The EM-Speed Log SAM 4642 does not issue alerts, hence, testing according to IEC 62923-1/-2 is deemed as not
being applicable.

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Type Examination documentation

DNV Document ID Rev. Description
No
11 271259651 2020-01 Technical Manual for EM-Log SAM 4642
10 488 2006-09-20 Certificate: BSH, Compass Safe Distance for EML224JB
9 478 2006-08-09 Certificate: BSH, Compass Safe Distance for
UDD SAM 4900
8 - 2006-08-30 Manufacturer's declaration of conformity, SKIPPER,
according to IEC 60945, Clause 8.12
7 - 2006-08-31 Manufacturer's declaration of conformity, SAM Electronics,
according to IEC 60945, Clause 8.12
6 05299.136.06 2006-07-17 Report: MeßTechnikNord, EMC tests according to
IEC 60945, Clauses 9 and 10
5 BL 9233 T 614 2006-07-31 Report: ATLAS ELEKTRONIK, Environmental tests according
to IEC 60945, Clauses 8.2 to 8.4 and 8.7
4 BSH/4543/001/4072857/15 2015-01-06 Report: BSH, Tests for UDD SAM 4900 according to
IEC 62288 (2014)
 Job Id: AA0022JM
Certificate No: MERB00006BW
Revision No: 0

DNV Document ID Rev. Description

No
3 BSH/4612/4071989/11 2011-06-20 Report: BSH, Assessment of SAM 4642 according to
IEC 61023 (2007), IEC 61162-1 (2010), IEC 61162-2 (1998)
and IEC 62288 (2008)
2 BSH/46162/0121151/09 2009-04-06 Report: BSH, Tests for UDD SAM 4900 according to
IEC 61162-1 (2007), IEC 61162-2 (1998), IEC60945 (2002) and
IEC 62288 (2008)
1 BSH/4612/4070262/06 2006-09-08 Report: BSH, Tests for SAM 4642 acc. to IEC 61023 (1999) and
IEC 61162-1 (2000)

END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 3

 Job Id: AA0022JM
Certificate No: MERB000043D
Revision No: 0

Product description
The speed and distance measuring equipment SATLOG SLS 4120 consists of following components:

Necessary for operation:

Component Type Software version no.
Main electronic unit SATLOG SLS 4120 1.1x
DGPS Sensor R4 DGPS Navigation Sensor OR
DGNSS Sensor R4 DGNSS Navigation Sensor OR
DGNSS Sensor R5 Nav DGNSS Sensor
DGPS Antenna MGL4, MXB5 OR
DGNSS Antenna MGL5
Universal Digital Display UDD SAM 4900 1.70

Necessary for applications with optional speed-through-water extension:

Component Type Software version no.
Universal Digital Display UDD SAM 4900 1.70 OR
Digital Speed Display Consilium SD 1-6 OR
Digital Speed Display Consilium SD 1-7 OR
Digital Speed Display Consilium SD 4-2 OR
Digital Speed Display Consilium SD 4-3
BEN marine EM-Log DEBEG 4671 OR
Water track log Consilium R1 OR
Water track log Consilium R1a OR
Water track log SAM 4642

Components which may be carried additionally:

Component Type Software version no.
Universal Digital Display UDD SAM 4900 1.70
Digital Docking Display Consilium SD 2-1
Digital Docking Display Consilium SD 2-11
Digital Docking Display Consilium SD 4-5
Universal Digital Repeater Plath UDR

Application/Limitation
None

Tests carried out

x Environmental and EMC testing: IEC 60945 (2002) incl. Corrigendum 1 (2008)
x Interface testing: IEC 61162-1 (2016) and IEC 61162-2 (1998)
x Presentation testing: IEC 62288 (2021)
x Performance testing: IEC 61023 (2007)

Note: The speed and distance measuring equipment SATLOG SLS 4120 does not issue alerts, hence, testing according
to IEC 62923-1/-2 is deemed as not being applicable.

Marking of product
According to IEC 60945, Sect.4.9:
The product to be marked with following information, where practicable:
x Identification of the manufacturer,
x Equipment type number or model identification under which it was type tested,
x Serial number of the unit,
x Compass safe distance.
Alternatively, the marking may be presented on a display at equipment start-up, and in case of fixed equipment
compass safe distance may be given in the equipment manual.

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 2 of 3

 Job Id: AA0022JM
Certificate No: MERB000043D
Revision No: 0

Type Examination documentation

DNV Document ID Rev. Description
No
26 271.259 831 PV 00, 2018-05-17 Report: SLS 4120 – R5 configuration and integration test
25 BSH/4543/001/4072791/14 2014-07-03 Report: SLS 4120 according to IEC 61023, IEC 61162
and IEC 62288
24 BSH/4612/4071989/11 2011-06-20 Report: SAM 4642 according to IEC 61023, IEC 61162
and IEC 62288
17 7000 118-383 A1, 2017-03-20 Manual: R5 GNSS - Operation and Installation
16 701810 E2 2002-08-20 Manual: SAL R1 - Technical
15 271259651 2016-03-14 Manual: SAM 4642 - Technical
14 04MU005 2004-05-25 Manual: DEBEG 4671 - Operation and Installation
13 - 2015-11-26 Manual: UDD SAM 4900 - Technical
12 271.259.831 A, 2018-06-25 Manual: SLS 4120 - Technical
11 959 2016-12-08 Certificate: R5 DGNSS Compass Safe Distance
(IEC 60945, 11.2)
10 F161552E1 2016-10-26 Report: R5 DGNSS acc. to IEC 60945, 9 and 10
9 U161552E1 2016-09-16 Report: R5 DGNSS acc. to IEC 60945, 8
8 BSH_4542-001-4143072-16 2017-03-16 Report: R5 DGNSS acc. to IEC 61108-1 and
IEC 61162-1
7 BSH/4615/4120131/05 2006-07-12 Report: SBX4 DGPS acc. to IEC 61108-4
6 BSH/4543/001/4072857/15 2015-01-06 Report: SAM 4642 acc. to IEC 62288 Ed.2
5 BSH/4612/4070262/06 2006-09-08 Report: SAM 4642 acc. to IEC 61023 and IEC 61162-1
4 BSH/4543/001/4072858/15 2015-01-06 Report: SLS 4120 acc to IEC 62288 Ed.2
3 BSH/4543/001/4072768/14 2014-05-06 Report: SLS 4120 acc. to IEC 61023 and IEC 61162-1
2 BSH 4612/4071990/12 2012-11-09 Report: SLS 4120 acc. to IEC 61162-1
1 BSH/4612/4070614/07 2007-10-24 Report: SLS 4120 acc. to IEC 61023 and IEC 61162-1

END OF CERTIFICATE

Form code: MER 201.GBR Revision: 2023-03 www.dnv.com Page 3 of 3

NAVIGATION SYSTEM Platinum
Operating Instructions

ON: 390008807 / 53 (2024-11) 921

MER Certificates.fm / 15.11.24
LISTS AND INDEXES NAVIGATION SYSTEM Platinum
List of Tables Operating Instructions

List of Tables
Table I-1 Typographical conventions in these operating instructions . . . . . . . . . . . . . . . . . . . . . . 27
Table II-1 List of favorite Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Table II-2 Uncorrected SAR sweep width for merchant vessels . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Table III-1 Types of clicks in Platinum NAVIGATION System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Table III-2 ECDIS Touch Gestures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Table III-3 Color and Symbol Code for the Alert Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Table III-4 Mouse pointers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Table III-5 RADAR and ECDIS pointers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Table III-6 Applicable RADAR Requirements & Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Table III-7 Applicable ECDIS Requirements & Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Table III-8 Applicable INS Requirements and Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Table III-9 Applicable TRACK Control Requirements and Standards . . . . . . . . . . . . . . . . . . . . . . . 95
Table IV-10 Failure-Case: One MFD fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Table IV-11 Failure-Case: One Sensor Interface fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Table IV-12 Failure-Case: One Radar Antenna fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Table IV-13 Failure-Case: One Network-Switch fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Table IV-14 Failure-Case: One Network-Cable fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Table IV-15 Failure-Case: Track Pilot fails. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Table IV-16 Failure-Case: Sensor Data fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Table IV-17 Failure-Case: Power Supply fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Table IV-18 Failure-Case: One MFD with CAM Function fails. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Table IV-19 Common Functions for Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Table V-1 Range Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Table V-2 Integrity Marking of Position Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Table VI-1 Structure of the SETTINGS Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Table VI-2 Summarized list of Default Settings for ECDIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
Table VII-1 Overview about ECDIS SW Versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Table VIII-1 Radiation Danger Zone of Radar Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
Table VIII-2 Categories of RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Table VIII-3 Overview about RADAR SW Versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
Table VIII-4 RADAR Failure Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
Table VIII-5 Pulse Length and Repetition Rate of RADAR Pulses . . . . . . . . . . . . . . . . . . . . . . . . . . 291
Table VIII-6 Symbols of ARPA Targets in RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Table VIII-7 Symbols of AIS Targets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
Table VIII-8 Manual Target Acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
Table VIII-9 Differences between Chartradar and ECDIS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Table VIII-10 Priority of Layers in Chart Radar Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
Table VIII-11 Achievable RADAR Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
Table VIII-12 Influences of Meteorological Processes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
Table IX-1 Comparison of Hazardous Ice Detection Capability . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Table IX-2 Ice Radar - Summary of Ice Types. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
Table IX-3 Ice Radar - Summary of Ice Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
Table XI-1 Symbols of ARPA Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
Table XI-2 Symbols of AIS Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
Table XII-1 Latitude-Dependent Errors of the EBL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
Table XII-2 Tender Tracking Symbol Colors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Table XIII-1 Overview of Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 530
Table XIII-2 Predefined Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 532
Table XVII-1 Trackpilot-Setting Rudder Economy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594
Table XVII-2 Details of Route Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625
Table XVII-3 Filter Time Constant in Dependence of Track Limit . . . . . . . . . . . . . . . . . . . . . . . . . . 630
Table XVII-4 Setting of the Track Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 630
Table XVIII-1 Lever Economy Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 654
Table XXI-1 Categories for Noxious Substances. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 697
Table XXI-2 VDR Error Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 713

922 ON: 390008807 / 53 (2024-11)

OI_PLATINUM_LOT.fm / 15.11.24
NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions List of Tables

Table XXII-1 Colors for ENC Cell Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 722

Table XXII-2 ENC Charts - Source of Licensing (not ARCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 722
Table XXIII-1 Periodical Maintenance Work for Display Electronics . . . . . . . . . . . . . . . . . . . . . . . . . 746
Table XXIV-1 Modular BAM Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 759
Table XXIV-2 Color and Symbol Code for the BAM Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 761
Table XXIV-3 Color and Symbol Code for the Alert Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 762
Table XXIV-4 State of Emergency Alarms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 763
Table XXIV-5 State of Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 764
Table XXIV-6 State of Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765
Table XXIV-7 State of Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 765
Table XXIV-8 Category of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 766
Table XXIV-9 Alert comes up on one Workstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 772
Table XXIV-10 Alert comes up on several Workstations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773
Table XXIV-11 Alert Sequence for Escalated Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 774
Table XXIV-12 Heading Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 784
Table XXIV-13 Speed Sensor Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 785
Table XXIV-14 Position Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 786
Table XXIV-15 Inclinometer and Draught Sensor Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 787
Table XXIV-16 Depth and Weather Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 788
Table XXIV-17 Backup Sensors and Redundant Input - Signal Lost. . . . . . . . . . . . . . . . . . . . . . . . . . 789
Table XXIV-18 Sensor Monitoring - Deviation To Secondary Sensor Detected . . . . . . . . . . . . . . . . . . 791
Table XXIV-19 Legacy Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 792
Table XXIV-20 ECDIS Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793
Table XXIV-21 Anchor Watch Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 795
Table XXIV-22 Target Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 796
Table XXIV-23 AIS Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 797
Table XXIV-24 NAVTEX Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 802
Table XXIV-25 Device Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 804
Table XXIV-26 System Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 806
Table XXIV-27 Interface Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 807
Table XXIV-28 BAM Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 808
Table XXIV-29 RADAR Transceiver Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 809
Table XXIV-30 SSR Transceiver Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 811
Table XXIV-31 Radar Transceiver Status Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 815
Table XXIV-32 Overview about Escalation of TP Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 817
Table XXIV-33 TRACKPILOT Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 818
Table XXIV-34 SPEEDPILOT Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 829
Table XXIV-35 VDR Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
Table XXV-36 Platinum Certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 839
Table XXV-37 Platinum Certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 885

ON: 390008807 / 53 (2024-11) 923

OI_PLATINUM_LOT.fm / 15.11.24
 LISTS AND INDEXES NAVIGATION SYSTEM Platinum
List of Figures Operating Instructions

List of Figures
Fig. I-1 System Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Fig. I-2 Manual Restart MFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Fig. I-3 Restricted Access to Nav Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Fig. I-4 SW Integrity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Fig. I-5 Activate SW Integrity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Fig. II-1 Overview of the Default Setting for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Fig. II-2 User-specific Control Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Fig. II-3 Man Overboard Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Fig. II-4 Placing MOB Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Fig. II-5 Surface Drift of MOB Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Fig. II-6 Dropping of 5 MOBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Fig. II-7 Drop MOB Anywhere . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Fig. II-8 Open SAR Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Fig. III-1 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Fig. III-2 Mixed XX-4/5 & Platinum System with Platinum ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Fig. III-3 Mixed XX-4/5 & Platinum System - Radar and ECDIS replaced . . . . . . . . . . . . . . . . . . . . . . . . . 62
Fig. III-4 MFDs with RADAR, CONNING and AUTOMATION Application . . . . . . . . . . . . . . . . . . . . . . . . . 63
Fig. III-5 Platinum Display Electronics with Shock Damping Platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Fig. III-6 Various Operator Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Fig. III-7 Possible pointing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Fig. III-8 Modules for Armrest or Console Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Fig. III-9 Operating with Trackball, Mouse or Touch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Fig. III-10 General screen Layout of the Platinum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Fig. III-11 Title Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Fig. III-12 Platinum Sidebar, Examples for Navigation and Automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Fig. III-13 Sidebar – Permanent areas for RADAR and Automation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Fig. III-14 Sidebar – example of the non-permanent area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Fig. III-15 Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Fig. III-16 ECDIS in full screen mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Fig. III-17 Split Window (Navigation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Fig. III-18 Split Window (Automation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Fig. III-19 Example 1: Target List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Fig. III-20 Style Guide - Popup Edit Window. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Fig. III-21 Examples of Platinum NAVIGATION System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Fig. III-22 Center and Range Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Fig. III-23 Consistent Manual Input and Erroneous Data Handling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Fig. III-24 Example of Steering Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Fig. III-25 Overview of the RADAR Screen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Fig. III-26 Overview of the ECDIS Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Fig. III-27 Overview of the Conning Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Fig. III-28 Overview of TRACKPILOT Expander. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Fig. III-29 Overview of TRACKPILOT Expander. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Fig. III-30 Overview of the Automation Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Fig. IV-31 INS-Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Fig. IV-32 Show actual INS Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Fig. IV-33 Failure-Case: One MFD fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Fig. IV-34 Failure-Case: One Sensor Interface fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Fig. IV-35 Failure-Case: One Radar Antenna fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Fig. IV-36 Failure-Case: One Network-Switch fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Fig. IV-37 Failure-Case: One Network-Cable fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Fig. IV-38 Failure-Case: Track Pilot fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Fig. IV-39 Failure-Case: Sensor Data fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Fig. IV-40 Failure-Case: Power Supply fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Fig. IV-41 Failure-Case: One MFD with CAM Function fails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Fig. IV-42 Data Flow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

924 ON: 390008807 / 53 (2024-11)

OI_PLATINUM_LOF.fm / 15.11.24
 NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions List of Figures

Fig. IV-43 Alert Communication with Gyro System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

Fig. IV-44 Layout for Add. Class Notations NAUT(OC) and NAUT(OSV) . . . . . . . . . . . . . . . . . . . . . . . . . 124
Fig. IV-45 Layout for Additional Class Notation NAUT(AW). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Fig. IV-46 Application Example for KVM Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Fig. V-1 CCRP on ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Fig. V-2 Super Home Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Fig. V-3 General Screen Layout of the Platinum NAVIGATION System. . . . . . . . . . . . . . . . . . . . . . . . . 132
Fig. V-4 NACOS Title Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Fig. V-5 Color & Brightness Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Fig. V-6 Date and Time Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Fig. V-7 The Navigation Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Fig. V-8 Head Stab, Head Up and North Up Orientation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Fig. V-9 Display in the Modes True Motion and centered Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Fig. V-10 Display in the Modes North-Up RM, Course-Up RM and Head-Up RM . . . . . . . . . . . . . . . . . . 145
Fig. V-11 Sensor Integrity Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Fig. V-12 Kalman Filter Sensor Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Fig. V-13 Integration of Wind Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Fig. V-14 Remote Gyro Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Fig. V-15 Tool Tips for Heading & Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
Fig. V-16 Tool Tip with Position Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Fig. V-17 Display Predicted Track. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Fig. V-18 The Chart Status Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Fig. V-19 Set Trial Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Fig. V-20 Vector Display in Trial Maneuver Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Fig. V-21 Simulate Course Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Fig. V-22 Delay in Trial Maneuver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Fig. V-23 Checking the Trial Maneuver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Fig. V-24 Tools Sidebar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Fig. V-25 Opened Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Fig. V-26 Voyage Data Replay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Fig. V-27 Operating Devices for Activity Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Fig. VI-1 Settings Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
Fig. VI-2 AIS Channels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
Fig. VI-3 Range & Angle of Guard Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Fig. VI-4 Setting Depth Contour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Fig. VI-5 Color Scheme for Depth Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Fig. VI-6 Set ECDIS Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Fig. VI-7 Settings for the Route Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Fig. VI-8 List of AIS AtoN - Physical and Virtual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Fig. VI-9 List of AIS AtoN - Mobile and Mobile Virtual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Fig. VI-10 Display of AIS SART, MOB & EPIRB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Fig. VI-11 True Motion Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Fig. VI-12 Sensor Integration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Fig. VI-13 Sensor Integrity Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Fig. VI-14 Remove Sensors from Auto Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Fig. VI-15 Overview of the Default Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Fig. VI-16 Default Sidebar Settings for ECDIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Fig. VI-17 Default Presentation Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
Fig. VI-18 Default Alert Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Fig. VI-19 Default Hazard Presentation Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
Fig. VI-20 Default Layer Settings for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Fig. VI-21 Default or Default Settings Settings for RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
Fig. VII-1 Elements of the Chart Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
Fig. VII-2 Context Menus in the Application Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
Fig. VII-3 The Chart Information Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Fig. VII-4 Full Screen Mode for ECDIS with Sidebar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
Fig. VII-5 Full Screen Mode for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Fig. VII-6 Center and Range Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246

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 LISTS AND INDEXES NAVIGATION SYSTEM Platinum
List of Figures Operating Instructions

Fig. VII-7 ECDIS Chart 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

Fig. VII-8 Check Correct Display of IHO Pres. Lib. 4.0 Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Fig. VII-9 NACOS - Presentation Library Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Fig. VII-10 ECDIS Color and Gray Scale Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Fig. VII-11 ECDIS Display Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Fig. VII-12 Adjust Category Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Fig. VII-13 Overview of TRACKPILOT Expander. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Fig. VII-14 Advanced Chart Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
Fig. VII-15 Conditionally Displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
Fig. VII-16 Depth Contour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
Fig. VII-17 Chart Tool Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Fig. VII-18 Raster Chart on ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
Fig. VII-19 Select ARCS Chart Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Fig. VII-20 Chart Information Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Fig. VII-21 Raster Chart with Local Datum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
Fig. VII-22 Replay Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Fig. VIII-1 IMO-Set installation (also with SSR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
Fig. VIII-2 Layout with 5 Workstations and Conning (S-Band also with SSR and 14ft). . . . . . . . . . . . . . . . 284
Fig. VIII-3 Radar Sidebar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
Fig. VIII-4 PPI Cut Due to Master with Smaller Range Compared to Slave . . . . . . . . . . . . . . . . . . . . . . . . 290
Fig. VIII-5 Example for the Effect of High Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
Fig. VIII-6 The RADAR Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
Fig. VIII-7 PPI with Superimposed Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
Fig. VIII-8 Center and Range Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
Fig. VIII-9 Presentation of Vessel Outline in Small Ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
Fig. VIII-10 Context Menus in the Application Area - here PPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Fig. VIII-11 Select ECDIS No Data Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
Fig. VIII-12 Chart Radar Application Area with superimposed elements . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Fig. VIII-13 Select Layers and Chart Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
Fig. VIII-14 Presentation of Depth Colors in the Chartradar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Fig. VIII-1 Multi-Antenna Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Fig. VIII-15 Example for Multi-Antenna Operation Radar Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Fig. VIII-16 RS24 FMCW Docking Radar Integrated in Platinum INS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Fig. VIII-17 Scheme of RADAR Video Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
Fig. VIII-18 Radial and azimuthal distortions of the radar video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
Fig. VIII-19 Reduced Range of First Detection depending on Rain in X-Band . . . . . . . . . . . . . . . . . . . . . . . 348
Fig. VIII-20 Reduced Range of First Detection depending on Rain in S-Band . . . . . . . . . . . . . . . . . . . . . . . 349
Fig. VIII-21 Example for Sector Blanking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
Fig. IX-1 Sigma S6 Ice Radar Integrated in Platinum INS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
Fig. IX-2 Example of an Ice Radar Image in Platinum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
Fig. X-1 Super Home Page of NACOS Platinum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
Fig. X-2 Overview of Manoeuvring Assistance Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Fig. X-3 Manoeuvring Assistance Integrated in NACOS Platinum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
Fig. X-4 Configuration of Plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Fig. X-5 Manoeuvring Assistance Planning Mode.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
Fig. X-6 Width of Fairways with a Single Navigation Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Fig. X-7 Adding Manoeuvring lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Fig. X-8 Presentation of rudder command together with ROT indicator. . . . . . . . . . . . . . . . . . . . . . . . . . 385
Fig. X-9 Pivot point examples. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
Fig. X-10 Design berthing velocity as function of navigation conditions and size of vessel. . . . . . . . . . . . 390
Fig. XI-1 Settings for Automatic Target Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Fig. XI-2 Target List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
Fig. XI-3 Calculation of Bow Crossing Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
Fig. XII-1 Tools Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
Fig. XII-2 EBL & VRM - Bearing Line, Range Marker and Rulers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
Fig. XII-3 Rulers for Distance Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
Fig. XII-4 User Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
Fig. XII-5 User Symbols - Crossing Special Area Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 427

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 NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions List of Figures

Fig. XII-6 Set a Clearing or Danger Bearing Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429

Fig. XII-7 Switch Off User Symbol Layer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
Fig. XII-8 Assign User Symbol to a Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
Fig. XII-9 Protect user Defined Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433
Fig. XII-10 Table based Editor for user Symbols. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
Fig. XII-11 Parallel Index Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
Fig. XII-12 Anchor Watch Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
Fig. XII-13 Optional Anchor Watch Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441
Fig. XII-14 The Lines of Position Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442
Fig. XII-15 Optical Bearing Device Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
Fig. XII-16 OBD - Bearing of 2 Landmarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
Fig. XII-17 OBD - Bearing at 2 Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
Fig. XII-18 Shifted Bearing Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
Fig. XII-19 OBD - Set DR Origin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
Fig. XII-20 Speed and Distance Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
Fig. XII-21 Depth Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
Fig. XII-22 UKC Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
Fig. XII-23 Weather Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
Fig. XII-24 Wind/Current Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
Fig. XII-25 ODD - Optical Detection Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
Fig. XII-26 Night Vision Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
Fig. XII-27 System Diagram of Integrated Navigation System with Night Vision Subsystem FLIR. . . . . . . 457
Fig. XII-28 Night Vision System - basic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
Fig. XII-29 Night Vision System - Video Object Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Fig. XII-30 Night Vision System - AIS Target Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
Fig. XII-31 Night Vision Camera - Joystick Control 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
Fig. XII-32 Night Vision Camera - Joystick Control 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
Fig. XII-33 Night Vision Camera Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
Fig. XII-34 NAVTEX Message List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
Fig. XII-35 NAVTEX Receiver Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467
Fig. XII-36 Current Prediction with Imported GRIB Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
Fig. XII-37 HELO Ship Controlled Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472
Fig. XII-38 SAR Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
Fig. XII-39 Helicopter Landing Path Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
Fig. XII-40 FarSounder Hazard Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476
Fig. XII-41 FarSounder Split Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 477
Fig. XII-42 Tender Tracking Layer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
Fig. XII-43 Enable AIS Target Past Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480
Fig. XIII-1 Shape of the pre-planned track in the case of course changes. . . . . . . . . . . . . . . . . . . . . . . . . 485
Fig. XIII-2 Route Display Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486
Fig. XIII-3 Open a Catalog for Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 488
Fig. XIII-4 Waypoint List - Planning View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
Fig. XIII-5 Edit Waypoint Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 494
Fig. XIII-6 Save, Rename or Delete a Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496
Fig. XIII-7 Start Route Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
Fig. XIII-8 Results of Geometrical Route Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 499
Fig. XIII-9 Results of Check against ENC Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500
Fig. XIII-10 Protect a Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
Fig. XIII-11 Set the Safety Contour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
Fig. XIII-12 Set ECDIS Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504
Fig. XIII-13 Settings for Track Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 505
Fig. XIII-14 Groups of ECDIS Hazards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506
Fig. XIII-15 ECDIS Hazards List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 507
Fig. XIII-16 Activated Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 508
Fig. XIII-17 Print out a Passage Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528
Fig. XIII-18 Set the Safety Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 534
Fig. XIII-19 Export Routes from NACOS XX-4/5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 537
Fig. XIII-20 Import Routes to Platinum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 538

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Operating Instructions

Fig. XIII-21 Activated Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 540

Fig. XIII-22 Water Level-based Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543
Fig. XIII-23 Water Level-based Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 543
Fig. 9-1 Opening a New Route Request and Related Navigation Points . . . . . . . . . . . . . . . . . . . . . . . . 546
Fig. 9-2 Status of Route Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 547
Fig. XIV-24 Result of new route request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548
Fig. XV-1 Overview of the Conning Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 554
Fig. XV-2 Conning Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 555
Fig. XV-3 Conning Home Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 557
Fig. XV-4 Conning Home Waypoint List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 558
Fig. XV-5 Docking Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 559
Fig. XV-6 Propulsion Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 560
Fig. XV-7 Split Screen Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 561
Fig. XV-8 Alarm List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562
Fig. XV-9 FUGRO System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 567
Fig. XV-10 FUGRO Integrated into Platinum INS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568
Fig. XV-11 FUGRO Display in Platinum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 569
Fig. XV-12 Remote Desktop Integrated in Platinum INS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 570
Fig. XV-13 Wave Height Menu Integrated in Platinum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 574
Fig. XVI-1 BRIDGEPILOT Display Integrated in Platinum INS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 581
Fig. XVI-2 DATAPILOT Integrated in Platinum INS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 584
Fig. XVI-3 DATAPILOT Home Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 585
Fig. XVII-1 Steering Mode Selector Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 590
Fig. XVII-2 Trackpilot Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 591
Fig. XVII-3 Trackpilot Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592
Fig. XVII-4 Set TP Rudder Economy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594
Fig. XVII-5 TP-Setting Rudder Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 595
Fig. XVII-6 Rudder Limit Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 595
Fig. XVII-7 TP-Setting HDG/CRS Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 596
Fig. XVII-8 TP-Setting Track Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 597
Fig. XVII-9 TP-Setting Drift Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 598
Fig. XVII-10 TP-Setting WPT Approach Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 599
Fig. XVII-11 TP-Setting Course Correction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600
Fig. XVII-12 Trackpilot - Steering with Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607
Fig. XVII-13 Trackpilot - Steering with Next Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 608
Fig. XVII-14 Trackpilot - Steering with Pilot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 611
Fig. XVII-15 Trackpilot - Steering Automatically to Near Leg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617
Fig. XVII-16 Trackpilot - Steering Automatically to Near Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 618
Fig. XVII-17 Trackpilot - Steering Automatically to Waypoint Further Ahead . . . . . . . . . . . . . . . . . . . . . . . . . 619
Fig. XVII-18 Monitoring Route Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 624
Fig. XVII-19 Taking Account of Drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 628
Fig. XVII-20 TP-Setting Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 633
Fig. XVII-21 Setting Anchor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 634
Fig. XVII-22 Display of the anchor control symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 637
Fig. XVII-23 TP-Configuration with two TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 639
Fig. XVIII-1 The SPEEDPILOT Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 648
Fig. XVIII-2 Platinum Operating Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 649
Fig. XVIII-3 Set Speedpilot Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 651
Fig. XVIII-4 SPEEDPILOT Settings Dialogue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 652
Fig. XVIII-5 SPEEDPILOT Sensitivity Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 653
Fig. XVIII-6 SPEEDPILOT Lever Economy Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 654
Fig. XVIII-7 SPEEDPILOT Speed Limit Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 655
Fig. XVIII-8 SPEEDPILOT Lever Limit Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 656
Fig. XVIII-9 SPEEDPILOT Operational Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 659
Fig. XVIII-10 SPEEDPILOT Set Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660
Fig. XIX-1 DP System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 669
Fig. XIX-2 DP System Main Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 671
Fig. XX-1 BNWAS Timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 674

928 ON: 390008807 / 53 (2024-11)

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 NAVIGATION SYSTEM Platinum
Operating Instructions

Fig. XX-2 BNWAS Menu on MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 675

Fig. XX-3 BNWAS Assist Call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 676
Fig. XX-4 Stop Assist Call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 676
Fig. XX-5 BNWAS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 679
Fig. XX-6 Typical layout for a standard system BNWAS Platinum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 680
Fig. XX-7 Example of a panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 681
Fig. XX-8 Panel keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682
Fig. XX-9 Buzzer pattern – continuous sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684
Fig. XX-10 Buzzer pattern – one short sound repeated every few sec . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684
Fig. XX-11 Buzzer pattern – two short sounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684
Fig. XX-12 Buzzer pattern – three short sounds repeated every 7-10 sec . . . . . . . . . . . . . . . . . . . . . . . . . 684
Fig. XX-13 Buzzer pattern – single short sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684
Fig. XXI-1 List of Received AIS Safety Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 691
Fig. XXI-2 Show AIS Status Info. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 695
Fig. XXI-3 AIS Hot Standby Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700
Fig. XXI-4 VDR Restart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 703
Fig. XXI-5 VDR Remote Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 705
Fig. XXI-6 VDR 4370 Operation Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 706
Fig. XXI-7 VDR Error Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 709
Fig. XXII-1 Maintenance Initial Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 720
Fig. XXII-2 Chart Maintenance Application Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 721
Fig. XXII-3 Show ENC User Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 724
Fig. XXII-4 Install Permits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 726
Fig. XXII-5 Update of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 729
Fig. XXII-6 Display Installed ENCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 731
Fig. XXII-7 Display ENC Update Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 732
Fig. XXII-8 Nautical Charts Editor - Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 737
Fig. XXII-9 Selecting a cell. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 738
Fig. XXIII-1 Platinum Software Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 747
Fig. XXIV-1 Overview of the Alerts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767
Fig. XXIV-2 Priority of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 771
Fig. XXIV-3 Display of single Alerts (left) and Grouped Alerts (right) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 777
Fig. XXIV-4 Alert History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 779
Fig. XXIV-5 Alert Search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 779

ON: 390008807 / 53 (2024-11) 929

OI_PLATINUM_LOF.fm / 15.11.24
 NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions Index

Index Chart Datum . . . . . . . . . . . . . . . . . . . . . . . . 266

Chart Information Window . . . . . . . . . . . . . . 243
Chart Maintenance . . . . . . . . . . . . . . . . . . . . 720
A Chart Monitoring . . . . . . . . . . . . . . . . . . . . . 509
Acquisition/Guard Zone . . . . . . . . . . . . . . . . 202 Chart monitoring . . . . . . . . . . . . . . . . . . . . . 502
Adaptive STC . . . . . . . . . . . . . . . . . . . . . . . 301 Chart Status Line . . . . . . . . . . . . . . . . . . . . . 175
Admiralty Raster Charts . . . . . . . . . . . . . . . . 262 Check Box . . . . . . . . . . . . . . . . . . . . . . . . 81, 82
Aids-to-Navigation . . . . . . . . . . . . . . . . . . . . 214 Check Mark . . . . . . . . . . . . . . . . . . . . . . . . . . 82
AIS Check of the Route . . . . . . . . . . . . . . . . . . . . 498
Aids-to-Navigation . . . . . . . . . . . . . . . . . 214 Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
AIS Messages . . . . . . . . . . . . . . . . . . . .690, 691 Class B . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
AIS system . . . . . . . . . . . . . . . . . . . . . .194, 686 clear text output . . . . . . . . . . . . . . . . . . . . . 681
AIS targets . . . . . . . . . . . . . . . . . . . . . . . . . 402 Clearing Line . . . . . . . . . . . . . . . . . . . . . . . . 429
AIS True Scaled Outline . . . . . . . . . . . . . . . . 214 Click . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Alarm Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Horn . . . . . . . . . . . . . . . . . . . . . . . . . . 200 Color & Brightness . . . . . . . . . . . . . . . . . . . . . 72
List . . . . . . . . . . . . . . . . . . . . . . . .199, 767 Color and Contrast Examination . . . . . . . . . . . 251
Newest . . . . . . . . . . . . . . . . . . . . . . . . 199 Color Code for Alarms . . . . . . . . . . . . . . . . . . 761
Alarm Group LEDs . . . . . . . . . . . . . . . . . . . . 683 Color Schemes . . . . . . . . . . . . . . . . . . . . . . . . 72
Alive Indication . . . . . . . . . . . . . . . . . . . 72, 138 Compass Control . . . . . . . . . . . . . . . . . . . . . 307
Ambient Light Conditions . . . . . . . . . . . . . . . . 72 Conning Position . . . . . . . . . . . . . . . . . . . . . 130
Anchor Control Mode . . . . . . . . . . . . . . . . . . 588 Consistent Common Reference System . . . . . . 130
Application Context Menu . . . . . . . . . . . . . . . . . . . . 69, 242
Main Page . . . . . . . . . . . . . . . . . . . . . . . 71 Context Menus . . . . . . . . . . . . . . . . . . . . . . . 309
Application Area . . . . . . . . . . . . . . . . . . 71, 132 Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
ARPA targets . . . . . . . . . . . . . . . . . . . . . . . 401 controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682
Arrival Point . . . . . . . . . . . . . . . . . . . . . . . . 492 Conventions in this Manual . . . . . . . . . . . . . . . 26
Arrow Course Control Mode . . . . . . . . . . . . . . . . . . 588
Double . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Course-Up . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Course-Up RM . . . . . . . . . . . . . . . . . . . . . . . 145
Auto ACQ. AIS . . . . . . . . . . . . . . . . . . . . . . 405 Critical point on route alarm . . . . . . . . . . . . . 201
AUTO Fill . . . . . . . . . . . . . . . . . . . . . . . . . . 588 Critical Target . . . . . . . . . . . . . . . . . . . . . . . 409
Automatic Sensor Selection Mode . . . . . . . . . 146 Cross Bearing . . . . . . . . . . . . . . . . . . . 444, 448
Autonomous . . . . . . . . . . . . . . . . . . . . . . . . 165 Cross Hair . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Azipod Dynamic Optimizer . . . . . . . . . . . . . . 641 Cross-Track
Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . 201
B Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . 505
Basic Alarm Panel (Bridge) . . . . . . . . . . . . . . 682 Cross-Track Alarm . . . . . . . . . . . . . . . . . . . . 201
Basic Alarm Panel (ECR) . . . . . . . . . . . . . . . 682 Cursor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Brightness . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Brilliance . . . . . . . . . . . . . . . . . . . . . . . . . . 133 D
Browse Mode . . . . . . . . . . . . . . . . . . . . . . . 241 Danger Highlight . . . . . . . . . . . . . . . . . . . . . 425
Button . . . . . . . . . . . . . . . . . . . . . . . 69, 81, 82 Danger Zone, of Radar Antennas . . . . . . . . . . 275
Left Mouse . . . . . . . . . . . . . . . . . . . . . . . 69 Dangerous Targets . . . . . . . . . . . . . . . . . . . . 205
Push . . . . . . . . . . . . . . . . . . . . . . . . 81, 82 Date dependent . . . . . . . . . . . . . . . . . . 207, 259
Right Mouse . . . . . . . . . . . . . . . . . . . . . . 69 Date Dependent Field . . . . . . . . . . . . . . . . . . 175
Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684 Date Setting . . . . . . . . . . . . . . . . . . . . . . . . 136
Patterns . . . . . . . . . . . . . . . . . . . . . . . . 684 Depth Field . . . . . . . . . . . . . . . . . . . . . . . . . 175
buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 681 Dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Differential . . . . . . . . . . . . . . . . . . . . . . . . . 165
C Display All . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Catalog for Routes . . . . . . . . . . . . . . . . . . . 488 Display Base . . . . . . . . . . . . . . . . . . . . . . . . 255
Categories of Display Groups . . . . . . . . . . . . 255 Display Charts . . . . . . . . . . . . . . . . . . . . . . . 731
Category Field . . . . . . . . . . . . . . . . . . . . . . 175 Display Functions and Tools Expander . . . . . . 192
CCRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Display of Targets . . . . . . . . . . . . . . . . . . . . 176
Centered display . . . . . . . . . . . . . . . . . . . . . 144 Display of the Route . . . . . . . . . . . . . . . . . . . 486
Certificates . . . . . . . . . . . . . . . . . . . . . . . . . 725 Display Primary . . . . . . . . . . . . . . . . . . . . . . 255
Chart Area . . . . . . . . . . . . . . . . . . . . . . . . . 240 Display Sidebar . . . . . . . . . . . . . . . 71, 132, 139

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Display Standard . . . . . . . . . . . . . . . . . . . . . 255 Light Conditions .. . .. . .. . .. .. . . . . . . . . . 72

Distance to go . . . . . . . . . . . . . . . . . . . . . . . 516 Limits for CPA . . .. . .. . .. . .. .. . . . . . . . . .205
DO key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Limits for TCPA . .. . .. . .. . .. .. . . . . . . . . .205
Double Arrow . . . . . . . . . . . . . . . . . . . . . . . . 85 Lines of Position .. . .. . .. . .. .. . 442, 447, 455
Double arrow . . . . . . . . . . . . . . . . . . . . . . . . 85 Local Datum . . . .. . .. . .. . .. .. . . . . . . . . .266
Double-Click . . . . . . . . . . . . . . . . . . . . . . . . . 69 Loss of Targets . .. . .. . .. . .. .. . . . . . . . . .407
Draft Settings . . . . . . . . . . . . . . . . . . . . . . . 213
Drop Position Fix . . . . . . . . . . . . . . . . . . . . . 446 M
Dropdown Menu . . . . . . . . . . . . . . . . . . . 81, 82 Main Page . . . . . . . . . ... . . . . . . . . . . . . . . 71
Maneuvering Assistance .. . . . . . . . . . . . . . .376
E System Health . . . ... . . . . . . . . . . . . . .377
ECDIS Alerts . . . . . . . . . .. . .. . .. . .. . .. . 504 Man-over-Board . . . . . ... . . . . . . . . . . . 46, 47
ECDIS Chart1 . . . . . . . . .. . .. . .. . .. . .. . 247 Manual DR . . . . . . . . . ... . . . . . . . . . . . . . .166
ECDIS Planning Mode . . .. . .. . .. . .. . .. . 241 Menu Bar . . . . . . . . . . ... . 71, 73, 76, 132, 186
Edit Window . . . . . . . . . .. . .. . .. . .. . .. . . 80 Mouse
Edition Number . . . . . . . .. . .. . .. . .. . .. . 174 Left Button . . . . . . . .. . .. .. . .. . .. . .. 69
Electronic Bearing Lines . .. . .. . .. . .. . .. . 416 Pointer . . . . . . . . . . .. . .. .. . .. . .. . .. 85
ENC Update Editor . . . . . .. . .. . .. . .. . .. . 737 Right Button . . . . . . .. . .. .. . .. . .. . .. 69
Events and Text . . . . . . .. . .. . .. . .. . .. . 430 Scroll Wheel . . . . . . .. . .. .. . .. . .. . .. 69
Mouse Pointer . . . . . . . .. . .. .. . .. . .. . .. 85
F Move (Pointer) . . . . . . . .. . .. .. . .. . .. . .. 85
Field Group . . . . .. . .. . .. . .. . .. . .. . . 81, 82
Fields . . . . . . . . .. . .. . .. . .. . .. . .. . . . . . 82 N
Full Screen . . . . .. . .. . .. . .. . .. . .. . . . . . 76 Navigate . . . . . . . . .. . .. . .. .. . . . . . . . . .176
Full Screen Mode .. . .. . .. . .. . .. . .. . . . . 244 Navigation Sidebar . .. . .. . .. .. . . 71, 132, 139
Fusion . . . . . . . .. . .. . .. . .. . .. . .. . . . . 176 Newest Alarm . . . . . .. . .. . .. .. . . . . . . . . .199
Non-Permanent Area .. . .. . .. .. . . . . . . 73, 75
G North Up
Great Circle . . . . . . . . . . . . . .. . .. . .. . .. . 495 RM . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Ground / Water Stabilization . .. . .. . .. . .. . 171 North-Up . . . . . . . . . . . . . . . . . . . . . . . . . . .141
GUI Controls . . . . . . . . . . . . .. . .. . .. . .. . . 81
Gun Site . . . . . . . . . . . . . . . .. . .. . .. . .. . . 85 O
Obstruction ahead indication .. .. . .. . .. . . .201
H Orientation . . . . . . . . . . . . . .. .. . .. . .. . . .141
Heading Control Mode . . .. . .. . .. . .. . .. . 588 Own MARPOL Line . . . . . . . .. .. . .. . .. . . .428
Heading Sensor . . . . . . . .. . .. . .. . .. . .. . 155 Own Safety Line . . . . . . . . . .. .. . .. . .. . . .428
Head-Up . . . . . . . . . . . . .. . .. . .. . .. . .. . 141
Head-Up RM . . . . . . . . . .. . .. . .. . .. . .. . 145 P
Hidden Sidebar . . . . . . . .. . .. . .. . .. . .. . 244 pan . . . . . . . . . . . . . . . . . . . . . . . . . . . .83, 307
horn . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . 681 panel controls . . . . . . . . . . . . . . . . . . . . . . . .682
panel display . . . . . . . . . . . . . . . . . . . . . . . .681
I panels
IHO . . . . . . . . . . . . . . . . . . .. . .. . .. 175, 277 controls . . . . . . . . . .. . .. .. . .. . . . . . .682
indications . . . . . . . . . . . . . .. . .. . .. .... 681 Parallel Index Lines . . . . .. . .. .. . .. . . . . . .435
Initial waypoint . . . . . . . . . . .. . .. . .. .... 489 Parameter Points . . . . . .. . .. .. . .. . . . . . .531
Integrity Marking of Sensors . .. . .. . .. .... 147 password protection . . . .. . .. .. . .. . . . . . .681
Permanent Area . . . . . . .. . .. .. . .. . . . 73, 74
K Permits . . . . . . . . . . . . .. . .. .. . .. . . . . . .724
keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682 Personnel, Qualification . .. . .. .. . .. . . . . . . 29
keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682 Picture Freeze . . . . . . . .. . .. .. . .. . . . . . .138
Known Bearing and Range . . . . . . . . . . . . . . 443 Pivot Point . . . . . . . . . . .. . .. .. . .. . . . . . .472
plain text output . . . . . . .. . .. .. . .. . . . . . .681
L Planning View of WP List .. . .. .. . .. . . 492, 549
Latitude-Dependent Errors of EBL .. . .. . .. . 416 Plot . . . . . . . . . . . . . . . .. . .. .. . .. . . . . . .173
LED . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . 683 Pointer . . . . . . . . . . . . . .. . .. .. . .. . . . . . . 85
Left Mouse Button . . . . . . . . . . . .. . .. . .. . . 69 Mouse . . . . . . . . . . .. . .. .. . .. . . . . . . 85
Legs . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . 484 Move . . . . . . . . . . . .. . .. .. . .. . . . . . . 85

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Pointing Hand (Pointer) . . . . . . . . . . . . . . . . . 85 Set Drift . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

Popup Edit Window . . . . . . . . . . . . . . . . . . . . 80 Set Estimated . . . . . . . . . . . . . . . . . . . . . . . 166
Position Adjust . . . . . . . . . . . . . . . . . . . . . . 168 Set Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Position fix reminder . . . . . . . . . . . . . . . . . . 201 Set RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Position Offset . . . . . . . . . . . . . . . . . . . . . . 168 Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Position Sensor . . . . . . . . . . . . . . . . . . . . . . 165 Show Schedule Box . . . . . . . . . . . . . . . . . . . 517
Precision . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Shutdown of Workstation . . . . . . . . . . . . . . . . 31
Predefined Radius . . . . . . . . . . . . . . . . . . . . 532 Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Predict . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Non-Permanent Area . . . . . . . . . . . . . . . . 75
Primary Chart Information Set . . . . . . . . . . . 257 Permanent Area . . . . . . . . . . . . . . . . . . . . 74
Print out of Passage Plan . . . . . . . . . . . . . . . 532 Single Click . . . . . . . . . . . . . . . . . . . . . . . . . . 69
privileges . . . . . . . . . . . . . . . . . . . . . . . . . . 681 Sleeping Targets . . . . . . . . . . . . . . . . . . . . . 176
Protecting a User Symbol . . . . . . . . . . . . . . . 433 Slider . . . . . . . . . . . . . . . . . . . . . . . . . . . 81, 82
Push Button . . . . . . . . . . . . . . . . . . . . . . 81, 82 S-Mode . . . . . . . . . . . . . . . . . . . . . . . . . 42, 230
Special Area alert . . . . . . . . . . . . . . . . . . . . . 201
Q Speed over Ground . . . . . . . . . . . . . . . . . . . 159
Qualification of Personnel . . . . . . . . . . . . . . . 29 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . 159
Speed through Water . . . . . . . . . . . . . . . . . . 159
R SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . 646
RACON . . . . . . . . . . . . . . . . . . . . . . . .353, 354 Spin Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Radar Overlay . . . . . . . . . . . . . . . . . . . . . . . 265 Split Window . . . . . . . . . . . . . . . . . . 77, 78, 245
Radar, Radiation . . . . . . . . . . . . . . . . . . . . . 275 Startup of Workstation . . . . . . . . . . . . . . . . . . 31
Radiation . . . . . . . . . . . . . . . . . . . . . . . . . . 275 Status Field . . . . . . . . . . . . . . . . . . . . . . . . . 175
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 Stop Horn . . . . . . . . . . . . . . . . . . . . . . 772, 773
Raster Charts . . . . . . . . . . . . . . . . . . . . . . . 262 Structure of the Sidebar . . . . . . . . . . . . . . . . 193
Reference Position . . . . . . . . . . . . . . . . . . . 143 Switching on chart display . . . . . . . . . . . . . . . 174
Repetition of Alarms . . . . . . . . . . . . . . . . . . 535 System Route . . . . . . . . . . . . . . . . . . . . . . . 508
Resize (Pointer) . . . . . . . . . . . . . . . . . . . . . . 85
Rhumb Line . . . . . . . . . . . . . . . . . . . . . . . . 495 T
Right Mouse Button . . . . . . . . . . . . . . . . . . . . 69 Table-based Editor for Lines and Areas . . . . . 434
Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 Target Activation . . . . . . . . . . . . . . . . . . . . . 405
Route corridor warning . . . . . . . . . . . . . . . . 201 Target Fusion . . . . . . . . . . . . . . . . . . . 213, 403
Route Parameters . . . . . . . . . . . . . . . . . . . . 530 Target List . . . . . . . . . . . . . . . . . . . . . . . . . . 408
Route Scheduling . . . . . . . . . . . . . . . . . . . . 511 Target Presentation . . . . . . . . . . . . . . . . . . . 214
Route Settings . . . . . . . . . . . . . . . . . . . . . . 213 Target Selection . . . . . . . . . . . . . . . . . . . . . . 404
Text Edit Cross Hair . . . . . . . . . . . . . . . . . . . . 85
S Time Setting . . . . . . . . . . . . . . . . . . . . . . . . 136
Safety Title Bar . . . . . . . . . . . . . . . . . . . . . 72, 73, 133
Radiation . . . . . . . . . . . . .. . . . . . . . . . 275 Track Control Mode . . . . . . . . . . . . . . . . . . . 588
Turning Devices . . . . . . . .. . . . . . . . . . 276 Track Limit . . . . . . . . . . . . . . . . . . . . . . . . . 487
Safety Contour . . . . . . . . . . . .. . . . . . . . . . 487 Track Monitoring . . . . . . . . . . . . . . . . . 502, 510
Safety Contour Alarm . . . . . . .. . . . . . . . . . 201 Trackball Pointer . . . . . . . . . . . . . . . . . . . . . . 85
Safety Corridor . . . . . . . . . . . .. . . . . . . . . . 487 TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . 589
Safety corridor . . . . . . . . . . . .. . . . . . . . . . 486 Transferred Base Line . . . . . . . . . . . . . . 445, 449
Safety Depth . . . . . . . . . . . . .. . . . . . . . . . 487 Trial Maneuver . . . . . . . . . . . . . . . . . . . . . . . 177
Safety Notes, General . . . . . . .. . . . . . . . . . . 29 True Motion . . . . . . . . . . . . . . . . . . . . . 143, 144
Sailing Routes . . . . . . . . . . . . .. . . . . . . . . . 484 True Motion Settings . . . . . . . . . . . . . . . . . . 220
SAR . . . . . . . . . . . . . . . . . . . .. . . .51, 194, 686 True/Relative Motion . . . . . . . . . . . . . . . . . . 143
SART . . . . . . . . . . . . . . . . . . .. . .219, 353, 354 Turning Devices . . . . . . . . . . . . . . . . . . . . . . 276
Scale dependent . . . . . . . . . . .. . . . . . .207, 259 Type of Click . . . . . . . . . . . . . . . . . . . . . . . . . 69
Scheduling View of WP List . . .. . . . . . .492, 549 Typographical Conventions . . . . . . . . . . . . . . . 26
Screen Layout . . . . . . . . . . . . .. . . . . . . 71, 132
Screen Stabilization . . . . . . . . .. . . . . . . . . . 143 U
Scroll Wheel . . . . . . . . . . . . . .. . . . . . . . . . . 69 UI Controls . . . . .. . .. . .. .. . .. . .. . .. . . . 81
Scrollbar . . . . . . . . . . . . . . . .. . . . . . . . . . . 81 Unhide sidebar . . .. . .. . .. .. . .. . .. . .. . . . 76
Sensor Failure . . . . . . . . . . . . .. . . . . . . . . . 226 Update of Charts .. . .. . .. .. . .. . .. . .. . . 729
Sensor Monitoring . . . . . . . . . .. . . . . . . . . . 225 User symbols . . . .. . .. . .. .. . .. . .. . .. . . 421
Set Centre . . . . . . . . . . . . . . .. . . . . . . . . . 143 User’s Feature . . .. . .. . .. .. . .. . .. . .. . . 425

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User’s Feature Line . . . . . . . . . . . . . . . . . . . 428 W

UTM Data Entry . . . . . . . . . . . . . . . . . . . . . . 424 Waiting (Pointer) . . .. . .. . .. .. . .. . .. . . . 85
Waypoint List . . . . . .. . .. . .. .. . .. . .. . . .492
V Waypoints . . . . . . . .. . .. . .. .. . .. . .. . . .484
Variable Range Markers . . . . . . . . . . . . . . . . 417 Wheel Over Point . . .. . .. . .. .. . .. . .. . . .485
Vector . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Z
Zoom Control . . . . . . . . . . . . . . . . . . . . . . . .246

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List of Abbreviations
A
ACK Acknowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 767
ACR Automatic Clutter Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 287
ADO Azipod Dynamic Optimizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 641
AIO Admiralty Information Overlay (additional info layer for electronic charts) . . . . . . . .. . 232
AIS Automatic Identification System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .686
AP Arrival Point (in context of route planning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 492
ARCS Admiralty Raster Chart Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 262
ARPA Automatic Radar Plotting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .311
ASCII American Standard Code for Information Interchange . . . . . . . . . . . . . . . . . . . . . .. . .66
AToNs Aids-to-Navigation - virtual or real navigation marks reported by AIS transponders . .. . 214

B
BAM Bridge Alert Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
BCR Bow Crossing Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409
BCT Bow Crossing Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
BIOS Basic Input/Output System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
BIST Built In Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .802
BIT Built in Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282
BITE Built-in Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 814
BNWAS Bridge Navigational Watch Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 675

C
CAM Central Alert Management . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . 118
CCRP Consistent Common Reference Point . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . 130
CCRS Consistent Common Reference System . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . 130
CFAR Constant False Alarm Rate (processing of radar video) . .. . .. . .. .. . .. . .. . .. . .. . 281
CI Common Interface (of TRACKPILOT & SPEEDPILOT) . . .. . .. . .. .. . .. . .. . .. . .. .829
CPA Closest Point of Approach . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . 409
Ctrl Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. .633
CTW Course Through Water . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . .. . 140

D
DB Database . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 806
DGNSS Differential Global Navigation Satellite System . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 569
DLTV Day Light TeleVision (camera for day light) . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 456
DP Dynamic Positioning (system) . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 668
DPU Data Processing Unit . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. .136
DR Dead Reckoning . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. .166
DTE Data Terminal Equipment . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 694
DTG Distance To Go (in context of route planning) . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 516

E
EBL Electronic Bearing Line . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 130
ECDIS Electronic Chart Display & Information System .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 247
ENC Electronic Navigational Charts . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . .91
EPFS Electronic Position Fixing System . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 165
EPIRB Emergency Position-Indicating RadioBeacon . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. .219
ETA Estimated Time of Arrival . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .. . .. . .. . .. . .. . 517

F
FMCW Frequency Modulated Continuous Wave (radar) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
FMEA Failure Mode and Effect Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
FPGA Field-Programmable Gate Array (used for radar video processing) . . . . . . . . . . . . . . . . 811

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 NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions List of Abbreviations

G
GC Great Circle (shortest distance between two points on the water surface) . .. . .. . .. . 495
GMDSS Global Maritime Distress and Safety System . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .464
GNSS Global Navigation Satellite System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . 151
GPS Global Positioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . 136
GRIB Gridded Binary (File format used in meteorology) . . . . . . . . . . . . . . . . . . .. . .. . .. . 471

H
HCS Heading Control System . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . 588
HDG Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. .155
HDOP Horizontal Dilution of Precision (of satellite data) . . .. . .. . .. . .. .. . .. . .. . .. . .. .106
HSC High Speed Craft . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .. . .. . .. . .. . .. . 336

I
IEC International Electrotechnical Commission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 274
IGMP Internet Group Management Protocol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .59
IHO International Hydrographic Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .175
IMO International Maritime Organization (develops maritime safety rules and standards) .. . 283
INS Integrated Navigation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .97
IoT Internet of Things . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .33
IP RADAR Internet Protocol RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .90
IP67 Ingress Protection Code 6=dust 7=short period under water . . . . . . . . . . . . . . . . .. . .66
IP-TIU Internet Protocol - Transmitter Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 337
IR Infra Red (Sensor) here used as night vision camera . . . . . . . . . . . . . . . . . . . . . . .. .456
ISO International Standardization Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .28

K
K-Band Frequency Range for Maritime Docking Radar 24.05-24.25 GHz . . . . . . . . . . . . . . . . .338
KVM Keyboard Video Mouse (matrix or extender) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

L
LAT Geographical Latitude (from 0 to 90 degree North or South) . . . . . . . . .. . .. . .. . .. . 165
LED Light Emitting Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .138
LON Geographical Longitude (from 0 to 180 degree East or West) . . . . . . . .. . .. . .. . .. .165
LOP Lines of Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. .414
LR Long Range (AIS interrogation mode) . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . 195
LT Local Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . 137
LTSC Long-Term Servicing Channel (for MS Windows 10 operating system) . .. . .. . .. . .. . .64

M
MA Maneuvering Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
MFD Multi-Function-Display (workstation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
MKD AIS Minimum Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
MMSI Maritime Mobile System Identification (address of ship in maritime distress system) . . . 312
MOB Man-over-Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
MPEG Moving Picture Experts Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
MSC Maritime Safety Committee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
MX In Platinum Group of Radar Transceivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

N
NACOS Navigation-Automation-COntrol-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
NBDP Narrow Band Direct Printing (for NAVTEX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
NLT Not Less Than (Line set as user symbol) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
NM Nautical Mile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
NMEA National Marine Electronics Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
NMT Not More Than (Line) set as user symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429
NTP Network Time Protocol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

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 NAVIGATION SYSTEM Platinum
Operating Instructions

O
ODD Optical Detection Device . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 455
OOW Officer of Watch . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 189
OPT Operation Performance Test (of VDR) .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . 704
OS Operating System . . . . . . . . . . . . . . .. . .. . .. . .. . .. . .. . .. . .. .. . .. . .. . .. . . 35

P
PCIS Primary Chart Information Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
PI Parallel Index Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
PLC Programmable Logic Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 748
PP Parameter Point (for route planning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531
PPI Plan Position Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
PRF Pulse Repetiton Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
PRT Port Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437
PTRF Pulse Train Repetiton Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292

R
RACON Radar Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 353
RCDS Raster Chart Display System . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 262
RDP Remote Desktop Protocol . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 570
REF TGT Reference Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 163
RL Rhumb Line (path with constant bearing rel to true north) .. . .. . .. .. . .. . .. . .. . 495
RM Relative Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 220
ROM Read only Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . . 35
ROT Rate of Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 532
RPM Rotations per Minute . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 282
RTZ File containing an XML coded version of the route plan . . . .. . .. . .. .. . .. . .. . .. . 525

S
SAR Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . . 51
SART Search and Rescue Transponder . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 219
S-Band Frequency Range for Maritime Radar 3020...3070 MHz . . . .. . .. . .. .. . .. . .. . .. . 279
SDME Speed and Distance Measuring Equipment . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 159
SOG Speed Over Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 159
SOLAS Safety of Life At Sea (safety standards for merchant ships) .. . .. . .. .. . .. . .. . .. . 283
SP Speedpilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 646
SRM Safety Related Messages . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 694
SRtP Safe-Return-to-Port (bridge) . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . . 59
SSR Solid State Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 280
STB Starboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 437
STC Sensitivity Time Control (swept gain control of radar) . . . . .. . .. . .. .. . .. . .. . .. . 299
STW Speed Through Water . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. .. . .. . .. . .. . 140

T
TCPA Time to Closest Point of Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
TCS Track Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 588
TFT Thin Film Transistor (display technology for monitors) . . . . . . . . . . . . . . . . . . . . . . . . 65
TGT Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 796
TM True Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
TM True motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
TP Trackpilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589
TRK Track Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625
TTG Time To Go (remaining traveling time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
TTM True Target Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
TX Transceiver or Transmit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288

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 NAVIGATION SYSTEM Platinum
Operating Instructions

U
UEFI Unified Extensible Firmware Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
UI User Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
UID User Identification (code to generate public user permit for charts) . . . . . . . . . . . . . . . 724
UKC Under Keel Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
UPS Uninterrupted Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
USB HDD Hard Disc Drive with USB Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .742
UTC Universal Time Coordinated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
UTM Universal Transverse Mercator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424

V
VAC Volt Alternating Current (typically 230 VAC) . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .282
VDR Voyage Data Recorder (Black Box) . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . 703
VHF Very High Frequency (for AIS 161.975 and 162.025 MHz are used) .. . .. . .. . .. . .. . 195
VRM Variable Range Marker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . 130
VSWR Voltage Standing Wave Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. .282
VTS Vessel Traffic Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . .. . .. . .. . 698

W
WGS 84 World Geographic System 1984 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
WOP Wheel Over Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485
WP Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484
WPB Waypoint Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625
WPD Waypoint Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 625
WPT Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 599

X
X-Band Frequency Range for Maritime Radar 9350...9410 MHz . . . . . . . . . . . . . . . . . . . . . . . . 279
XPS XML Paper Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 524
XTD Cross Track Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201

Z
ZDA Central Date and Time Telegram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
ZT Zone Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228

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Operating Instructions

938 ON: 390008807 / 53 (2024-11)

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NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions Document History

Document History

ON: 390008807 / 53 (2024-11) 939

390008807_OI_NAVIGATION_HISTORY.fm /
LISTS AND INDEXES NAVIGATION SYSTEM Platinum
Document History Operating Instructions

Revision Author Changed chapters Changes

53 Öztürk ALERTS RA015 Transceiver Offline alert - deleted.

MFD MAINTENANCE Removable Storage Access Tool - added.

List of TRACKPILOT Alerts related to HCS - updated.

Alarms

NAVIGATION TOOLS Chapter 12 NAVTEX, list of message - updated

RADAR Chapter 11 updated. M and B Mode updated

during Multi-antenna operation.

CONNIGPILOT Chapter 2.2 Active System Route table updated.

ROUTE EFFICIENCY Chapter 6.2 updated.

PLANNER

NAVIGATION TOOLS Chapter 18 AIS Past Tracks was added.

Chapter 19 Target Data and Speed Display were
added.

GENERAL New Chapter 5 Operator Feedback was added.

ROUTE MONITORING New Chapter 4.10 Voyage Optimization was

added.
Document History (Table-Sheet 1 of 9)

940 ON: 390008807 / 53 (2024-11)

390008807_OI_NAVIGATION_HISTORY.fm /
NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions Document History

Revision Author Changed chapters Changes

52 (2024-02) Öztürk RADAR Global Transceiver Control function added to
4.1.
SSR X-Band added.
Zoom in and out changed to range down and
range up

ROUTE MONITORING Chapter 4.10.2 Optimal Propulsion Setting and

Chapter 4.10.1 More Details about Optimal
Propulsion deleted.

Chapter 5.6 Standard XML Data Route Data

Format deleted.
Chapter 5.1 and 5.2 regarding Route Backup
and Restore deleted.

ALARMS Invalid Information color changed from

yellowish orange to red.
1.4 Priority and Clarification of Alerts Table for
indication was separated from BAM alerts.

Terminology updated according to IEC 62288

Ed.3:
Chart -> Chart Display Settings
Areas -> Boundaries
Scale Dependent -> Scale min
Date Dependent -> Dated objects
XTD LIM -> XTL
REL Motion -> Relative Motion
Deviation from Route -> Cross Track Distance
etc.

S-Mode and Print Screen icons changed.

MER Certificates MER Certificates included.

SPEEDPILOT Planned RPM Mode added. Speedpilot Setting

dialog is updated.

TARGET HANDLING Section 9.1. Details of Selected Target informa-

tion is extended.

AIS, VDR, Printer and Section 1.4 SRM capacity and source presenta-
others tion updated.

SETTINGS Section 4.6 Target Presentation dialog is

expanded. SAR Aircraft-Helicopter added. Data
Reports are added. Lost AIS Locating Device
and Lost AIS AtoN functionality is added. Data
Report, Locating Devices and Target capacity is
extended.

NAVIGATION TOOLS & Event Marker symbol size changed.

DISPLAY

DATA MAINTENANCE Section 6. Map96 and Consilium Converter

added.

MANEUEVRING ASSIS- New chapter added.

TANCE

ON: 390008807 / 53 (2024-11) 941

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LISTS AND INDEXES NAVIGATION SYSTEM Platinum
Document History Operating Instructions

Revision Author Changed chapters Changes

51 (2023-07) Ehrke SETTINGS 3.4 Note on shared guard zones added, 3.6
Setting of additional sensor alerts added.

NAVTOOLS 6 Set Line of Pos menu updated, no time check

box

RADAR 1.2, 3.3, 3.4, 15.1 references to 12 ft antenna

corrected to 14 ft, 4.2 Note on Radar MFD
outside bridge deleted, 4.7 Adaptive AUTO gain
function added, 4.8 Sea filter, 4.9 Rain filter,
4.10 ACR, and 4.12 & 4.13 Summary settings
updated to include new adaptive AUTO Gain
function, X-Band SSR added

TRACKPILOT 2 TP Settings menu updated, 2.3 text updated

for combined HDG/CRS limit

ALARMS 1.9 Category & 1.17 Escalation examples

updated, 1.24 Alert History screenshot
updated, 2 NAV Alerts 003, 022, 033, 041,
046, 052, 062, 067, 068 for Timeout deleted, no
data is indicated now by the Invalid alert, 2.7
2nd Sensor lost deleted, indicated now by
Monitoring alert, 2.8 Sensor Monitoring Devi-
ation updated, alert ID now 3012, description
text variable, limit or off-line/invalid, 5 FOC
Alerts deleted, 14 TP Alerts updated, escala-
tion table added, alert text now <=16 char, alert
IDs updated to meet BAM and new HCS stan-
dard, TP036 deleted, TP013 from alarm to
warning, 15 SP Alerts updated, escalation
added, alert text now <=16 char
50 (2023-05) Ehrke NAVIGATION TOOLS 8. Speed & Distance menu updated

ROUTE MONITORING "2x Delete" in route context menu cleaned

4.9 Save route schedule added, export & import
in RTZ only

BRIDGEPILOT Gyro, Log & GNSS page now with version no &
nav. status explained

SPEEDPILOT 2.1 designation lines updated

BNWAS description updated, operating from MFD

CERTIFICATES BNWAS updated, VDR, EM-Log, & SATLOG

added, DNV stamps added
49 (2023-01) Ehrke SYSDESCR BASIC 6 Applicable standards updated

SETTINGS 4.4 Storing of track data updated

CHART FUNCTIONS 1.8 SW Compliance tables updated

RADAR FUNCTIONS 2.1 SW Compliance tables updated

LISTS and INDEXES List of tables, figures, abbreviations and indexes

updated
Document History (continued) (Table-Sheet 3 of 9)

942 ON: 390008807 / 53 (2024-11)

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NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions Document History

Revision Author Changed chapters Changes

48 (2022-10) Ehrke GENERAL FUNCTIONS 8.2 STW shows vector sum of longitudinal and
transversal speed, not longitudinal speed only,
Heading of 7.2 changed to Sensor Integrity
Mon. instead of Position Integrity Mon.

NAVIGATION TOOLS 5 Anchor watch monitor now standard, not

option, note about LOP sequence added in 6.3

ROUTE MONITORING Supported formats during import added in 5.4,

note about unsupported files added in 1.4

CONNING Number of windows in tool area now selectable

TRACKPILOT Note about speed data added in 4

BNWAS Chapter about BNWAS operated from MFD

added, BNWAS alerts added in navigation alerts

MFD MAINTENANCE Route migration tool added in 3.3

NAVIGATION ALARMS RA08 now caution, RA09 now warning

47 (2022-08) Ehrke All pages Company name changed to Wärtsilä Voyage

GENERAL Manual restart of MFDs added

GENERAL FUNCTIONS AIS/ARPA Targets added to Voyage Replay

RADAR FUNCTIONS Chapter about RS24 Docking Radar completed,

error condition described

DATA MAINTENANCE 2.3 minor editorial changes for installation of

certificates, 2.4 S-62 producer codes added

MFD MAINTENANCE Chapter about Maintenance Tools added

NAVTOOLS 6.1 "Set Line of Position" menu shows date &

time input instead of just time input,
6.3 note added about transfer of LOP, if finished
no further adjustments possible

ALERT MANAGEMENT Introduction about BAM added, alert list VDR -

warning VR001 warning can be acknowledged

LIST AND INDEXES All Platinum certificates added

46 (2022-06) Ehrke QUICK GUIDE MOB function updated, dropping MOB anywhere
does not pre-load drift values
45 (2022-06) Ehrke SETTINGS Remaining text about Route&ECDIS Alerts
updated
44 (2022-04) Ehrke GENERAL Settings bar screenshot updated, now with
voyage

QUICK START Chapter about SAR added, MOB settings moved

from NAVTOOLS to QUICK START

ROUTE PLANNING and Voyage settings screenshot updated, Route &

SETTNGS ECDIS Alerts menu updated, Route corridor
warning now disengage able
42 & 43 --- none not used
Document History (continued) (Table-Sheet 4 of 9)

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NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions Document History

Revision Author Changed chapters Changes

41 (2022-02) Ehrke TARGET HANDLING Calculation of BCR and BCT added

RADAR Text about performance monitor updated,

chapter about RS24 docking radar added

NAV TOOLS 6.5 Anchor dragging alarm, now distance from

hawse pipe to anchor, not ship hull touching
watch sector
40 (2021-12) Ehrke All References between chapters updated, refer-
ences to BAM standard updated (Liv)

DATA MAINTENANCE Chapter about C-Map Charts withdrawn

CONNING Paragraph about Split Screen added
RADAR Adjusting SSR -> adjusting CFAR added
CHART FUNCTIONS Storing and Loading a Replay added
SETTINGS Note added about UKC warning disappearing at
zero ship speed

TRACKPILOT Course mode versus track mode updated,

screenshot & text for WOP warning updated,
39 (2021-08) Ehrke All Screenshots and operating updated for touch
operation, FarSounder included, NAVTEX
updated, water level based route selection
added, Central Alert Management updated for
BAM standard, no interface to external CAM
(Platinum SW 2.1.16 and higher)
38 (2021-01) Ehrke SYSDESCR Chapter about KVM Matrix added
37 (2020-12) Ehrke CONNING Chapter about wave height radar added

ICE RADAR Main chapter about ice radar added

36 (2020-11) Ehrke NAV TOOLS Chapters for FLIR and METOCEAN added again
35 (2020-09) Ehrke SYSTEM DESCRIPTION NACOS Mixed Systems updated, now XX-4/5

SETTINGS Depth contour scale switches to 60 m range if

ship’s depth is above 15 m

ROUTE PLANNING Route Import and Export with new file manager
described, mixed systems updated

NAVIGATION ALARMS System alarms SY001 & SY005 added

34 (2020-07) Ehrke SYSTEM DESCRIPTION Chapter about mixed systems with XX-5 and
Platinum added

RADAR FUNCTIONS Doppler button added

ROUTE MONITORING Chapter about mixed systems with XX-5 and

Platinum added
33 (2020-04) Ehrke GENERAL FUNCTIONS Remote Gyro Selection added, gyro alarms in
heading sensor alert list added

BRIDGE- & DATAPILOT added as new main chapter

CONNING RDP & FUGRO Interface added

DP SYSTEM added as new main chapter

Document History (continued) (Table-Sheet 5 of 9)

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NAVIGATION SYSTEM Platinum LISTS AND INDEXES
Operating Instructions Document History

Revision Author Changed chapters Changes

32 (2019-12) Ehrke ROUTE PLANNING Route Planning consolidated, dynamic WP list,
earlier version with static WP deleted

EI010: wreck and rock moved to EI001

NAV ALARMS
Radar sidebar updated, both Magnetron and
RADAR SSR,

All red non-alert indicators changed to orange

ALL or yellow according to IEC 62288 (2014) stan-
dard
31 (2019-08) Lehmann All Change to Wärtsilä-Design
30 (2019-06) Ehrke ALL Correction of minor issues reported from RCA

GENERAL Chapter Restricted Access (now to ECDIS)

updated

QUICK START List of Favorite Settings added

SYS DESCR Chapter Operating Units updated with 144 mm

modules and IP68 Trackball, sensor master
function by first 5 MFD added in chapter Nav
System Data (CCRS)

GENERAL FUNCTIONS Chapter about optional Sensor Integration

added
NAV TOOLS
Chapter about Anchor Watch updated with new
annex about length of sector added, chapter
about Current Prediction renamed into
METOCEAN and updated completely
ROUTE MONITORING
Additional Settings for ECDIS Hazards - note
DATA MAINT. about limitation to 42 objects added

MFD MAINT. Text about C-Map ENC deleted

ALARMS Service address updated

Chapter about Radar Alarms updated with TX

alerts and status messages from SSR
29 (2018-11) Ehrke RADAR SSR functions added

ROUTE MONITORING Platinum as NACOS ECDIS back-up added

28 (2018-05) Ehrke ALL Book updated, all formats in ...TITLE.fm

GENERAL FUNCTIONS Chapter restructured, sensors more visible

CHART FUNC & RADAR

SW Compliance List updated
Document History (continued) (Table-Sheet 6 of 9)

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 NAVIGATION SYSTEM Platinum
Operating Instructions

Revision Author Changed chapters Changes

27 (2018-04) Ehrke VDR VDR 4370 Remote Control Panel added

GENERAL FUNC Tool Tip for sensor data offset added

BNWAS Text and photos acc. to new BNWAS require-

ments, e.g. red signal lamps for alarm only

SETTINGS Text for set safety contour and safety depth

updated
TRACKPILOT
Chapter about ADO updated
26 (2017-12) Ehrke VDR VDR 4370 added, editing of text labels for
tender tracking added

ROUTE MON Display of hazards and safety line violations

along a route corrected
25 (2017-10) Ehrke STM FUNCTIONS New chapter about Sea Traffic Management
added
24 (2017-05) Ehrke GENERAL FUNCTIONS Chapter about time server added
Chapter about dimming updated
23 (2017-01) Ehrke NAVTEX NAVTEX section shifted to NAVIGATION TOOLS

CHARTS Section about Chart1 updated with description

of IHO PresLib4 Check

TARGET HANDLING Presentation of AIS targets updated

22 (2016-12) Ehrke SETTINGS Depth Limits is now Alert Limits, Wind limits
added, NAVTEX Alerts added

NAVTEX NAVTEX Alerts added

21 (2016-09) Ehrke ROUTE MON. Chapter about Edit Leg to WP added
20 (2016-07) Ehrke LAYOUT New Wärtsilä title page

AIS, VDR, ... Chapter Safety Messages moved from TARGET

HANDLING to AIS; RX messages updated, now
generating caution and not a warning; chapter
about AIS Hot Standby added

ROUTE MON. ECDIS hazard list added

19 (2016-04) Ehrke SYS DESCR Chapter 10 with approved system layouts added

SETTINGS Chapter 2.3 updated, dangerous target alarm is

ON in S-mode

ROUTE MONITORING Chapter 2.3 with settings for ECDIS hazards

added
Document History (continued) (Table-Sheet 7 of 9)

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NAVIGATION SYSTEM Platinum
Operating Instructions

Revision Author Changed chapters Changes

18 (2016-02) Ehrke For SW version 2.1:
NAVIGATION TOOLS Optional HELO function added, Rulers added

SETTINGS
Default or S-mode settings shifted from QUICK
START to SETTINGS and extended for ECDIS
IEC 61174 Ed.4, now 70 parameters are set by
default
CHART FUNCTIONS
Update for new IEC 61174 added, Description of
CONNING status line in raster charts updated

Chapter 2.1 updated with more details about

drift angle calculation
17 (2016-01) Ehrke TARGET HANDLING Number of sleeping targets updated 200 -> 240

CHART FUNCTIONS Description of category groups and advanced

chart settings for IEC 61174 Ed.4 updated
16 (2015-08) Ehrke All Company logo and name changed, now Wärt-
silä, document number changed, separate
number for SW 2.0, ED... number skipped

ALARMS, WARNINGS, Alert list now in table format, description of

AND CAUTIONS various TP/SP alerts updated
15 (2015-06) Ehrke ALARMS... List of Alarms updated with INS related alarms
14 (2015-01) Ehrke SYS DESCR SYS DESCR for INS functions added

AIS, VDR, NAVTEX... Chapter about VDR added

13 (2014-10) Ehrke ALL For SW version 2.0:
Update of screenshots and operating,
DISPLAY FUNCTIONS AND TOOLS is now
divided into SETTINGS and NAVIGATION TOOLS
12 (2014-07) Ehrke ALL Small changes resulting from initial delivery of
SW 1.1
DATA MAINTENANCE C-Map ENC added
Document History (continued) (Table-Sheet 8 of 9)

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 NAVIGATION SYSTEM Platinum
Operating Instructions

Revision Author Changed chapters Changes

11 (2014-05) Ehrke For SW version 1.1:

ALARMS, WARNINGS, Complete update according to new IEC 62388

... Ed2

All Alert symbols updated acc. to IEC 62388 Ed.2

RADAR FUNCTIONS Chapter 2 with weblink reference extended,

Chapter 11 about HSC added
10 (2014-02) Ehrke For SW version 1.0.15:
(text in American English now)

GENERAL FUNCTIONS Chapter 3.1.1 updated with head stab mode

Chapter 3.5 updated with selection Navigate for
AIS sleeping targets
Chapter 3.6 updated with list for 3 simulated
critical targets
DISPLAY FUNCTIONS &
TOOLS Chapter 3.6 updated how to delete MOB
Chapter 5.4 AIS low power updated
Chapter 5.5 new classes of hazardous goods
Chapter 6.3 with AIS SAR symbols added
Chapter 8.5 updated with user symbol groups
ROUTE PLANNING AND
MON Chapter 3.2 & 3.3 about Time Schedule Monitor
added
AIS, NAVTEX, Printer,
other Chapter 2.1 updated with AIS status check and
NAVTEX alarm handling
DATA MAINTENANCE
CHART MAINTENANCE is now DATA MAINTE-
NANCE,
Chapter 2.7 about remote update added
09 (2013-07) Ehrke All For SW version 1.0.14:

Generation of complete update including anchor

monitoring, user symbol input with UTM, old
and new WP list format, ENC S-63 1.1 certifi-
cates, system printer, and remote dimming
Document History (continued) (Table-Sheet 9 of 9)

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 Wärtsilä Voyage is a global leader in complete life-cycle power solutions for the marine and energy
markets. By emphasizing technological innovation and total efficiency, Wärtsilä Voyage maximizes the
environmental and economic performance of the vessels and power plants of its customers. Wärtsilä
Voyage is listed on the NASDAQ OMX Helsinki, Finland.

See also www.wartsila.com

WÄRTSILÄ® is a registered trademark. © Wärtsilä Corporation.

Wärtsilä Voyage GmbH, Germany

Service
Customer Support Center
Phone: + 49 (0) 18 06 00 85 53
Fax: + 49 (0) 18 03 00 85 54
E-mail: [email protected]
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Operating Instructions

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