VALIDATED MODEL TRAINING COURSES. Model Course on Radar Navigation at Operational Level. Note by the Secretariat

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1 E SUB-COMMITTEE ON HUMAN ELEMENT, TRAINING AND WATCHKEEPING 3rd session Agenda item 3 HTW 3/3/2 23 October 2015 Original: ENGLISH VALIDATED MODEL TRAINING COURSES Model Course on Radar Navigation at Operational Level Note by the Secretariat SUMMARY Executive summary: This document provides the draft of a revised model course on Radar Navigation at Operational Level Strategic direction: 5.2 High-level action: Planned output: Action to be taken: Paragraph 3 Related documents: HTW 2/19 and HTW 2/3/7 1 Attached in the annex is a draft revised model course on Radar Navigation at Operational Level. 2 The preliminary draft of this revised model was forwarded to members of the validation panel for their comments. However, no comments were received by the Secretariat by the submission deadline on 15 October Action requested of the Sub-Committee 3 The Sub-Committee is invited to consider the above information and take action, as appropriate. ***

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3 Annex, page 1 ANNEX DRAFT REVISED IMO MODEL COURSE ON RADAR NAVIGATION AT OPERATIONAL LEVEL MODEL COURSE 1.07 RADAR NAVIGATION AT OPERATIONAL LEVEL

4 Annex, page 2 ACKNOWLEDGEMENTS This course for Radar Navigation at Operational Level is based on material developed by the China Maritime Safety Administration for IMO. IMO wishes to express its sincere appreciation to the Government of China for its provision of expert assistance and valuable cooperation in support of this work.

5 Annex, page 3 Contents Contents... 3 Introduction... 4 Part A Course Framework... 9 Part B Course Outline and Timetable Part C Detailed Teaching Syllabus Part D Instructor Manual Basic theory and operation principles of a marine radar system Detailed teaching packages Assessment techniques Teaching guidance Radar setup and operate in accordance with manufacturer's instructions Detailed teaching packages Assessment techniques Teaching guidance Using radar to ensure safe navigation Detailed teaching packages Assessment techniques Teaching guidance Manual radar plotting Detailed teaching packages Assessment techniques Teaching guidance ARPA system or radar target tracking (TT) and AIS reporting functions Detailed teaching packages Assessment techniques Teaching guidance Operation of ARPA or radar target tracking (TT) and AIS reporting functions Detailed teaching packages Assessment techniques Teaching guidance Application of the COLREGs when using radar Detailed teaching packages Assessment techniques Teaching guidance Examples of lesson plan Part E Evaluation and Assessment Appendix I Selections and Extracts of Publications Appendix II User feedback

6 Annex, page 4 Introduction Purpose of the model courses The purpose of IMO model courses is to assist maritime training institutes and their teaching staff in organizing and introducing new training courses, or in enhancing, updating or supplementing existing training material where the quality and effectiveness of the training courses may thereby be improved. It is not the intention of the model course programme to present instructors with a rigid "teaching package" which they are expected to "follow blindly". Nor is it the intention to substitute audio-visual or "programmed" material for the instructor's presence. As in all training endeavours, the knowledge, skills and dedication of the instructors are the key components in the transfer of knowledge and skills to those being trained through IMO model course material. Because educational systems and the cultural backgrounds of trainees in maritime subjects vary considerably from country to country, the model course material has been designed to identify the basic entry requirements and trainee target group for each course in universally applicable terms, and to specify clearly the technical content and levels of knowledge and skill necessary to meet the technical intent of IMO conventions and related to its recommendations. Use of the model course To use the model course the instructor should review the course plan and detailed syllabus, taking into account the information provided under the entry standards specified in the course framework. The actual level of knowledge and skills and the prior technical education of the trainees should be kept in mind during this review, and any areas within the detailed syllabus which may cause difficulties because of differences between the actual trainee entry level and that assumed by the course designer should be identified. To compensate for such differences, the instructor is expected to delete from the course, or reduce the emphasis on, items dealing with knowledge or skills already attained by the trainees. He/she should also identify any academic knowledge, skills or technical training which they may not have acquired. By analysing the detailed syllabus and the academic knowledge required to allow training in the technical area to proceed, the instructor can design an appropriate pre-entry course or, alternatively, insert the elements of academic knowledge required to support the technical training elements concerned at appropriate points within the technical course.

7 Annex, page 5 Adjustment of the course objective, scope and content may also be necessary if in your maritime industry the trainees completing the course are to undertake duties which differ from the course objectives specified in the model course. Within the course outline the course designers have indicated their assessment of the time which should be allotted to each area of learning. However, it must be appreciated that these allocations are arbitrary and assume that the trainees have fully met all entry requirements of the course. The instructor should therefore review these assessments and may need to re-allocate the time required to achieve each specific learning objective or training outcome. Lesson plans Having adjusted the course content to suit the trainee intake and any revision of the course objectives, the instructor should draw up lesson plans based on the detailed syllabus. The detailed syllabus contains specific references to the textbooks or teaching material proposed to be used in the course. Where no adjustment has been found necessary in the learning objectives of the detailed syllabus, the lesson plans may simply consist of the detailed syllabus with keywords or other reminders added to assist the instructor in making his/her presentation of the material. Presentation The presentation of concepts and methodologies must be repeated in various ways until the instructor is satisfied that the trainee has attained each specific learning objective or training objective. The syllabus is laid out in learning objective format and each objective specifies a required performance or, what the trainee must be able to do as the learning or training outcome. Taken as a whole, these objectives aim to meet the knowledge, understanding and proficiency (KUPs) specified in the appropriate tables of the STCW Code. Implementation For the course to run smoothly and to be effective, considerable attention must be paid to the availability and use of: Properly qualified instructors Support staff Rooms and other spaces Equipment Suggested references, textbooks, technical papers

8 Annex, page 6 Other reference material. Thorough preparation is the key to successful implementation of the course. IMO has produced a booklet entitled "Guidance on the implementation of IMO model courses", which deals with this aspect in greater detail. Course framework For ease of reference, this course is divided into five parts. Part A is a general description of the model course and the conditions that are needed for its implementation, which provides the framework for the course with its aims and objectives and notes on the suggested teaching facilities and equipment. A list of useful teaching aids, references and textbooks is also included. Part B provides an outline of lectures, demonstrations and simulator exercises for the course, together with a suggested sequence and timetable. From the teaching and learning point of view, it is more important that the trainee achieves the minimum standard of competence defined in the STCW Code than that a strict timetable is followed. Depending on their experience and ability, some trainees will take longer to become proficient in some topics than in others. Part C gives the Detailed Teaching Syllabus. This is based on the theoretical and practical knowledge specified in the STCW Code. It is written as a series of learning objectives, in other words what the trainee is expected to be able to do as a result of the teaching and training. Each of the objectives is expanded to define a required performance of knowledge, understanding and proficiency. IMO and other references, textbook references and suggested teaching aids are included to assist the instructor in designing lessons. Part D contains an Instructor Manual with additional explanations, exercises and examples of lesson plan based on the Knowledge, Understanding and Proficiency given in Part C. Especially, Part D also provides suggestions regarding teaching methodologies, evaluation technique, issues arising during the training and measures to be dealt with. Part E provides a suggestive Evaluation and Assessment Programme for training efficiency, which aims to assist trainee learning, identify their strengths and weaknesses, assess the effectiveness of a particular instructional strategy, evaluate and improve the effectiveness of curriculum programmes, and teaching effectiveness. It is worth noting that the competence evaluation standards given in the Part A of STCW Code should be used when performing the evaluation and assessment programme.

9 Annex, page 7 In order to ensure that the end users have necessary information to use in the course development, revision, and approval process, Appendix I is provided in the model course. The contents of this part are excerpted from publications. To keep the training programmes up to date, the feedback from the model course users is very important. This information can help to improve better training in safety at sea and protect the marine environment. Appendix II provides a questionnaire related to the model course and its implementation. It contains contact information as well so that the model course users can give their valuable answers and comments. Explanatory note The course consists of seven main training objectives (topics) or training outcomes: Topic 1 Fundamental theory of a marine radar system and basic knowledge of lookout and observation by a marine radar system; Topic 2 Operational skills of a marine radar system; Topic 3 Skills of radar position fixing and radar navigation; Topic 4 Skills of radar manual plotting; Topic 5 The main functions of radar automatic target tracking and AIS reported targets; Topic 6 Operational skills for radar automatic target tracking and AIS reported targets; and Topic 7 Adherence to the COLREGs when using radar. It is advised that the course is to be taught: as a complete module covering all training Topics l-7; or only as a radar position fixing, radar navigation and manual radar plotting course covering Topic l-4 and partial contents of Topic 7. In this case, the contents of automatic target tracking and AIS reported targets in Topic 7 may be ignored.

10 Annex, page 8 This model course is consistent with the note in Table A-II/1 of the STCW Code which states: "Training and assessment in the use of ARPA is not required for those who serve exclusively on ships not fitted with ARPA. This limitation shall be reflected in the endorsement issued to the seafarer concerned." If the teaching topics do not involve radar automatic target tracking, trainees may follow a course based on Topic 1 4 and Topic 7 except those sub-topics which involve automatic target tracking and AIS reported target. If teaching topics include radar automatic target tracking, the lectures should cover all the topics of this model course. However, teaching Topic 5, 6 and AIS reported target of Topic 7 may be ignored if ARPA course is based on the competences satisfied IMO resolution A. 823(19) and before. Validation The information contained in this document has been validated by the Sub-Committee on Human Element Training and Watchkeeping for use by technical advisers, consultants and experts for the training and certification of seafarers so that the minimum standards implemented may be as uniform as possible. Validation in the context of this document means that no grounds have been found to object to its content. In reaching a decision in this regard, the Sub-Committee was guided by the advice of a Validation Group comprised of representatives designated by IMO.

11 Annex, page 9 Part A: Course Framework Aims This model course provides training in the basic theory and the use of radar for officers in charge of a navigational watch on ships that are fitted with radar equipment. It aims to meet the mandatory standards in Table A-II/1 of STCW for "use of radar and ARPA to maintain safety of navigation". Proper consideration has, in the design of this course, been given to the available IMO resolutions and guidelines on marine radar operations, including Regulations 18 and 19 in Chapter V of Safety of Life at Sea (SOLAS) Convention, Sections A-I/12 and B-I/12 of the STCW Convention and IMO Performance Standards for Radar Equipment as amended. The course includes the theory necessary to understand the system configuration, principles, performance of shipborne marine radar and ARPA, the factors affecting radar performances, how radar information is obtained, displayed and analysed, the limitations and accuracy of that information, the correct use of operational controls to obtain an optimal display and use radar information to maintain safety of navigation. Objective A trainee successfully completing this course and meeting the required performance standards will recognise when radar should be in use; will select a suitable mode and range setting for the circumstances; will be able to set the controls for optimal performance; and will be aware of the limitations of the equipment in detecting targets and in terms of accuracy. When within range of the coast, the trainee will be able to compare the radar display with the chart, select suitable conspicuous land targets and use these targets to fix his position; will be able to use radar maps, navigation lines and routes to maintain the own ship on the planed and safe route. The trainee will also be able to choose an appropriate radar presentation mode; select plotting and graphics controls suitable to the circumstances; make appropriate use of operational alarms; acquire and track those targets which may present a potential threat of collision; extract the information needed on course, speed and nearest approach to enable early action to be taken in accordance with the COLREGs to prevent a close-quarters situation arising; and make use of radar to confirm and monitor their actions.

12 Annex, page 10 The trainee will understand the dangers of over-reliance on the automatic acquisition and tracking of targets and on operational alarms; will also be aware of the performance standards set out in IMO Resolutions on radar performances, and factors (including errors from sensor inputs) which may affect the accuracy of derived information; and will realise the need to check the accuracy of inputs and the correct functioning of the radar. Entry standards This course is principally intended for candidates for certification as officers in charge of a navigational watch. Prior to entering the course, trainees should have completed a minimum period of six months at sea and preferably have gained some experience of watchkeeping. Trainee officers for certification as officer in charge of a navigational watch should have completed, or be following a planned and structured programme of training; shipboard training should include tasks or projects relating to bridge work and watchkeeping duties. Instructors may find evidence of the standard attained by trainees in the prospective officer's training record book. The course would also be of value to others using radar, e.g. those working in such craft as harbour and customs patrol launches, in which case the entry standards may be adjusted to suit the particular circumstances. However, the intake of trainees for each course should normally have similar backgrounds. In consideration of radar technology development, it is advised that trainee officers be familiarised with personal computer operations, have the knowledge of planning and conducting a passage and determining position and maintaining a safe navigational watch related to this course in the KUP Table A-II/1 of STCW Code, and be proficient of such navigational aids as THD, SDME, GPS, AIS, etc. Course certification, diploma or document On successful completion of the course and assessments, a document may be issued certifying that the holder has successfully completed a course of training which meets or exceeds the level of knowledge and competence specified in Table A-II/1 of the STCW Code. The certification, diploma or document may be issued by the administrative authority or its authorised institutes.

13 Annex, page 11 Course intake limitations Depending on the availability of radar and radar simulator equipment, the course intake should be limited to not more than three trainees per radar and radar simulator display to allow each trainee sufficient practice in the operation of the equipment. Staff requirements The instructor shall have appropriate training in instructional techniques and training methods (STCW Code Section A-I/6). Depending on the complexity of the exercises set, an assistant instructor with similar experience is desirable if more than four own ship stations are in use for practical exercises. Teaching facilities and equipment The course requires a marine radar simulator with an instructor station and sufficient own ship displays to accommodate the number of trainees. The equipment must incorporate at least two own ship stations (STCW Code A-I/12 Part 1 paragraph 4.3). It must be capable of simulating the operational capabilities of navigational radar equipment which meets all applicable performance standards of IMO. The performance standards for radar equipment are given in Assembly resolutions A.222(VII) A.278(VIII) A.477(XII) A.832(19) MSC.64(67) and MSC.192(79). A plotting table, plotting charts and instruments should be provided adjacent to each set. A classroom equipped with a blackboard or flipchart and an overhead projector, slide projector, or viewgraph, as appropriate, is also needed for teaching the theoretical part of the course. Teaching aids (A) A1 Instructor manual (Part D of this course) A2 Video player A3 Manufacturer's operational manual (Radar and ARPA) A4 Video-cassettes or DVDs about the use of radar and ARPA. For example, target tracking devices available from Videotel Productions, London.

14 Annex, page 12 References (R) R1 IMO Manila Amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, R2 IMO resolution MSC. 192(79): Revised Recommendation on Performance Standards for Radar Equipment, R3 IEC 62388: Maritime Navigation and Radio Communication Equipment and Systems - Shipborne Radar - Performance Requirements, Methods of Testing and Required Test Results, Edition 1, R4 IMO resolution MSC. 64(67) Annex 4: Recommendation on Performance Standards for Radar Equipment, R5 Assembly resolution A. 422(XI): Performance Standards for Automatic Radar Plotting Aids, R6 Assembly resolution A. 477(XII): Performance Standards for Radar Equipment, R7 Assembly resolution A. 823(19): Performance Standards for Automatic Radar Plotting Aids, R8 IMO resolution MSC. 96(72): Recommendation on Performance Standards for Devices to Measure and Indicate Speed and Distance, R9 IMO SN.1/Circ.197: Operation of Marine Radar for SART Detection, R10 IMO resolution MSC. 164(78): Revised Performance Standards for Radar Reflectors, R11 IMO resolution MSC. 74(69) Annex 3: Recommendation on Performance Standards for a Universal Shipborne Automatic Identification System (AIS), R12 IMO resolution MSC. 246(83): Performance Standards for Survival Craft AIS Search and Rescue Transmitters (AIS-SART) for Use in Search and Rescue Operations, R13 ITU-R M : Technical Characteristics for an Automatic Identification System Using Time Division Multiple Access in the VHF Maritime Mobile Band, R14 IEC : Global Maritime Distress and Safety System (GMDSS) - Part 14: AIS Search and Rescue Transmitter (AIS-SART) - Operational and Performance Requirements, Methods of Testing and Required Test Results, Edition 1, R15 ITU-R M Recommendation: Technical Characteristics for Search and Rescue Radar Transponders, R16 IALA Recommendation R-101: On Marine Radar Beacons (RACONS) Edition 2, R17 IMO resolution MSC. 112(73): Revised Recommendation on Performance Standards for Shipborne Global Positioning System (GPS), R18 IEEE Std 686 : IEEE Standard Radar Definitions, R19 IMO resolution MSC. 116(73): Recommendation on Performance Standards for Marine Transmitting Heading Devices (THDS), R20 IMO The International Regulations for Preventing Collisions at Sea, 1972 (IMO-904). R21 Andy Norris, "Civil marine radar," Chapter 22 of The Radar Handbook, 3rd Ed., Merrill Skolnik. (ed.), New York: McGraw-Hill Companies, 2008, ISBN R22 J. N. Briggs, Target Detection by Marine Radar, Institution of Electrical Engineers, London, 2004, ISBN

15 Annex, page 13 Textbooks (T) T1 Alan Bole, Alan Wall, Andy Norris, Radar and ARPA Manual, 3rd Edition, the Boulevard, Langford Lane, Kidlington, Oxford, OX5 1 GB, UK, ISBN , T2 Liu Tong and Zhang Bin, Shipborne Navigation Radar, Dalian Maritime University Press, ISBN , T3 W. Burger, Radar Observer's Handbook for Merchant Navy Officers, 9th Edition. Glasgow, Brown, Son and Ferguson LTD., ISBN , 1998, Reprinted T4 David F. Burch, Radar for Mariners, Library of Congress Cataloging-in-Publication Data Burch, David, ISBN , T5 A.N. Cockcroft and J.N.F. Lameijer, A Guide to the Collision Avoidance Rules, 5th Edition. Oxford, Heinemann Professional Publishing, ISBN , T6 R. Lownsborough and D. Calcutt, Electronic Aids to Navigation: Radar and ARPA, London, Edward Arnold, ISBN , T7 I. Smith and R. A. Mulroney, Parallel Indexing Techniques, Warsash Publishing, ISBN , 1979.

16 Annex, page 14 STCW 2010 Table A-II/1 mapping of IMO model course 1.07 topics STCW 2010 Table A-II/1 IMO Model course 1.07 Competence Knowledge, Understanding and Proficiency Topic Sub-topic Knowledge, Understanding and Proficiency Use of radar and ARPA to maintain safety of navigation Note: Training and assessment in the use of ARPA is not required for those who serve exclusively on ships not fitted with ARPA. This limitation shall be reflected in the endorsement issued to the seafarer concerned Radar navigation Knowledge of the fundamentals of radar and automatic radar plotting aids (ARPA) The fundamental principles of radar 1.2 Magnetic safe distances 1.3 The radiation hazards and precautions Ability to operate and to interpret and analyse information obtained from radar, including the following: Maps, navigation lines and routes for radar navigation 3.5 Electronic chart and radar picture overlay navigation Performance, including:.1 factors affecting performance and accuracy The internal factors affecting radar detection 1.7 Performance standards for radar equipment are outlined in the context of resolutions A. 477(XII), Annex 4 of MSC. 64(67) and MSC. 192(79).2 setting up and maintaining displays Set up and maintain an optimum radar display.3 detection of misrepresentation of information, false echoes, sea return, etc. Racons and SARTs Factors external to the radar set affecting radar detection 1.6 Identify and explain the factors which may cause faulty interpretation of the radar picture correctly 3.2 Radar aids to navigation Use, including:.1 range and bearing; course and speed of other ships; time and distance of closest approach of crossing, meeting overtaking ships Measure ranges and bearings accurately 4.2 The course, speed and aspect of target ship 4.3 Determination of the closest point of approach (CPA) and time to closest approach (TCPA).2 identification of critical echoes; detecting course and speed changes of other ships; effect of Radar position fixing 4.4 Effects of course and speed changes changes in the own ship's course or speed or both.3 application of the International Regulations for Preventing Collisions at Sea, 1972, as amended 7 7 The application of the COLREGs when using radar

17 .4 plotting techniques and relative-and true-motion concepts The relative motion triangle 4.5 Radar plotting data.5 parallel indexing Parallel index line navigation Principal types of ARPA, their display characteristics, performance standards and the dangers of over-reliance on ARPA Ability to operate and to interpret and analyse information obtained from ARPA, including:.1 system performance and accuracy, tracking capabilities and limitations, and processing delays IMO performance standards for ARPA or TT and AIS reporting functions 6.7 Risks of over-reliance on ARPA or TT and AIS reported information 5.6 Tracking capabilities and limitations HTW 3/3/2 Annex, page Processing delays of ARPA or TT and information delays of AIS reported targets 6.5 Correctly identify and interpret causes of errors in data display.2 use of operational alarms and system tests Operational tests of system to determine data accuracy.3 methods of target acquisition and their limitation Criteria for acquisition of ARPA or TT targets and activation of AIS reported targets.4 true and relative vectors, graphic representation of target information and danger areas.5 deriving and analyzing information, critical echoes, exclusion areas and trial manoeuvres ARPA systems or TT display characteristics 5.2 The display characteristics of AIS reported targets 5.3 Association of radar tracked targets with AIS reported targets 6.1 Setting up and maintaining ARPA or TT display correctly 6.2 Setting up and maintaining AIS display correctly 6.3 Operation of ARPA or TT and AIS functions to obtain target information 6.4 Outline possible errors of interpretation of target data 6.5 Identifies and explains factors caused errors in displayed data correctly

18 Annex, page 16 Part B: Course Outline and Timetable Introduction Part B is a general description of what materials should be presented and its sequences of presentation. In the following table, this course outline is divided into 7 topics and further subdivided into 38 sub-topics corresponding to the competencies and KUPs required by STCW table A-II/1. The training is delivered through lectures, demonstrations and/or practical training. The contents of each topic and sub-topic and their allocated hours are duly specified. However, the course materials have to be adjusted according to the target group as well as the time needed for individual topics. The course timetables, although intended for general guidance only, reflect the varying needs for the different target groups. However, it may be possible for experienced instructors, by amending the timetables and presentations, to accommodate different target groups on the same course. Lecture The lecture should be presented in general teaching scenarios. The presentation of theoretical knowledge may be achieved in various ways combining with diagrams, pictures, sketches and radar application practices. Effective teaching methodology involves delivering the relevant knowledge to the trainees by certain techniques, and enhancing the knowledge by further explanation. For example, firstly instructors introduce the general contents to the trainees, then illustrate each objective in detail and finally give a summarisation and conclusion. It is an efficient approach to utilise a projector or to distribute the handouts to the trainees. Demonstration It is essential for the officer in charge of navigation watch to ensure the safety of navigation by understanding the fundamental principles of radar system and its composition and efficient and proper use of radar and ARPA. Demonstration provides an effective link between lectures and practice training, and it is a helpful approach for the trainee to thoroughly understand the theoretical knowledge and

19 Annex, page 17 enhance efficiently their operational skills. During the demonstration and practical training, the instructor should help and assist the trainees to attain the training objectives by demonstrating the operational key points and skills. Practical training The experience shows that well-designed practical training will substantially improve the training outcome. If the practice training is performed on simulator, the instructor shall use efforts to ensure that the training exercises are presenting the real ship and practical situations. If it is found that the training exercise on a simulator can hardly make the trainees achieve the operational skills of officer in charge of navigation, the training institute is requested to replace the training with performance on a live radar.

20 Annex, page 18 Course outline and class hours Knowledge, understanding and proficiency Lecture (h) Demonstration (h) Practical training (h) 1 The Basic Theory and Operation of the Marine Radar System The fundamental principles of radar Magnetic safe distances The radiation hazards and precautions The internal factors affecting radar detection Factors external to the radar set affecting radar detection Identify and explain the factors which may cause faulty interpretation of the radar picture correctly Performance standards for radar equipment outlined in the context of resolutions A. 477(XII), Annex 4 of 1.0 MSC. 64(67) and MSC. 192(79) 2 Set up and Operate Radar in Accordance with Manufacturer's Instructions Set up and maintain an optimum radar display Measure ranges and bearings accurately Using Radar to Ensure Safe Navigation Radar position fixing Radar aids to navigation Parallel index line technique in radar navigation Maps, Navigation Lines and routes for radar navigation Electronic chart and radar picture overlay navigation Manual Radar Plotting The relative motion triangle The course, speed and aspect of target ship Determination of the closest point of approach (CPA) and time to closest approach (TCPA) Effects of course and speed changes Radar plotting data

21 Annex, page 19 Knowledge, understanding and proficiency Lecture (h) Demonstration (h) Practical training (h) 5 ARPA System or TT and AIS Reporting functions ARPA systems or TT display characteristics The display characteristics of AIS reported targets Association of radar tracked targets with AIS reported targets IMO performance standards for ARPA or TT and AIS reporting functions Criteria for acquisition of ARPA or TT targets and activation of AIS reported targets Tracking capabilities and limitations Processing delays of ARPA or TT and information delays of AIS reported targets 6 Operate ARPA or Radar target tracking (TT) and AIS reported Targets Function Setting up and maintaining ARPA or TT display correctly Setting up and maintaining AIS display correctly Operation of ARPA or TT and AIS function to obtain target information Outline possible errors of interpretation of target data Identifies and explains factors caused errors in displayed data correctly Use system operational tests to determine data accuracy Identifies and explains risks of over-reliance on ARPA or TT and AIS reported information The application of the COLREGs when using radar Using the radar as a mean of the proper look-out, and stating the importance of the radar systematic 0.5 observations, correct and full interpretation of radar information 7.2 Emphasis on the radar related factors which can affect safe speed Listing the methods and characteristics that can acquire sufficient radar information to avoid collision or close-quarters situation Making substantial alteration of course or speed to avoid collision or close-quarters situation in accordance with displayed information on radar Stating the periods to use radar by day with good weather, clear night when there are indications that visibility may deteriorate, and at all times in or near the area of restricted visibility and in congested waters 0.2 Total

22 Annex, page 20 Note: Because the required performances in Topic 5 and 6 involve comprehensive and systematic practical training, it is impractical to recommend time for each performance element in demonstration and practical training. The lecture hours, demonstration hours and practical training hours are for guidance only. Instructors may adapt the time allocated to lectures, demonstration and practical training depending on the needs of the trainees.

23 Annex, page 21 Course timetable Period/Day Morning Afternoon Day The fundamental principles of radar 1.4 The internal factors affecting radar Demonstration and practice training 1-1 detection (continued) Cognition practice of radar configuration and installation location 1.2 Magnetic safe distances 1.3 The radiation hazards and precautions 1.4 The internal factors affecting radar detection Day Factors external to the radar set affecting radar detection 1.5 Factors external to the radar set affecting radar detection (continued) 1.6 Identify and explain the factors which may cause faulty interpretation of the radar picture correctly 1.7 Performance standards for radar equipment are outlined in the context of resolutions A. 477 (XII), Annex 4 of MSC. 64(67) and MSC. 192(79) Day Set up and maintain an optimum radar display 2.1 Set up and maintain an optimum radar display (continued) 2.2 Measure ranges and bearings accurately Day 4 Practice and training 2-1 Radar set up and adjustment 3.1 Radar position fixing 3.2 Radar aids to navigation 3.3 Parallel index line technique in radar navigation 3.4 Maps, Navigation Lines and routes for radar navigation 3.5 Electronic chart and radar picture overlay navigation Day 5 Demonstration and Practical Training 3-1 Radar Fixing Demonstration and practical training 3-3 Radar maps/navigation lines/routes navigation Demonstration and practical training 3-2 PI navigation Day The relative motion triangle 4.2 The course, speed and aspect of target ship 4.3 Determination of the closest point of approach (CPA) and time to closest approach (TCPA) 4.4 Effects of course and speed changes 4.5 Radar plotting data Day 7 Demonstration and practical training ARPA systems or TT display characteristics Acquiring the motion elements of target ships Demonstration and practical training 4-2 Effects on RML by altering course of the own ship 5.2 The display characteristics of AIS reported targets 5.3 Association of radar tracked targets with

24 Annex, page 22 Demonstration and practical training 4-3 Effects of changes of speed on RML Training 4-4 Radar plotting report exercises Day Tracking capabilities and limitations 5.7 Processing delays of ARPA or TT and information delays of AIS reported targets 6.1 Setting up and maintaining ARPA or TT display correctly 6.2 Setting up and maintaining AIS display correctly 6.3 Operation of ARPA or TT and AIS reporting functions to obtain target information Day Use system operational tests to determine data accuracy 6.7 Identifies and explains risks of over-reliance on ARPA or TT and AIS reporting information Demonstration and practical training 6-1 Operating ARPA or TT and AIS reporting functions Day 10 Demonstration and practical training 6-1 (continued) Day 11 Demonstration and practical training 6-1 (continued) Day 12 Demonstration and practical training 6-1 (continued) Day Using the radar as a mean of the proper look-out, and stating the importance of the radar systematic observations, correct and full interpretation of radar information 7.2 Emphasis on the radar related factors which can affect safe speed 7.3 Listing the methods and characteristics that can acquire sufficient radar information to avoid collision or close-quarters situation 7.4 Making substantial alteration of course or speed to avoid collision or close-quarters situation in accordance with displayed information on radar 7.5 Stating the periods to use radar by day with good weather, clear night when there are indications that visibility may deteriorate, and at all times in or near the area of restricted visibility and in congested waters AIS reported targets 5.4 IMO performance standards for ARPA or TT and AIS reporting functions 5.5 Criteria for acquisition of ARPA or TT targets and activation of AIS reported targets 6.3 Operation of ARPA or TT and AIS reporting functions to obtain target information (continued) 6.4 Outline possible errors of interpretation of target data 6.5 Identifies and explains factors caused errors in displayed data correctly Demonstration and practical training 6-1 (continued) Demonstration and practical training 6-1 (continued) Demonstration and practical training 6-1 (continued) Demonstration and practical training 6-1 (continued) Demonstration and practical training 7-1 Exercises for single target ship collision avoidance

25 Annex, page 23 Note: Teaching staff should note that the timetables are suggestions only as regards sequence and length of time allocated to each objective. These factors may be adapted by lecturers to suit individual groups of trainees depending on their experience, ability, equipment and staff available for training. Particular attention is drawn that the length of time for presentation, demonstration and practical training may be adjusted to suit the needs of different target group; the practical training assessment is indispensable.

26 Annex, page 24 Part C: Detailed Teaching Syllabus Introduction Part C correlates the knowledge, understanding and proficiencies, required by STCW Code, with the specific expertise that the trainee must acquire. Each specific expertise is presented as a topic or sub-topic. This is done so that the Developer, the instructor developing the working course and other model course users can focus on outcome-based learning. The detailed teaching syllabus is presented as a series of learning objectives. The objectives, therefore, describe what the trainee must do to demonstrate that the specified knowledge of skill has been transferred and competence achieved. The course topics and sub-topics have been given in Part B. In Part C, the detailed teaching syllabus breaks down each topic/sub-topic into Learning Objectives under the column of "Knowledge, understanding and proficiency". And a table is established which lists each topic or sub-topic and the corresponding guidance in Part B of STCW Code. Correspondingly, the table provides the teaching aids and references as well. Thus the user of model course can clearly understand the fundamental condition of each Learning Objective. Teaching aids and references are significant to the detailed teaching syllabus and delivery of the course; in particular, Teaching aids (indicated by A) IMO references (indicated by R), and Textbooks (indicated by T) will provide valuable information to instructors. The following are examples of the use of references: "A1" means teaching aids 1, and refers to the Instructor Manual in Part D of this model course "R1-STCW Code B-I/12 pa 11.2" refers to B-I/12 of STCW Code, Paragraph 11.2 "T2" means reference textbook 2, and refers to the textbook Shipborne Navigation Radar.

27 Annex, page 25 Note: In designing lesson plans from the Detailed Teaching Syllabus, instructors should aim to produce exercises which enable trainees to demonstrate the ability of understanding and practical application of the course theory and knowledge. In particular trainees must develop an understanding of the implications of possible errors and other factors affecting radar performance, accuracy and its limitations. The practical significance of these factors to the proper use of radar as an aid to navigation is as important as the knowledge itself.

28 Annex, page 26 Detailed teaching syllabus Knowledge, understanding and proficiency IMO Reference Textbook Teaching STCW Code Other s aid Table B-I/12 Reference 1 Describe the basic theory and operation of the marine radar system (12.0 h) R1;R2;R3;R4; T1;T2;T3;T4 A1;A2;A3;A4 R5;R6;R7;R8 1.1 Describe the fundamental principles of radar (2.5 h) T1;T2;T3;T4 A1;A2.1 explains the principles of range and bearing measurement pa4.1.2 states the configuration of a marine radar system pa4.1.3 states the composition and principles of a basic radar pa4.1 A1 1.2 Explain the magnetic safe distances (0.05 h) pa4.3 T1;T3 1.3 State the radiation hazards and precautions (0.05 h) pa4.4 T1;T2;T3 1.4 Explain the internal factors affecting radar detection (3.0 h) R1;R2;R3;R4 T1;T2;T3 A1;A2.1 states the relationship of the maximum detection range with the power, the pulse recurrence frequency, the pulse length, and the sensitivity of the receiver.2 states the relationship between the minimum detecting range and the pulse length, the vertical beam width, the change-over time of antenna transmitting/receiving pa4.1;4.2 pa4.1;4.2;4.3.3 explains the effects on bearing and range accuracy due to the beam width, the heading marker error, the pa4.1;4.2 centring error, the variable range marker error, the THD error, the synchronisation error, the CCRP error, the pixel/spot size, and the pulse length.4 explains the effect on bearing and range discrimination of the beam width, the pixel/spot size, the range pa4.1;4.2 scale, the pulse length, the gain, and the information processing 1.5 Identify the factors external to the radar set affecting radar detection (3.8 h) R1;R2;R3;R4 T1;T2;T3 A1;A2.1 uses the equation for the distance to the radar horizon to explain the relationship between antenna location and detection ranges pa4.3;5.3

29 Annex, page 27.2 explains the effect of variations in refraction on radar detection range (super-refraction, sub-refraction, pa5.6 surface duct, elevated duct).3 states the effect of precipitation on radar detection ranges (rain, hail, snow, fog) pa5.7.4 identifies blind areas and shadow areas, permanent blind and shadow sectors and their relationships to the pa4.3;5.9 antenna location.5 states how characteristics of targets influence their detection range (aspect, shape, composition, size) pa5.4.6 explains how clutters may mask targets (sea clutters, rain clutters, radar interferences) pa5.7;5.8; Identify and explain the factors which may cause faulty interpretation of the radar picture correctly (1.6 h) R1;R2;R3;R4 T1;T2;T3 A1;A2.1 explains the cause and effect of indirect echoes pa4.3;5.9;6.2 explains the cause and effect of multiple echoes pa4.3;6.3 explains the cause and effect of side lobe echoes pa4.1;4.3;6.4 explains the cause and effect of second trace echoes pa4.3;6.5 states the effect on radar picture of power lines and bridges crossing rivers and estuaries, low altitude pa6 aircraft.6 explains the effect of the ship in seaway pa Outline the performance standards for radar equipment in the context of resolutions A. 477(XII), Annex 4 of MSC. 64(67) and MSC. 192(79) (1.0 h) R1;R2;R4;R5; R6;R7;R8 T1;T2.1 states required range (maximum and minimum range) pa4.1;4.2.2 states required accuracy (range and bearing measurement) pa4.1;4.2.3 states required discrimination (range and bearing) pa4.1;4.2 2 Set up and operate radar in accordance with manufacturer's instructions (10.0 h) 2.1 Set up and maintain an optimum radar display (8.5 h) T1;T2;T3 A1;A2;A3.1 operates the main controls (power, antenna) pa8.4.2 operates the transmitter controls (Transmit switch/pulse length/pulse repetition frequency) pa adjusts the receiver controls to give an optimum picture (Tuning/Gain/Anti-clutter sea) pa5.2;5.8; 8.3;8.4

30 Annex, page 28.4 adjusts the display controls/menus (Display, menus and controls; Range selector; Heading line control; Off-centring display; Fixed Range Rings; VRMs; EBLs; Cursor; Ant-clutter rain; Automatic anti-clutter; Interference rejection; Echo Stretch; Echo Average; Target trails).5 demonstrates the correct orders of making adjustments to radar and states the criteria for optimum setting of the controls pa5.2;5.8; 5.10;8.4 pa5.2;8.3.6 explains that small or poor echoes may escape detection pa5.2;8.3.7 describes the effects of saturation by receiver noise pa8.3.8 states the importance of frequent changes in range scale pa8.5.9 identifies the different types of display modes (Relative-Motion Presentation, Relative-Motion Head-Up presentation, Relative-Motion North-up presentation, Relative-Motion Course-up presentation, True-Motion Presentation).10 explains the advantages and limitations of the different types of presentations pa8.1;15.11 explains the need of heading information for relative stabilised display, and the need of heading and speed input for true motion presentation.12 identifies the effects of transmitting compass error on stabilised and true motion presentation pa8.2 pa8.1 pa8.2; identifies the effects of SDME on true motion presentation pa8.2; operates the special controls/menu (Display mode, Speed controls, Reset controls, Heading information) pa8.3; identifies the maladjusted controls and explains their effects and dangers pa8.3; detects and corrects the maladjustments pa states the effects of incorrect speed setting and CMG correction on true motion displays pa describes the purpose and use of the performance monitor pa8.3; record radar data: (radar logs, radar maintenance records, radar shift records) pa explains how propagation conditions can affect target detection pa states the effects of incorrect CCRP setting 2.2 Measure ranges and bearings accurately (1.5 h) T1;T2;T3.1 states the methods to measure ranges and its accuracy (fixed range rings, VRMs, cursor) pa9.1;9.2;9.3.2 emphasises the importance of accuracy while measuring ranges pa9.2;9.3;9.7.3 explains the methods to measure bearings and its accuracies (EBLs, cursor) pa9.4;9.5;9.6.4 emphasises the importance of accuracy while measuring bearings pa9.5;9.6;9.7 R2;R5

31 Annex, page 29.5 checks and corrects the errors in range and bearing pa9.7.6 states how to measure bearing and range with offset EBLs and VRMs pa9.1;9.4 3 Use radar to ensure safe navigation (8 h) T1;T2;T3 3.1 Fix a ship's position by radar (1.9 h).1 describes the characteristics of good, conspicuous radar targets Pa7; describes the characteristics of poor radar target echoes pa7; states position fixing methods based on radar bearings and ranges pa explains position fixing errors and the method to improve the fixing accuracy pa checks the reliability of radar position fixing repeatedly by using other navigational aids pa compares the features of coast on chart with that on radar display pa17.7; Identify radar aids to navigation (0.5 h).1 describes passive aids (corner reflector and Luneburg lens reflector) pa7.2 describes active aids (racon, echo enhancer and AIS AtoN) pa7.3 describes radar SART and AIS SART pa7.4 identifies data information of passive and active aids pa7 3.3 Use parallel index line technique in radar navigation (2.8 h).1 establishes and uses parallel index lines.2 states the correct actions taken when the echo deviates from the Pl line.3 uses more PI lines.4 establishes and uses PI lines at two range scales.5 states the importance of "wheel over".6 demonstrates "wheel over".7 states the importance of safety margin.8 demonstrates the use of safety margins.9 interprets the real motion of ships from the tracked echoes.10 takes appropriate actions to counteract the influence of currents.11 uses the line of turn

32 Annex, page establishes and uses PI lines for radial turns 3.4 Use maps, navigation lines and routes for radar navigation (2.4 h) R1;R2 A1;A3.1 uses maps/navigation lines/routes in reference to the own ship or a certain geographical position.2 removes maps (marks/lines) 3.5 Use the electronic chart and radar picture overlay for radar navigation (0.4 h) R1;R2 A1;A3.1 displays ENC and other vector chart information.2 switches off the electronic chart display on radar screen.3 explains "picture frozen" alarm and signal source or sensor failure alarm 4 Perform manual radar plotting (10.0 h) T1;T3;T5 A1;A2;A4 4.1 Construct the relative motion triangle (0.5 h).1 explains the meanings of the relative motion triangle, various vectors and angles pa10.2 constructs a triangle of relative motion vector pa Determine the course, speed and aspect of target ship (2.0 h).1 measures the range and bearing of a target at an appropriate interval and frequency pa determines the course, speed and aspect of a target ship in a relative presentation (of stabilised or pa10;12.1.1; unstabilised mode) determines the course, speed and aspect of a target ship in true presentation pa10; states factors affecting the accuracy of derived course, speed and aspect pa16;15.5 determines the set and drift of current from observations of a fixed target 4.3 Determine the closest point of approach (CPA) and time to closest approach (TCPA) (1.5 h).1 determines CPA and TCPA in relative presentation (stabilised and unstabilised) pa determines CPA and TCPA in true presentation pa13.3 states factors affecting the accuracy of CPA and TCPA pa Identify effects of course and speed changes (4.5 h).1 identifies effects of changes of course and/or speed of the target ship pa compares advantages and disadvantages of radar observation with that of visual look-out pa explains the time delay between change in the course or speed and detection of that change pa states advantages of bearing stabilisation in a relative motion presentation pa15

33 Annex, page 31.5 explains effects of changes in the own ship's course or speed on the observed movement of targets pa16;15.6 states effects of small changes of course and/or speed on finding changes of true vector of the target ship pa14.3 and accuracy of changes 4.5 Report radar plotting data (1.5 h) pa Describe the ARPA system or TT and AIS reporting functions (4.0 h) R2;R3;R5 R6;R7;R Describe the ARPA systems or TT display characteristics (0.9 h) R2;R3;R5;R6;R7.1 describes the characteristics of vectors pa21 R2;R3;R5;R7.2 describes the characteristics of graphics pa21 R2;R3;R5;R6;R7.3 describes the characteristics of alphanumeric data output pa21 R2;R3;R5;R7.4 describes the characteristics of PADs pa21 R2;R3;R5;R7 5.2 Describe the display characteristics of AIS reported targets (0.3 h) R2;R3;R11.1 describes the characteristics of vectors.2 describes the characteristics of graphics.3 describes the characteristics of alphanumeric data output 5.3 Associate radar tracked targets with AIS reported targets (0.4 h) R2;R3;R11.1 states the concept of the association of radar tracked targets with AIS reported targets.2 states the principles of the association setting of radar tracked targets with AIS reported targets 5.4 Outline IMO performance standards for automatic radar plotting aids (ARPA) or TT and AIS reporting functions (0.6 h).1 states IMO performance standards for ARPA or TT relating to accuracy pa22 R2;R3;R5;R6; R7;R11.2 states the requirements for acquisition and tracking of targets Pa25.1;25.2 see above.3 lists the requirements of operational alarms of ARPA or TT and AIS reporting functions pa27 see above.4 states the data available from ARPA or TT and AIS reporting functions pa22 see above.5 explains the effects of sensor errors on ARPA or TT pa23 R2;R3;R5 R6;R7.6 states the requirements of performance standards for inputs to THD, SDME, EPFS and AIS sensors pa23;24.1 R2;R3;R5;R7;R11 T1;T2;T3 A1;A2;A3;A4

34 Annex, page 32.7 states the requirements of performance standards for range and bearing accuracy and discrimination of pa4.1;4.2; R2;R3;R5;R6;R7 radar 24.1; states the requirements of performance standards for association of radar tracked and AIS reported target R2;R3;R Outline the criteria for acquisition of ARPA or TT targets and activation of AIS reported targets (0.8 R2;R3;R5;R7;R11 h).1 states the criteria for target acquisition of ARPA or TT and selection/activation of AIS reported target pa25.1; 25.2;29 R2;R3;R5;R7.2 states different ways for target acquisition pa25.1; 25.2;29 R2;R3;R5;R7.3 states the criteria for automatic acquisition of targets specified in the manual pa25.1;29 R2;R3;R5;R7.4 states the criteria for manual acquisition of targets pa25.2;29 R2;R3;R5;R7.5 states number criteria of ARPA or TT and AIS reported targets to be acquired pa29 R2;R3;R5;R7;R11.6 states that targets may be deleted if not posing a potential threat (when tracking limit has been reached) pa30.1 R2;R3;R5;R7.7 describes the tracking results of targets in acquisition, guard and exclusion zones pa32.7 R2;R3;R5;R7 5.6 State tracking capabilities and limitations (0.6 h) R2;R3;R5;R7.1 outlines the principles of target tracking pa25.3;25.4;26;2 R2;R3;R5;R7 9.2 describes target lost and alarm pa25.3;29 R2;R3;R5;R7.3 states common circumstances leading to "target swop" pa25.4;29 R2;R3;R5;R7.4 describes effects of "target swop" on displayed data pa25.4;29 R2;R3;R5;R7 5.7 Describe processing delays of ARPA or TT and information delays of AIS reported targets (0.4 h) R2;R3;R5; R7;R11.1 explains delay in the display of tracked target data pa26 R2;R3;R5;R7.2 explains delay of data display when the target ship manoeuvres pa26 R2;R3;R5;R7.3 states that there may be a delay of up to three minutes before the accuracy of the derived information may pa26 R2;R3;R5;R7 be attained after acquisition or a manoeuvre of the target.4 states the delay in the display of dynamic information of AIS reported target R2;R11 6 Operate ARPA or radar target tracking (TT) and AIS reporting functions (28 h) R2;R3;R4;R5; R6;R7;R11 T1;T2;T3 6.1 Set up and maintain an ARPA or TT display correctly (0.7 h) R2;R3;R4;R5;R6;R7 A1;A2;A3;A4

35 Annex, page 33.1 adjusts radar sensor for the optimum display of echoes pa32.3;32.8 R2;R3;R4;R5;R6;R7.2 sets up and confirms THD and SDME sensors pa32.3;32.4;32.8 R2;R3;R4;R5;R6;R7.3 sets up an appropriate display mode (relative- and true-motion, HL orientation, range scale, past positions, pa21;30;31; R2;R3;R5;R7 relative- and true-vector, PADs) 32.1; sets up CPA LIM/TCPA LIM pa32.1 R2;R3;R5;R7.5 acquires and monitors targets manually pa25.2;29;32.5 R2;R3;R5;R7.6 sets up automatic guard/acquisition and exclusion zones pa25.1;32.7 R2;R3;R5;R7 6.2 Set up and maintain AIS display correctly (0.5 h) R2;R3;R11.1 sets and confirms EPFS sensor R2;R3;R11;R17.2 sets up and confirms THD sensor R2;R3;R11;R19.3 sets up and confirms SDME sensor R2;R3;R8;R11.4 checks the AIS information of the own ship R2;R3;R11.5 verifies AIS reported targets R2;R3;R11.6 selects appropriate display mode for AIS target (sleeping targets, activated targets, selected targets, vector, R2;R3;R11 past positions, sea-stabilised and ground-stabilised) 6.3 Operate ARPA or TT and AIS reporting functions to obtain target information (2.0 h) R2;R3;R5;R7;R11.1 operates display in relative and true modes to obtains relative and true vectors in each display mode pa30;34 R2;R3;R5;R7.2 states the importance of switching between true and relative vectors pa30;34 R2;R3;R5;R7.3 obtains information from past positions pa31 R2;R3;R5;R7.4 uses graphic display of PADs pa30.1;30.2;30.3 R2;R3;R5;R7.5 uses the information of AIS reported target R2;R3;R11.6 associates tracked targets with AIS reported targets R2;R3;R11.7 assesses the encounter situation and collision risks by associated targets' information R2;R3;R11.8 performs the trial manoeuvre pa30.1;30.2;34.6; R2;R3;R sets up and acknowledge ARPA or TT operational alarms (full alarm, dangerous target alarm, new target pa27 R2;R3 entry alarm, lost target alarm)

36 Annex, page sets up and acknowledge AIS operational alarms (full alarm, dangerous target alarm, lost target alarm) R2;R3;R Outline possible errors of interpretation of target data (0.8 h) R2;R3;R4;R5; R6;R7;R11.1 interprets possible errors due to improper sensors' setting and/or adjustment Pa23;32.1;32.2;3 R2;R3;R4;R5; 2.3;32.4 R6;R7;R11.2 explains the misunderstanding of information deriving from alphanumeric display and information from pa30;34.2; R2;R3;R5;R7 vector 34.3; explains the possible errors due to incorrect interpretation of radar presentation and vector mode pa30.1;30.2;30.3 R2;R3;R5;R7;R11.4 explains the possible errors due to incorrect interpretations of the own ship's speed pa34.2;34.3; R2;R3;R5;R7 34.4; explains the possible errors resulting from incorrect interpretation of a trial manoeuvre Pa30.1;30.2; R2;R3;R5;R7 34.6; explains that reacquired "lost target" may present false course and speed alteration pa26 R2;R3;R5;R7;R11.7 states PADs not indicating mutual threats between targets pa30 R2;R3;R5;R7.8 states the length of line from target to PAD is not an indicator of target speed pa30.1 R2;R3;R5;R7.9 states that past position displays may not be in the same mode as vectors Pa30.3;31 R2;R3;R5;R7.10 states that a change of direction in the relative past positions does not necessarily indicate a target pa30;31 R2;R3;R5;R7 manoeuvre.11 explains that misinterpretation of ARPA or TT and AIS information may lead to dangerous misunderstanding Pa30 R2;R3;R5;R7;R Identify and interpret causes of errors in data display correctly (1.0 h) R2;R3;R5;R7.1 explains the effects of errors caused by the radar sensor on data display pa23;24.1 R2;R3;R5;R7.2 explains the effects of heading errors on data display pa23;24.1 R2;R3;R5;R7.3 explains the effects of speed errors on data display pa23;24.1 R2;R3;R5;R7.4 explains the unreliable indications with manoeuvres by both the own ship and the target ship pa26 R2;R3;R5;R7.5 states the satisfactory tracking by ARPA or TT as indicated by smoothness of the displayed past positions pa31 R2;R3;R5;R7.6 explains the causes of data errors for AIS reported target R2;R3;R5;R7;R Use system operational tests to determine data accuracy (0.5 h) R2;R3;R5;R7;R11.1 uses system diagnosis to test system status (including errors, troubles, etc.) pa28.1 R2;R3;R5;R7

37 Annex, page 35.2 operates test programmes to check system performances against known solutions pa28.1 R2;R3;R5;R7.3 demonstrates performance check by manual plotting, including a trial manoeuvre pa33 R2;R3;R5;R7.4 takes correct actions after anomaly of ARPA or TT and AIS reported information pa28.2 R2;R3;R5;R7;R Identifies and explains risks of over-reliance on ARPA or TT and AIS reported information (0.5 h) R2;R3;R5;R7;R11.1 demonstrates use of ARPA or TT and AIS reported information and explains the requirements to comply pa20.2 with basic principles in keeping a navigational watch.2 reacts correctly to operational alarms pa20.1;27.3 avoids small predicted passing distances (CPA and BCR (bow crossing ranges)) pa explains that sensor input alarms only occur on failure of input and do not respond to inaccurate inputs pa23; Apply the COLREGs when using radar (6.0 h) R1;R2;R20 T1;T2;T4;T5 A1;A2;A3;A4 7.1 uses the radar as a mean of the proper look-out, and states the importance of the radar systematic pa17.4;17.8 observations, correct and full interpretation of radar information (0.5 h) 7.2 emphasises on the radar related factors which can affect safe speed (0.3 h) pa17.2; lists the methods and characteristics that can acquire sufficient radar information to avoid collision pa17.1;17.3;17.4 or close-quarters situation (0.5 h) 7.4 makes substantial alteration of course or speed to avoid collision or close-quarters situation in pa17.1;17.4;35 accordance with displayed information on radar (0.5 h) 7.5 states the periods to use radar by day with good weather, clear night when there are indications that pa17.5;17.6 visibility may deteriorate, and at all times in or near the area of restricted visibility and in congested waters (0.2 h)

38 Annex, page 36 Part D: Instructor Manual Introduction Based on Knowledge, Understanding and Proficiency in Part C, Part D is intended to provide the most detailed communication to the model course instructors in terms of teaching organisation and structure, sequence of lectures, possible problems and solutions in the course, etc. The instructors are recommended to study carefully this part and work out lesson plans in consideration of the quality and demand of trainees, the local conditions of each country (region), and the status quo of radar technology. Structure This course is comprised of 7 topics, each topic includes 3 sections, namely detailed teaching packages, assessment techniques and teaching guidance. Guidelines for use Detailed teaching packages. The detailed teaching packages are the core section for each topic. By reading the summary, it will help instructors to have a quick and clear overall understanding of the primary content of the topic. It not only increases lesson preparation efficiency, but also facilitates the organisation and cohesion in the course of lesson preparation and delivery. In the detailed teaching packages, the main learning objectives are specified, many of which provide the resources that may be used in the teaching process for the convenience of instructors, such as principle block diagrams of radar, schematic diagrams of radar and the essential formulas, tables, data, etc. In Topic 1 Topic 4, Topic 6, and 7, in accordance with the specific competence requirements and teaching needs, a syllabus of the demonstration and practical training is available, including the training objectives, training mode and training procedure. The instructor should note that the required performances in Topic 5 and 6 involve comprehensive and systematic theoretical knowledge and practical training and it is impractical to recommend demonstration and practical training for Topic 5 separately. Therefore, the demonstration and practical training in Topic 6 is designed for both topics as a whole. Assessment techniques. The course developer provides constructive assessment techniques. Assessment builds a link between the "knowledge, understanding and proficiency" and "criteria for evaluating competence "in table A-II/1 of the STCW Code. However, assessment techniques reflect the "methods for demonstrating competence" in column 3 of table A-II/1. Assessment techniques not only clarify the objectives which should be contained in the

39 Annex, page 37 assessment so as to help the instructor conduct teaching tasks based upon them, but also give suggested approaches on how to examine whether a trainee satisfies the required performances which include written examination, oral test, practical operation, class discussions and records, etc. Teaching guidance: On the basis of detailed instructor manual, key points and difficulties in teaching are analysed and reasonable solutions provided. Especially for the sustainable development of the nautical technology and safe navigation, constructive and prospective teaching recommendations are given regarding teaching notions, teaching methods, teaching skills, etc. Practical teaching methods and techniques are also provided for better utilisation of the model course. Instructors are suggested to have a thorough knowledge and comprehension of this part and apply this throughout the course. Detailed instructor manual A detailed manual, consistent with Part B and C, is as follows. 1 Basic theory and operation principles of a marine radar system Detailed teaching packages The contents of this topic include the principles of the range and bearing measurement of the marine radar, the basic configuration and operation of the radar, the performance and the influence factors, and the factors leading to the misidentification and misinterpretation of the radar picture. This topic is the foundation of this course. Adequate understanding of this part is essential to comprehend and utilise the information of the radar and ARPA or Target Tracking (TT) and AIS to keep look-out, observe, fix positions, undertake navigation and avoid collision. 1.1 Fundamental principles of radar The target's position relative to the own ship is determined by the plotted range and bearing. On this basis, radar can provide the functions of keeping look-out, observation, position fixing, navigation and collision avoidance..1 Principles of range and bearing measurement (1) Range measurement If the transmitted pulse round-trip time of between the antenna and a target is Δt and the electromagnetic wave traveling velocity in free space is C, then the range is, (2) Bearing measurement S C t 2 (1-1)

40 Annex, page 38 Radar antenna is a directional circular scanner, and the width of the antenna radiation is only one to two degrees on the horizontal plane. At a given moment, therefore, radar can transmit electromagnetic waves to only one direction and at the same time it can simultaneously receive echo returns in the same direction. The scanner rotates at a very constant speed (about 20 to 30 r/min). When the scanner receives the echo returns from one direction, the target would be recorded in the same bearing unit in the display. The relative bearing of the target is the angle measured clockwise from heading line of the screen to the target echo. On the advanced radar display, range and bearing measurement is based on CCRP. According to the Revised Recommendation on Performance Standards for Radar Equipment annexed to IMO MSC. 192(79) (hereinafter referred to as the MSC. 192(79) PS), the CCRP is the location of the own ship, to which all horizontal measurements such as target range, bearing, relative course, relative speed, CPA and TCPA are referenced. Where multiple antennas are installed, there should be a provision for applying different position offsets for each antenna in the radar system. The difficulties in this sub-topic such as the concepts of the antenna horizontal bandwidth, the CCRP and the theory of bearing measurement, can be explained. It is suggested that the instructor be informed how the trainees' understand the concepts of CPA, TCPA before the class, and give a brief explanation in class if necessary..2 Configuration of a marine radar system The system configuration of a marine radar satisfying with the MSC. 192(79) PS is shown in Fig.1-1, in which the parts with equal dotted lines are not mandatory but optional. The main EPFS provides data of WGS-84 position and UTC time to the radar system; the gyrocompass or the Transmitting Heading Device (THD) supplies heading; the Speed and Distance Measuring Equipment (SDME), usually the speed log, provides the own ship speed; the radar sensor provides image information of the sea surface around the own ship. To be specific, the functions of radar Information processor and display system include presenting processed images, tracking targets and obtaining the targets' parameters. The Automatic Identification System (AIS) provides static and dynamic information of surrounding ships and data of navigation aids. The Voyage Data Recorder (VDR) records voyage data. The optional Electronic Navigational Chart (ENC) offers hydrographical data necessary for navigation, and all data are integrated and shared on radar display terminals. This sub-topic can be taught by referring to the marine radar system configuration as shown in Fig.1-1. Note that the part within the equal dotted lines is not the standard configuration but is optional.

41 Basic radar system HTW 3/3/2 Annex, page 39 Main EPFS AIS AIS antenna Antenna Main unit Main unit Transceiver ENC/other vector chart system VDR Gyro/THD Information processor and display system SDME Fig.1-1 Radar system configuration.3 Composition and principles of a basic radar The composition of a basic radar is shown in a block diagram of Fig.1-2 which is also the radar equipment satisfying the performance standards before the MSC. 192(79) PS. It consists of mainly seven parts: the trigger generator, the transmitter, the duplexer, the antenna, the receiver, the information processor and display system and the power. (1) Trigger generator: to generate trigger pulses (Timing signal); (2) Transmitter: to generate recurrent & high-frequency pulses; (3) Duplexer: to transmit pulses to the antenna when transmitting; to receive echoes to the receiver when receiving; (4) Antenna: to transmit and receive; (6) Receiver: to process echoes; (7) Information processor and display: for the radars that comply with the MSC. 192(79) PS, the information processor processes information, tracks targets from sensors, display targets

42 Annex, page 40 information of the radar and AIS. For the radars that do not comply with the MSC. 192(79) PS, this unit is only used as the information display and operation terminal; (8) Power: to convert ship's power into radar power. Demonstration and practical training 1-1 Demonstration of radar configuration and installation location. (0.5 h) (See Page 54) 1.2 Magnetic safe distance The magnetism caused by radar parts leads to compass deviation. In order to avoid affecting the accuracy of the magnetic compass, a the safe distance of more than 2.5 m should be kept between the radar parts and the magnetic compass, especially for the distance between the magnetron and the magnetic compass. The instructor can illustrate the relationships between the radar parts and the magnetic compass by showing their positions on the real ship bridge. 1.3 Radiation hazards and precautions The peak power of the radar's radiation, usually 2~30 kw, is very high, but the average power is very low. On board, the microwave radiation is tiny when people are away from an antenna for more than 20 m, and not in the radiation centre of the antenna's vertical band. If this does not involve a prolonged close-range radiation exposure, the harm of the radar to the human body can be ignored. When some support boats (pilot boat, tug, etc.) are approaching, the own ship's radar shall be switched to standby mode temporarily. The instructor shall give a clear explanation about peak power to the trainees, and demonstrate the characteristics of the peak power as it decays with the increasing distance. Real ships photos can be utilised to illustrate the above contents with introduction of the radar antenna location. 1.4 Internal factors affecting radar detection.1 Relationship between maximum detection range and power, pulse length, pulse recurrence frequency, and sensitivity of the receiver In free space, the farthest distance that radar is able to detect a certain target is called the radar's maximum detecting range of target, which is given by the radar equation. R P G t A max 3 64 Pr min 1/4 (1-2)

43 Annex, page 41 Where P t radar peak power (W) G a antenna gain wavelength (m) P rmin receiver threshold power (W) 0 effective scatter area of target (m 2 ). It can be noted that the stronger the P t, the higher the G a; the longer the, the smaller the P rmin; the larger the RCS (radar cross-section), the longer the R max. The higher transmitting power of the radar, the stronger the detecting capability of long-range weak targets. But the pulses experience energy loss due to absorption, diffraction, scattering, etc. during their travel through the atmosphere. Water or dirt inside the waveguide, dust or particles of salt on the scanner, etc. can cause severe attenuation, thus reducing the maximum detecting range. The duration of the transmitting pulse is usually marked by. The longer the, the greater the radar maximum detecting range. The Pulse Repeat Frequency (PRF) changes with the radar range. Usually, the PRF is high at short range, while low at long range. In consideration of the echoes' accumulation, the higher the PRF, the greater the radar's detecting range will be. Sensitivity of a receiver is the capability to receive the very weak signal. The smaller the P rmin, the higher the sensitivity, then the longer the R max will be. This section is comparatively abstract. It is recommended that the instructor explain with slide presentations, illustrations, etc..2 Relationship between minimum detecting range and pulse length, vertical beam width, change-over time of antenna transmitting/receiving The minimum detecting range is the nearest distance that radar can identify a target, which represents the radar's capability to detect short range targets. Within the time of radar transmission pulse width and the antenna transmitting/receiving change-over time, the radar receiver is disconnected with the antenna, which means the target echoes cannot be received. The minimum detection C( + ')/2 Rmin1 Transmitting pulse V V ha Zero power line Half power line 3.5 m A B Rmin2 Fig.1-3 Minimum observation range

44 Annex, page 42 range (MDR) is determined by the radar technical parameters, which is referred to as the theoretical MDR Rmin1, and the area within the Rmin1, is referred to as the radar absolute blind area. It is given by, R C min1 2 (1-3) When a radar is installed on a specific position on a ship, the shadow that the vertical beam width cannot reach is shown in Fig.1-3. The distance is called the installation minimum detection range R min2 which forms a blind area for the radar. It is given by: R min 2 h A ctg ( / 2) (1-4) v In the formula, h A is the antenna height over water; and φ vis the vertical beam width. Therefore, the minimum detection range is the larger one of R min1 and R min2..3 Effects on bearing and range accuracy due to horizontal beam width, heading marker error, centring error, variable range marker error, THD error, synchronisation error, CCRP error, pixel/spot size, and pulse length (1) Range accuracy Main factors impacting radar range accuracy are as follows: Time synchronisation error: Time synchronisation error occurs if the time when the transmitting pulse leaves the radar radiation window is different from the position of "0" nm scanned on the screen or recorded by the echo return. Under appropriate conditions, the error should be checked whenever necessary; CCRP error: The setting of CCRP offset should be made when the radar is installed and can be adjusted on voyage. The inaccuracy of CCRP offset adjustment would bring range error relative to the CCRP; Pixel/spot size error: Pixel is not to be neglected to range error especially when the range is set at long ranges; Pulse length error: While measuring a target at long range, the echo trailer generated by pulse width has a severe effect on trailing edge range accuracy. The application of FTC while measuring a target's trailing edge can improve range accuracy; Measurement instrument error: RR and VRM have their own errors which should be adjusted every voyage or month (whichever is shorter). For the radar that satisfies the latest performance standard, this regular adjustment is not necessary.

45 Screen periphery Target B Processing distortion Pulse length Target A Processing distortion Pixel distortion HTW 3/3/2 Annex, page 43 (2) Bearing accuracy The main factors impacting the radar bearing accuracy are as follows: Bearing synchronisation error: the error occurs when the radar antenna bearing data is transferred to information processor and display system. Beam width error: horizontal beam width is one of the main factors affecting radar bearing accuracy. It will cause: (a) echoes expansion of about θ H/2 both in right and left sides; (b) an expansion of more than θ H/2, when the radar is detecting the target at short range; (c) the expansion of less than θ H/2, when the radar is detecting the weak target at long range; Heading marker and THD error: they affect the target relative & true bearing accuracy. Centring error: for the PPI, if the radial scan centre is not completely consistent with the screen centre, it may cause the bearing error. Pixel error: the echoes can expand 1 pixel at most to the right and left sides due to the pixel effect, with greater influence on the bearing accuracy than on the range accuracy. CCRP error: the inaccuracy of CCRP offset adjustment would cause bearing error relative to the CCRP..4 Effects on bearing and range discrimination of beam width, pixel/spot size, range scale, pulse length, gain, and information processing (1) Range discrimination Range discrimination refers to the radar's capability to distinguish two adjacent targets with the same bearing as shown in Fig.1-4, and it relies on: Pulse width: pulse width is one of the main Range discrimination factors affecting the range discrimination. The pulse width of 1 s can cause 150 m radial extent along with the trailing edge; Pixel/spot size: the size of screen pixel is another main factor affecting the range discrimination. The longer the range scale, the greater the influence on the range discrimination caused by the pixel size; Fig.1-4 Range discrimination

46 Bearing discrimination HTW 3/3/2 Annex, page 44 Information processing: the distortion due to the receiver signal processing includes the transmission bands distortion, the non-linearity distortion, and the quantification distortion, etc. which make the leading and trailing edges of the echo blur and have a certain effect on the range discrimination; Gain: proper gain reduction improves the range discrimination. (2) Bearing discrimination Bearing discrimination is the radar's capability to distinguish two adjacent point targets with the same range on the screen. The performance standard is expressed by the minimum intersection angle of the two adjacent point targets at the same range, as shown in Fig.1-5. It relies on: HBW: the echoes expand to the right and left sides Pixel size expansion H with the difference of the targets' distances and the difference of the targets' echoes strength. For long range, weak small targets, the radar's bearing discrimination >θ H/2. A B H For short range targets with strong reflection, the echo expansion > 2θ H. Fig.1-5 Bearing discrimination For short range strong targets, the radar's bearing discrimination would diminish. Pixel/spot size: the size of the screen pixel causes the echoes to expand to left and right sides up to 1 pixel size. Range scale: the bearing discrimination is poor for targets in short range. Gain: oroper gain reduction can improve the bearing discrimination.

47 Annex, page Factors external to radar set affecting radar detection.1 Explaining the relationship between antenna location and detection ranges with the equation for the distance to the radar horizon Radar horizon ha Sea surface horizon Target horizon T Fig.1-6 Radar standard detection horizon As shown in Fig.1-6, under standard atmospheric conditions, the radar beam tends to bend slightly downward to the sea surface, and the theoretical maximum detection range for the target T is given by the formula: ht Rmax 2.2( ha ht) (1-5) Where h a and h t are the heights of the antenna and the targets respectively in metres. And R max is the theoretical maximum detection range affected by the earth's curvature in nautical miles. The instructor should illustrate to the trainees that formula (1-5) is an engineering application formula in navigation, it will deviate because of the change of the atmospheric condition any time. Suggest this formula be used to estimate R max..2 Effects of variations in refraction on radar detection range (super-refraction, sub-refraction, surface duct, elevated duct) The instructor should teach first the concept of refraction with the help of teaching apparatus or models, such as prism and glass container filled with water. This section demonstrates radar detection horizon in the atmosphere propagation in non-standard atmospheric conditions. (1) Super-refraction In calm weather, when the humid hot air over the continental area flow up over the sea, with the increase of the altitude, the temperature increases but humidity decreases sharply. This will cause the electromagnetic wave propagation velocity to increase, and the electromagnetic wave propagation path bends to the sea surface more seriously than normal propagation. This phenomenon is called super-refraction, as shown in Fig.1-7. As super-refraction occurs, the radar detection horizon would be greater than normal.

48 Annex, page 46 Warm air Super-refraction often occurs in tropical and other hot continent areas, such as the Red Sea, the Arabian Gulf, the Mediterranean Sea and the English Channel in the summer. (2) Sub-refraction Standard horizon Super-refraction horizon Sea surface Fig.1-7 Super-refraction In calm weather of the opposite meteorological conditions with the super-refraction when the temperature of the atmosphere decreases more rapidly as the height rises than in standard atmospheric conditions, or the increase of relative humidity as the height rises sharply, sub-refraction will occur, as shown in Fig.1-8. When sub-refraction occurs, wave beam departs from ground higher and higher, and it may result Cold wet air Sub-refraction horizon Warm dry surface Standard horizon in that the radar cannot detect the original targets which can be detected in the standard refraction. The original targets within the radar detection horizon on the sea surface may be undetectable when serious sub-refraction occurs. Sub-refraction often occurs in the Polar Regions and the vicinity of very cold continents. When cold air masses over the continent move over warm ocean surface, also known as "cool up warm down" and "wet up and dry down" situations, the sub-refraction phenomenon can be observed. In late winter and early spring seasons in the mid-latitude regions, when the weather is clear after the snow and cold air over the continent moves over the sea surface, sub-refraction phenomenon can also be observed. The features of sub-refraction are as follows: Temperature decreases more sharply with altitude increase than in normal atmospheric condition; Fig.1-8 Sub-refraction Relative humidity increases sharply with altitude increase;

49 Annex, page 47 Sub-refraction often occurs in the polar regions & adjoining very cold continents. (3) Surface duct As shown in Fig.1-9, when serious super-refraction occurs, surface duct occurs, which is, radar wave is refracted to sea surface, then refracted to atmosphere, and then refracted to Low clouds Warm air Breeze Cold air sea surface from atmosphere. Fig.1-9 Sea surface Standard horizon Super-refraction horizon Surface duct (4) Elevated duct In calm weather, a layer of cold air over the warm sea surface appears at the height of the radar antenna, as shown in Fig The radar wave, which is reflected by the layer between the cold air and the warm air, may travel a far distance and detect very long range targets, but Warm air Cold air Warm surface cannot detect targets close to sea surface clearly. This phenomenon is known as elevated atmospheric duct. This duct phenomenon does not occur frequently in all directions, and has a relationship with the radar working wavelength. The elevated duct usually appears seasonally in the trade wind regions between mid-ocean water of high atmospheric pressure and the doldrums, such as the waters between Brazil and Ascension Island and between southern California and Hawaii, etc. The features of elevated duct are as follows: There exists a reflecting layer of warm air (inversion layer) above the sea in peaceful weather; Antenna height is in reflection level; Fig.1-10 Elevated duct

50 Annex, page 48 It normally appears in trade-wind zone between high pressure zone and doldrums seasonally in the centre zone of the sea..3 Effects of precipitation on radar detection ranges (rain, hail, snow, fog) During the process of atmospheric propagation, the absorption or scattering of dust haze and water vapour in the atmosphere will cause the attenuation to radar wave energy. The attenuation to radar waves due to rain or snow will increase with the increase of raindrop and rain density, and lead to the decrease of the maximum detection range. References indicate that attenuation due to rain or snow for 3 cm wavelength is about 10 times larger than 10 cm wavelength..4 Blind areas and shadow areas, permanent blind and shadow sectors and their relationships to the antenna location This part can be illustrated through the use of real ship radar pictures (e.g. Fig.1-11(c)) and an actual antenna. Sheltered by obstacles or ship super-structures, shadow sectors are known as areas where Blind area Sensitivity reduced arc blind area Sensitivity reduced arc (a) Top view VBW Shadow sectors Shadow sectors (b) Side view Sea clutters Shadow sectors (c) Radar image of shadow sector Fig.1-11 Shadow sector detecting ability is reduced or even targets cannot be detected.

51 Annex, page 49 The antenna radiation window has a dimension with a radiation beam width of 1 ~ 2, and radar wave has certain diffraction capabilities, therefore, it is probable to detect targets within the shadow sectors. Radar may detect no target in the centre of shadow which is called the blind area in shadow sectors. The other areas where radar detecting ability is reduced are known as the sensitivity reduced arcs in shadow sectors. The ship structures such as forecastle, foremast, cross tree, mainmast, funnel and poop, etc. impose effects on radar observation permanently and affect navigation safety, as shown in Fig.1-11 (a) and (b). Radar picture of Fig.1-11 (c) shows the influence of blind sectors caused by the ship's mainmast and the funnel on radar observations. The size of a shadow sector is determined by the size of obstruction, the distance of the obstruction to the antenna, the relative height of the obstruction to the antenna, and the antenna size, etc. The higher the obstruction, the larger the measurement, the closer the distance to the antenna, and the larger the shadow sector; the location of the radar antenna should be carefully considered prior to installation. In accordance with IMO radar installation guidelines, blind sectors should be kept to a minimum, and should not be placed in an arc from right ahead to 22.5 abaft the beam on its respective side. Within the remaining azimuth, individual blind sector of more than 5, or a total arc of blind sectors of more than 20 should not occur..5 Characteristics of target influence the detection range (aspect, shape, composition, size) Different targets have different reflective characteristics. A good understanding of the features of target contributes to quick and accurate target identification in complex observation environments, and for effective radar position fixing, navigation and collision avoidance. The feature of the electromagnetic response of target under radar beam radiation is called the target characteristics. The target is detected by receiving the reflective radar wave. Thus the ability of target reflecting radar wave will affect radar observation. Normally, the target RCS, or radar cross-section, represents the capability of a target reflecting radar wave. The RCS of target is related to many factors, including target composition, shape, aspect, structure, size, radar aspect and radar wave length, etc. In class, the instructor can demonstrate the influences of the aspect, shape, composition, size, etc. to the radar detection range by radar screen shots. (1) Aspect and shape Aspect The angle between incident radar beam and target surface (0 aspect. 90 ) is known as radar Target shape

52 Annex, page 50 With respect to radar wavelength, the surface of target is rough. Any complex target at sea can be seen as a combination of several protocol geometric objects. Spherical targets have poor reflective performance; especially the spherical targets with smooth surface, only a small portion towards the waves can reflect the echoes. When the sphere has a rough surface, the response is slightly better. Cylinder targets such as funnel, gas/oil tank and mooring buoys, only a small portion towards the waves contributes to response. The specific echo intensity depends on its size and aspect. Cone targets, such as beacons, church steeples and conical buoys, have very poor reflective performance. Only when the radar wave is perpendicular with the generatrix, the reflect performance is the same as cylindrical targets. A conical buoy in seaway will roll, so the echoes may fluctuate. (2) Target composition Usually, materials with good electrical conductivity will produce good radar responses. This occurs as a result of absorption and re-radiation of the waves of the same wavelength as those received, rather than from simple specular reflection. (3) Target size The radiation cell is defined by the transmitted pulse length of the radar radiation beam. When target area towards radar beam is less than intersecting surface of radiation unit, strength and size of echoes are proportional to target width and height. When target area towards radar beam is greater than intersecting surface of radiation unit, strength of echoes does not relate to target width and height, shape of echoes is determined by the horizontal projection of target towards the antenna..6 Influences of clutters and interference (sea clutters, rain clutters, radar interferences) (1) Sea clutters The causes of sea clutters are shown in Fig The features of sea clutters are: (a) Front view θv Wind direction Leeward Weak echoes Short range Strong echoes Rmin A A Windward No clutters Strong echoes Pulse width C (b) Top view θh Fig.1-12 A Sea clutters C

53 Annex, page 51 Clutters decrease sharply with range increase, more influencing on short range targets. Sea clutters are random. Clutters are strong in windward, weak in leeward. Clutter range is normally 3 ~ 6 nm, 8 ~ 10 nm in rough sea. Higher antenna, stronger clutters are, larger clutter range is. 3 cm radar is stronger than the 10 cm one. wide pulse is stronger than narrow pulse. Clutter is strong when horizontal beam is wide. (2) Rain clutters Rain not only attenuates radar wave, but also reflects wave as echoes which affect normal radar observation. The strength of responses is proportional to rainfall. Rain echoes are shown in Fig The features of rain echoes are: Echo strength is proportional to precipitation; The responses are fluffy bright speck with no obvious edge; Rain clutter Under a tropical rainstorm condition, radar can hardly detect targets; Target 3 cm radar is stronger than the 10 cm one; wide pulse is stronger than narrow pulse; Clutters are strong when horizontal beam is wide; Fig.1-13 Rain clutter Echo strength is related to radar antenna beam width, pulse width and wavelength. The instructor shall demonstrate to the trainees the screen shots with and without rain clutters.

54 Annex, page 52 (3) Radar interferences Interferences generated when radar receives signals from other radars of the same or similar frequency are known as radar interferences. The features of radar interferences: the interference are non-correlative, while the target echoes are correlative. The interference pictures can take any form but frequently has a spiral character within the operational display area. Not only the main lobe transmission and reception constitute interference to each other, but also the side lobe radiation and reception may interfere. In this section, video demonstrations of sea and rain clutters should have a positive effect on teaching and learning. A B A False echo A Real target B B False echo No AIS symbol Fig.1-14 Indirect echo 1.6 Factors that may cause faulty interpretation of radar picture.1 Causes and effects of indirect echoes Radar waves can be blocked by the obstructions such as superstructures including masts, funnels, cross-trees, deck cargoes, deck cranes, ventilators on board or large vessel in vicinity or tall buildings on shore, thus the shadow arcs are engendered behind these obstructions. These obstructions can also reflect radar waves like mirrors to other directions. Then one target may produce two echoes on the radar screen. As shown in Fig.1-14, A and B are the true target echoes, while A' and B' are indirect false echoes. (1) The features of indirect false echoes are: The indirect false echo of the target appears in the shadow sector; The range and bearing of indirect false echoes are different from its real echo. The azimuth of obstacles is the bearing of false echoes and the range is the sum of both distances of the obstacle to the target and obstacle to the antenna;

55 Annex, page 53 The strength of indirect false echoes is weaker than the real echo, and often has a significant distortion in shape; The motion of false echo is not like the real echo movement. By alteringing ship course, indirect false echoes will disappear or still be in the shadow sector and can be identified. They can be suppressed or eliminated by decreasing gain temporarily or using FTC properly..2 Causes and effects of multiple echoes As shown in Fig.1-15, radar energy bounces back and forth between the target and the observing ship, with some of the energy entering the antenna at each return. Multiple false echoes may thus occur. This phenomenon often happens when two ships navigate in parallel in narrow waters, such as narrow channel or anchorage. The features of multiple echoes are as follows: Target ship Fig.1-15 Own ship They occur on the same direction beyond the true echo with the same interval. The spacing equals the range of the true echo; Strength becomes weaker with the increase of range; False echoes move with real echoes. Multiple echoes False target Real echoes It is easy for observers to identify multiple echoes, and they can be suppressed or eliminated by decreasing gain or using FTC properly..3 Causes and effects of side lobe echoes Radar side lobe radiation is relatively weak and generally never affects the observation of long range targets. However, for close range strong echoes, side lobe radiation cannot be ignored. Radar side lobe false echoes mainly refer to the false responses caused by the primary side lobe radiation. In recent years, the capability to detect small targets by radar receiver has been greatly improved, while the capability to suppress antenna side lobe radiation has not. As a result, the capability of side lobe reception has been enhanced. Therefore, some modern radar equipment may detect the false echoes by secondary side lobe radiation, namely side lobe indirect false echoes and side lobe multiple false echoes.

56 Annex, page 54 (1) The false echoes by primary side lobe radiation Side lobe echoes, associated with close range targets, result from the radar beam being surrounded by side lobes. As shown in Fig.1-16, side lobe echoes distribute dispersedly on Real echo Main beam Two small targets Side lobes B Side lobe echoes A B A the arc of the genuine echo on both sides. Side lobe echoes may appear frequently for smaller size antenna, especially when the surface of radiation window is dirty or damaged. The features of the side lobe echoes are: Fig.1-16 Side lobe echoes Side lobe echoes symmetrically distribute on the sides arc of the real echo; All side lobe echoes will be at the same range as real echoes, with neighbouring bearing; As side lobe echoes are much weaker than real echoes, it is a little difficult to distinguish a whole real echo under the interference of side lobe echoes; Under the strong wave condition, side lobe radiation will deteriorate sea clutters, and seriously affect radar close range observation. It is easy to identify side lobe echoes and use the gain or anti-clutter controls (STC/FTC) to suppress or eliminate the weaker side lobe echoes.

57 Annex, page 55 (2) The false echoes by secondary side lobe radiation The false echoes by secondary side lobe radiation are very much similar to indirect false echoes and multiple false echoes due to the main lobe, as shown in Fig Because the capability of modern radar receiver to detect weak signals is continuously improving, some radar side lobe radiation and reception can also detect false echoes of short range and strong A A A Fig.1-17 Secondary side lobe echoes targets due to secondary side lobe radiation, namely, side lobe indirect false echoes and side lobe multiple false echoes. But the side lobe radiation is about 20 to 30 db weaker than main lobe radiation, compared with normal radar echoes, false echoes by secondary side lobe radiation are usually much weaker. This is often accompanied by main lobe indirect false echoes and main lobe multiple false echoes at the same time, making the radar picture confusing. The instructor could explain the effects of radar receiving by side lobe indirect false echoes by use of Fig In this illustration, A' is the schematic diagram of side lobe indirect false echoes. It should be noted that the secondary side lobe indirect false echoes have rare occurrences and can be observed occasionally only in a few high gain receiver systems, and they are mostly side lobe indirect false echoes..4 Causes and effects of the second trace echoes Under super-refraction conditions, the radar energy travels to greater distances than under normal atmospheric conditions. This means that echoes from long range targets can be detected with, the distance exceeding over pulse repeat period, and the echoes are displayed on the "second trace". As shown in Fig.1-18, the return from a target situated beyond the maximum displayed range may be received after the next pulse has been transmitted. It can be erroneously displayed as a target at a much shorter range. It is generally termed the "second trace echo" effect.

58 Annex, page 56 Trigger Tx pulse Echo T 1 2 Echo of previous transmitting pulse Sweep RR Fig.1-18 The features of second trace echoes: Principles of second-trace echo The bearing of second trace echoes is right, but the display distance loses a range of CT/2; The second trace echoes will have a distortion compared with the actual target. For example, an echo of straight shoreline at long range is displayed as "V" picture; If range selection is changed, range of false echoes will change, distort or disappear; The movements of second trace echoes are unreasonable on the screen. It can be observed that motion of the echo is abnormal in the display by changing the range scale to identify the false echoes..5 Effects on radar picture of power lines, bridges crossing rivers and estuaries, low altitude aircrafts If an overhead power line is vertical with the river and estuary, the cable echo is fixed ahead of the ship, and no matter how the ship moves, the echo is always in the bow direction of the ship. If the overhead power line cross the river and estuary with an angle, no matter how the ship manoeuvres, the ship always has a collision risk with the cable echo. For easy identification, some radar reflectors are installed on the cable at intervals. Due to bearing discrimination, it is possible that the echoes of reflectors look like the dyke-dam blocking up the channel for radar of very strong detecting ability. Fig.1-19 shows the echoes of an overhead cable across a channel. Low altitude aircraft may also be detected by radar, presenting a quick jumping echo on the screen. If it is acquired by radar target tracking, the lost target alarm may arise after a short period.

59 Annex, page 57 Cable echoes Fig.1-19 Echoes of an overhead cable across channel.6 The effect of the ship in seaway The pitching and rolling of a ship may lead to echo glint and the periphery of the echo is blurred. Weak echoes appear flickering on the screen. 1.7 Performance standards for radar equipment in the Resolutions A. 477(XII), Annex 4 of MSC. 64(67) and MSC. 192(79) This sub-topic can be discussed separately; or in combination with Sub-Topic 1.4. This helps the trainees to develop an understanding of the subject knowledge and radar performance standards..1 The requirements for detection range (maximum and minimum range) (1) The requirements for detection range in the resolutions A. 477(XII) and Annex 4 of MSC. 64(67) Maximum range Under normal propagation and in calm conditions, when the radar antenna is mounted at height of 15 m above sea level, a minimum range is showed as Tab.1-1. Minimum range Tab.1-1 Minimum detection ranges Target Description Detection Range (nm) Shoreline, when the ground rises to 60 metres 20 Shoreline, when the ground rises to 6 met 7 A ship of 5000 tons gross tonnage, whatever her aspect 7 A small ship of 10 m in length 3 A navigation buoy having an effective echoing area of approximately 10 m 2 2

60 Annex, page 58 The surface objects specified in Tab.1-1 should be clearly displayed from a minimum range of 50 metres up to a range of one nautical mile, without changing the setting of controls other than the range selector. (2) The requirement for detection range in the MSC.192(79) PS Maximum range In the absence of clutter, for long range and shoreline detection, the requirement for the radar system is based on normal propagation conditions, in the absence of sea clutter, precipitation and evaporation duct with an antenna height of 15 m about sea level, and based on an indication of the target in at least 8 out of 10 scans or equivalent and a probability of a radar detection false alarm of Tab.1-2 Minimum detection ranges in clutter-free conditions Target description Type Height above sea level (m) Detection range (nm) X band S band Shorelines Shorelines Shorelines SOLAS ship (>5,000 GT) SOLAS ship (>500 GT) Small vessel with radar reflector Navigation buoy with corner reflector Typical navigation buoy Small vessel of length 10 m with no radar reflector Minimum range With the own ship at zero speed, an antenna height of 15 m above the sea level and in calm conditions, the navigational buoy in Tab.1-2 should be detected at a minimum horizontal range of 40 m from the antenna position and up to a range of 1 nm, without changing the setting of control functions other than the range scale selector. Compensation for any range error should be automatically applied for each selected antenna, where multiple antennas are installed..2 The requirements for accuracy (range and bearing measurement) The radar system range and bearing accuracy requirements are shown in Tab.1-3. Tab.1-3 The range and bearing accuracy IMO Resolution Range Accuracy Bearing accuracy A. 477(XII) 70 m or 1.5% of the range scale in use, whichever is greater. 1 MSC. 64(67) MSC. 192(79) 30 m or 1% of the range scale in use, whichever is greater. 1

61 Annex, page 59.3 The requirements for discrimination (range and bearing) The radar system range and bearing discrimination requirements are shown in Tab.1-4. Tab.1-4 The range and bearing accuracy Resolution A. 477 MSC. 64(67) MSC. 192(79) Conditions In calm sea conditions, on a range scale of 2 nm or less and at between 50% and 100% of the range scale selected. In calm sea conditions, on a range scale of 1.5 nm or less and at between 50% and 100% of the range scale selected. Range discrimination Bearing discrimination 50 m m 2.5 Demonstration and practical training 1-1 Demonstration of radar system configuration and installation location (0.5 h) (1) Training objective The contents of this topic include the basic theory and operational principles, and this topic is the foundation of this course. Through this topic, instructor can help trainees to understand radar system configuration and installation location of a basic radar, and to be familiar with basic information of radar picture. (2) Training mode Use the live radar or adopt other teaching approaches, for example, videos, etc. (3) Training procedure Demonstrate radar configuration, including antenna, transceivers, display system, T/R switch and power supply, THD, SDME, EPFS, AIS, ENS and VDR, etc. Demonstrate the installation location of the radar components on board. Demonstrate the radar echoes, heading line, EBLs, VRMs and RR, CCRP, etc. Assessment techniques Assessment upon completion of the topic can be conducted in forms of written examination, oral test, discussions and class records, etc. in order to assess whether a trainee satisfies the required performance. Focusing on the fundamental principles in this topic, the trainee shall (1) acquire the knowledge of radar system configuration, radar installation location and the fundamental principles of a marine radar system; (2) understand the radar performances and factors affecting them;

62 Annex, page 60 (3) identify the information derived from radar picture correctly; and (4) be aware of the factors that may lead to misinterpretation of radar picture. Teaching guidance With the development of navigation technology and information innovation, the radar is no longer a stand-alone observation unit but rather an integrated navigation information system which performs multiple functions including position fixing, navigation and collision avoidance based on important navigation information from sensors. In this regard, as required in the performance standards of Integrated Navigation System (INS), the radar system has the primary functions of INS. The instructors should be well aware of the change and impact on radar navigation training and lead the trainees' to build up the concept of radar navigation from an information navigation perspective. The fundamental principles of marine radar system are the basis of this course and the prerequisite for trainees to develop a proper understanding of radar and ARPA information in position fixing, navigation and collision avoidance, and put it into use. As an important component of INS, the sensor system which provides course, speed, position and timing to the radar system should adopt the same Consistent Common Reference System (CCRS) with other integrated information processing terminals so that the operator can acquire consistent information from different displays. It is advised that the instructors should highlight the indispensable role of the marine radar system in safe navigation in the context of information navigation with GNSS as the cornerstone and AIS as the trigger. With the ever-increasing contradiction between shipping development and navigation safety, higher standards for radar sensor system are adopted. Azimuth stabilised presentation mode is essential to ensure the proper operation of digital information processing system in a modern radar. Hence, the officer in charge of a navigational watch has no choice but use the azimuth stabilised presentation to maintain safe navigation. The latest navigation technology provides abundant multi-sensor information to radar system. In accordance with IMO radar performance standards, the speed sensor should provide the stabilised mode with speed over the ground and speed through the water. It is advised that, in the course of instruction, the instructor interact with the trainees and explore the effects of various speed modes on radar navigation and collision avoidance so that the trainees can fully understand the necessity and complexity of speed mode selection for safe navigation. It is also advised that the instructor should facilitate the trainees in developing a gradual understanding of the changes of radar performances, functions, operations and applications in the trend of navigation informatisation, on the basis of their mastery of the fundamental radar principles. Furthermore, after the trainees have learned the basic theory on measurement of target range and bearing by radar, the instructor may, use teaching aids such as projectors, video and CBT, etc. to highlight the significance sensors and its integrity to the safety of radar navigation. In order to help the trainees achieve better understanding of the fundamental principles of radar, it is advised that the instructor use a live radar set as well as videos to demonstrate the

63 Annex, page 61 configuration of a radar system, the components of a basic radar and the radar picture information. The key points, requirements and teaching instructions of this topic include the following aspects: (1) Radar fundamental principles mainly include the principles of measuring target range and bearing, radar system configuration, basic radar components and primary information of radar picture. Trainees are required to fully understand the principles. (2) Radar detection performances include maximum and minimum detection range, range and bearing discrimination, range and bearing accuracy. Trainees should be familiar with factors which affect these performances. In class, it is recommended that the instructors make use of sketches, radar video recordings or pictures to help the trainees to have a good understanding of the factors. Meanwhile, the following aspects should be highlighted: The main factor affecting the maximum detected range is the receiver sensitivity. The main factor affecting the range accuracy is the time synchronisation error. The main factor affecting the bearing accuracy is the bearing synchronisation error. The main factor affecting the range discrimination is the pulse length. The main factor affecting the bearing discrimination is the horizontal beam width (HBW). Moreover, it is necessary to remind the trainees of the significance in knowing how to identify the long range target (beyond sea surface radar horizon) and short range target (within sea surface radar horizon) by radar detection horizon formula. It might also be a good suggestion to incorporate Sub-topic1.7 into Sub-topic 1.4 to suit practical needs. (3) Radar false echoes include indirect false echoes, multiple echoes, side lobe false echoes and the second trace echoes. Induction or tabulation teaching methodologies might facilitate the trainees in understanding the causes, features, identification and suppression of various false echoes. (4) Radar clutters include sea clutters, rain clutters and radar interferences. Trainees are required to be familiar with the features of the various clutters and their influence to radar observation (The suppression methods will be discussed in Topic 2). Note that videos and pictures showing the live radar observation scenarios at sea are very helpful for the trainees to understand how the clutters/interferences affect the radar observation.

64 Annex, page 62 2 Radar setup and operate in accordance with manufacturer's instructions Detailed teaching packages As for the operation of radar, this topic mainly introduces the basic methods of operating the main controls and the general steps of switching on and off, the essentials of setting up and maintaining the optimum display, and the operations of measuring range and bearing accurately. Radar operation directly affects the observation, position fixing, the accuracy of navigation, collision avoidance, and the safety of navigation. A radar operator needs to accumulate experience in a variety of navigation conditions. So that they can use the radar in the observation, position fixing, navigation and collision avoidance properly. 2.1 Setting up and maintaining an optimum radar display.1 Main controls (power, antenna) The power control of radar includes ship's power supply, radar power switch and radar antenna safety switch. Ship's power supply is usually set onto "on" mode. Some sets are provided with a heating system in each unit, when the set is not working, ship's power will heat them. Radar power switch is usually located on the radar display unit. When the radar power starts working, except the high-voltage power of the transmitter, all other parts will be in working condition. After 3 minutes, automatic delay, time-delay relay contacts will be closed. The transmitter goes into the standby mode. Now the "Stand-by" indicates on the screen. Radar transmitter is ready to be transmitted. Antenna safety switch is usually located at the antenna base. When the technical staff maintains the equipment near the antenna area, this radar can be shut down, so that it cannot be switched on from the operator panel and the safety of personnel is ensured. (1) Preliminary procedures Ensure that the antenna is clear of obstacles; check that the ship's power supply is working properly; set the brilliance, gain, automatic clutter controls to zero. Set the range in medium or long scale. (2) Switch on Turn on ship's power supply; then turn on radar power switch. After the system enters into the "stand-by" mode in 3 mins, press the transmit switch and the radar starts transmitting. (3) Cautions Don't turn on the power immediately after it has been turned off, wait several seconds before the operator restarts the radar; Ensure to preheat the equipment in the standby mode for 20 to 30 minutes before setting it into the transmit mode after the magnetron has been replaced.

65 Annex, page 63.2 Transmitter controls (Transmit switch/pulse length/pulse repetition frequency) (1) Transmit switch Transmit switch is used to control the radar transmitter. Turn the switch from standby to active mode, then transmitter starts transmitting and radar is fully operational. Operate this switch again, radar returns to standby mode. Consider the following while using this equipment: While on duty, it's best to use radars alternately. When the radar is not in use, it can be set temporarily into standby mode, in order to prolong the service time of magnetron. In a complicated navigational situation, such as restricted visibility and the congested waters which contain more navigational hazards and ships, it is suggested to use two or more radars simultaneously. One is used for lookout, position fixing, navigation and the other for collision avoidance. The radar operator should select different range scales to ensure the safety of navigation. If out of service for a period of time, warming-up period must be extended in order to remove the risk of dampness and ensure that the magnetron is fully preheated. After the magnetron is replaced, the operator should strictly comply with the magnetron preheating procedures and the preheating period must be more than 0.5 h. Whether the ship is proceeding at sea or berthing, the radar is expected to set into Standby mode in order to reduce the radar interference. (2) Pulse length Pulse length selector is used to adjust the pulse length. A long pulse length can be selected for long range scale to enhance the detecting ability. A short pulse length can be chosen for a sharp image and good range discrimination. The change of range will cause the change of pulse length and pulse repetition frequency. Pulse length can be selected within 2~3 choices in the same range. The short pulses are used on the short range scales and can be appropriately changed to the longer ones, while the long pulses are used on the longer range scales and can be appropriately changed to the shorter ones as well. it is suggested that the instructor demonstrate the influence of pulse length on radar observation by switching between different range scales. (3) Pulse repetition frequency Radar transmits short pulses on short range scales. The increase of the pulse repetition frequency can gain on the accumulation numbers of pulse-echo, so as to enhance echo intensity and improve the accuracy of the echo. In long range scales, it is ensured that the farthest echoes can be received within a transmitting period by decreasing the pulse repetition frequency. Once the initial pulse is transmitted and received, the next pulse will be transmitted. Otherwise, the target detected by the first transmitted pulse will appear in the next scan and be displayed on the screen. It is called the second-trace echoes, which will affect the radar observation.

66 Annex, page 64 As mentioned above, when the range is changed, automatically so does the pulse repetition frequency. Some radars are designed with the second-trace echoes cancellation control which is accomplished by changing the pulse repetition frequency..3 Receiver controls to give an optimum picture (Tuning/Gain/Anti-clutter sea) (1) Tuning The tuning control is to adjust the output frequency of the local oscillator, so that the output of frequency converter is stable in nominal intermediate frequency. Radar has a tuning indicator and the tuning control should be adjusted to its maximum value. Then adjust the control carefully, until echoes will be complete and clear. If tuning is not accurate, there will be problems with vague echo edge, unsaturated brilliance, sparse echoes and poor contrast. Modern radar is usually designed with AFC or AUTO-TUNE control. It is recommended to use manual tuning to adjust radar before using AUTO-TUNE. Then contrast the images to ensure the fine auto tuning. If the radar screen appears with large areas of clutter or land echoes which are suspected as SART echoes, the operator can temporarily adjust the tuning control to mistune mode. In this mode, the target echo will be weakened or disappear and the unique echo of SART is highlighted. After the SART position is determined, the radar should be tuned immediately to ensure the normal observation. Some radars are equipped with SART observation control. It is equivalent to make the radar receiver in the mistune mode and expand the bandwidth through using this button. It can highlight SART echoes in case of no interference from other echoes. (2) Gain The gain control is used to adjust the amplification degree of intermediate frequency amplifier and it is also called the receiver sensitivity control. The initial optimum position of the gain control should make the speckled background noise just visible. As shown in Fig.2-1. If the gain is set too low, the brightness of small or poor target echoes will be weak and the Excessive gain The gain decreases gradually Optimum gain Fig.2-1 Gain adjustment echo is easy to lose. If the gain is set too high, the strong echoes will saturate the display and deteriorate echo contrast, which cannot show the details of the echo. At the same time, the speckled background noise will be enhanced and the image will become chaotic. When navigating in the narrow channels, the targets in the short distance can also be detected by the radiation beyond the horizontal beam width of radar. Therefore decreasing

67 Annex, page 65 the gain at this time can obtain higher precision. If there are indirect echoes, multiple echoes or side-lobe echoes, the radar's gain should be reduced appropriately, so as to weaken or even eliminate the confusing influence caused by false echoes. (3) Anti-clutter sea The radar pulses are reflected in every direction by the waves. Part of the reflected energy is received by the radar antenna, and then scaly shiny spots are formed. It may interfere with radar images. This is called sea clutter. The sea clutter interference will be stronger at close distance, the closer the distance, the stronger the sea clutter interference. The interference caused by medium waves is 3 ~ 6 nm, while the clutter caused by large waves can reach 8 ~ 10 nm. Interference becomes rapidly weaker over a longer distance. Before using the anti-clutter sea, the gain should first be adjusted. It is recommended to adjust STC according to the actual sea state, as shown in Fig.2-2. Ensure that weak echoes can be detected as much as possible. Don't adjust the STC too high. In general, it is better to keep showing some sea clutter. Sea clutter The breakwater echo is covered by sea clutters Sea clutters decrease The Breakwater echo is clearly visible Land echoes Increase STC gradually Echoes in short range become weaker Long range echo is not affected Fig.2-2 STC effect.4 Display controls/menus (Display, menus and controls; Range selector; Heading line control; Off-centring display; Fixed Range Rings; VRMs; EBLs; Cursor; Ant-clutter rain; Automatic anti-clutter; Interference rejection; Echo Stretch; Echo Average; Target trails) (1) Display, menu and controls In the early days, radar applied plan position indicator (PPI) and showed low brilliance. It can only display radar echoes with simple measurement tools (such as VRMs and EBLs). However, modern radar usually uses raster display to replace the PPI, as shown in Fig.2-3. The radar echoes display area still adopt plan position display mode, which is called working display area. The functional areas can be divided into the operation menu, the target data display area, the operation status indicator area and the ship information display area and other areas.

68 Annex, page 66 (2) Range selector There are many factors that affect the range selection, such as the open level of the sea, weather and sea state, ship traffic density, ship's speed and the observation frequency of radar. In general, it is not suitable to start radar observation from short range scales. Changing range from long to short helps to know ship traffic density and observe the shoreline distance and navigational hazards and determine a safe speed. Operators should pay attention to the influence of range operation on radar information. It provides more information in long range scale, while in short range scale the measurement accuracy will be higher and the information is more intensive. The range selection should always depend on the variable position of the targets. The minimum range which covers targets is usually selected, in order to make sure the radar observation has a high accuracy. In poor visibility, frequent range switching should be conducted any time. A clean radar image doesn't mean there are fewer targets. Do not change the range to long range scale when there are close dangerous targets. The change of range scale may also cause the change of the display brilliance. It may neglect small or poor targets in this case. Suspected second-trace echoes can be identified by a range change. The effective range for collision avoidance is 3, 6 and 12 nm. (3) Heading line control Generally the heading line control is a spring switch. When pressed, the heading line disappears and will reappear when released. The operator should use frequently the heading line switch, to confirm whether the weak target is covered by the heading line. This is a routine practice for the operator. (4) Off-centring display When navigating at open sea, the range between 6 ~ 24 nm is often selected so as to be well informed of the navigation conditions around the ship at any time. During the offshore navigation, in order to ensure the observational accuracy, the range is usually between 3 ~ 12 nm. Setting off-centring display not only ensures the observational accuracy, but also increases the observation range in a set direction. (5) Fixed Range Rings Conning display Operation status Operation status Fig.2-3 Display area Operation status Operation status Display, menu and controls Menu and data display Fixed range rings provide radar with a reference calibration mark for estimating the range of target. Fixed range rings much more convenient to measure the close moving target.

69 Annex, page 67 Normally RRs shall be displayed, but the brightness should not be set too high, in order to avoid the impact on target observation. (6) Variable Range Markers VRMs can be used to accurately measure the range of targets. VRM error should be inspected on each voyage or every month (whichever is less), but generally modern radar does not need to calibrate the VRMs. Together with VRMs and EBLs, the operator can predict the moving trend of targets by accurately measuring two continuous positions. (7) Electronic Bearing Lines EBLs can be used to measure the bearing of targets. Generally EBL takes the form of a continuous or dashed line which originates from the own ship position to the edge. EBLs can also use off-centring display mode. By fixing the origin to the target, the bearing between targets can be measured. When proceeding in near-coastal waters, the operator can use EBLs as the parallel index lines for navigation. (8) Cursor Modern computer-based radar has a cursor to display the position with longitude and latitude where the cursor is located as well as the relative distance and bearing to the own ship. The operator can use the cursor to measure the distance and bearing of targets quickly. However, it is of low accuracy and not suitable for accurate measurement of the target's location. For radar collision avoidance function, the cursor can be used to select radar tracked targets or AIS reported targets. The cursor controls the radar function via the menu in the screen dialogue area. (9) Anti-clutter rain The anti-clutter rain can detect and reserve all the leading edges of echo pulse and eliminate their trailing edges. Comparing with useful echoes such as ships, islands, navigational aids, and coastlines, the snow/rain echoes are wider and weaker. After initiating the anti-clutter rain, it will filter out most of the clutters, leaving only the front part of rain/snow area clutters, and the display strength is greatly weakened. However, other useful echoes are generally narrow and strong. In comparison, there will be less loss of energy after the removal of the rear edge of echoes, and its cutting-edge will also be clearer and brighter than the snow/rain clutter frontier. Therefore, after rain/snow clutters suppression, the signal to clutter ratio of useful video signal to rain clutter will be significantly improved. It is worth noting that, after rain/snow clutters suppression, all echoes are subject to varying degrees of suppression and some weaker echoes may be lost, as shown in Fig.2-4. In general, when the anti-clutter rain is used, the radar picture displays the following characteristics:

70 Annex, page 68 All echoes are weakened. The target front edge will be highlighted and the rear edge weakened or dissipated. The large area of continuous land echoes is split by "differentiation", showing the frontier of land projection. Fig.2-4 Rain suppression effect It improves the range discrimination of the target. It may lose small or weak targets. When anti-clutter rain is used in certain circumstances, the following should be noted: If the observed target locates in the rain/snow area, with the use of FTC, the gain should be reduced. This is because the target echoes located among the rain/snow area are usually stronger than the rain/snow echoes. Such operation can further reduce the influence of the frontier of rain/snow echoes on the target and highlight them. If the observed target locates near the rain/snow area, with the use of FTC, the gain should be increased. This is because the radar pulse through the rain/snow area was greatly attenuated. Such operation can compensate for the attenuation on the radar pulse. If the observed target locates behind the rain/snow area or far away from it, and the echo is weaker than rain/snow interference, the operator does not need to use the FTC but to increase the gain directly. This is because the target on the screen has a better separation with rain/snow echoes, and the echoes have been very weak. Using FTC will further weaken the target echo. If there is no rain or snow, in order to improve the target range discrimination, FTC can also be appropriately used. FTC can also be used to suppress multiple echoes, indirect echoes and side-lobe echoes.

71 Annex, page 69 (10) Automatic anti-clutter Radar based on modern digital signal processing can suppress sea clutter and rain/snow clutter automatically. The effect of automatic anti-clutter on the ocean is satisfactory. For navigation in the complicated coastal environment, the technologies adopted by different manufacturers are different. In order to ensure the ability to detect weak targets nearby strong clutters, land echoes or active radar beacons, it's suggested not to use automatic anti-clutter. After the use of automatic anti-clutter, there will still be small amount of clutters remaining around the radial scan centre especially on rough sea with a higher antenna. (11) Interference rejection (IR) Interference rejection is a video processing method which uses radial scan line correlative detection technology, doing correlation detection for two or more scan lines. Therefore, unstable weak echoes will be much decreased. (12) Scan correlation Scan correlation is based on modern digital signal processing, which perform correlation detection to multiple consecutive whole scanning images of radar so as to remove interference and noise more efficiently. But it also removes unstable echoes of weak targets, fast targets and marginal information of targets. Therefore, it should be used cautiously while fast and weak targets within close range should be identified. (13) Echo Average Echo average is based on scan correlation, which does averaging to two or more images. The intensity of reliable echoes is unchanged, but not clutter. After averaging, screen display brightness is reduced, thereby improving the SNR of the screen echo signal. It's applied to situations where the density of sea clutter or rain/snow clutter is low. To some extent, it can improve the ability to detect targets in the clutter. For example, in ground-stabilised true-motion presentation, the ability to detect fixed targets such as a light buoy in waves can be enhanced by this control. But it's unfit for a situation where small high speed targets exist. Obviously, the echo average should be used in the azimuth stabilised display mode. Do not use this control in rough seas. (14) Echo Stretch Echo stretch is a video processing method which amplifies the echo image information in order to be observed. There are three ways to conduct echo stretch: Bearing stretch. Echo laterals stretch when the leading edge and trailing edge of echo remain unchanged. Range stretch. The trailing edge of echo stretches when the positions of the leading edge and both sides remain unchanged. Bearing and range stretch. Echo stretch on trailing edge and laterals simultaneously.

72 Annex, page 70 Weak target echoes can be extended by echo stretch, but also for noises. Therefore, suppress noises before using echo stretch. (15) Target trail Target trail is the track recorded by screen afterglow over a period of time, a shown in Fig.2-5. There are true target trails, relative target trail, sea-stabilised target trail and ground-stabilised target trail. True target trail can only be obtained with sensor information of THD and SDME. Through observation of true target trail, the operator can easily determine the ship's encounter situation and estimate target ship's speed. Through observation of relative target trail, the operator can quickly determine whether risk of collision exists or not. Fig.2-5 Target trails.5 Correct order of making adjustments to radar and the criteria for optimum setting of the controls Radar start-up operating sequences are generally as follows: (1) Make sure that the antenna is clear of obstacles; turn on the antenna power switch and radar power switch. (2) Preheat for 3 minutes, and then transmit. (3) Set brilliance to proper condition and anti-clutter control to zero position. (4) Set input information of heading and speed. (5) Select medium or long range scale. Set the presentation of radar picture. (6) Set gain so that the sparkled background noise is just visible. (7) Manual tuning firstly to maximum level of the tuning indicator, and then switch to automatic tuning. Tuning again 10 minutes later. (8) Select the appropriate range scale according to the needs of the navigation environment. (9) Adjust A/C sea control to break up the sea clutter into small dots so that small targets become distinguishable.

73 Annex, page 71 (10) Adjust Interference Rejection control if necessary. Choose Interference Rejection level to reduce interference that has little impact on weak echoes. (11) Adjust A/C Rain control if necessary to split up unwanted rain echoes into a speckled pattern, so as to make useful targets distinguishable..6 Small or poor echoes detection The detection of small targets is the key to the safety of navigation. In case of improper brightness, improper tuning, too low gain, too much suppression of sensitivity-time control (STC), using fast-time control (FTC) in fine weather, using interference rejection (IR) without same-frequency interference and using automatic anti-clutter, scan correlation and echo average in the azimuth unstabilised display mode, the risk of loss of weak targets, especially the fast weak target within the close range will increase..7 The effects of saturation by receiver noise The excessive gain with more receiver noise will cause amplifier saturation, which can neither enhance the target's display brilliance nor increase SNR. Hence the strong targets will be hidden in the noise. Besides, the target echoes will scatter so that range discrimination and range accuracy will be reduced..8 The importance of frequent changes in range scale The importance of frequent changes in range scale is: (1) Balance far and close targets, and be aware of the surrounding traffic density, the positions of obstacle, danger, navigation target and coastline with respect to the own ship. (2) Obtain a large amount of information at long ranges; obtain high precision of information at short ranges. (3) Obtain the overall traffic awareness at long ranges, avoid collision at short ranges. (4) Second-trace echoes can be recognised..9 Different types of display modes (1) Relative-Motion Presentation In relative-motion presentation, CCRP (and the radial scan centre), which always represents the effective position of the observing ship, is stationary. In consequence, targets exhibit their motion relative to the observing ship. The targets' motion equals to the sum of their true velocity vector and the own ship's true velocity vector. In particular, in the absence of any leeway, the movement of fixed targets at sea is reverse and isokinetic with the own ship, and the movement of target's ship with the same velocity vector of the own ship is stationary. If CCRP coincides with geometric centre of workspace, it is called centre display mode. Otherwise, it is called off-centred display mode. On selection of off-centred display, there are more display areas ahead so that targets can be observed expediently.

74 Annex, page 72 Relative-Motion Head-Up presentation Relative-motion head-up presentation is often described as unstabilised mode. Radar can work properly without other sensors information in this mode. The characteristics are as follows: I. The characteristics of relative-motion presentation as described. II. Heading line connecting CCRP at the top of the display (000 ) indicates the own ship's heading. The displayed radar picture corresponds directly with the scene viewed through the wheelhouse window in this mode only. The relative bearing of the targets can be obtained in this way. III. Yawing movements of the ship will cause echo swing. The afterglow trail of targets and accumulation of echoes will be lead to a false appearance that the bearing of a target is changing, while in fact the true bearing remains constant. If the ship's course is altering while the heading line remains constant, the picture will rotate in reverse direction. This will affect observation, especially when the own ship is altering heading rapidly and significantly and fast and the target's echoes become blurred. IV. Intuitional observation can be obtained; it is applied to collision avoidance at a calm open sea. V. Unfavourable to position fixing, navigation and environment in which course is changed frequently, such as a ship entering into port, narrow waterways and mostly coastal waters. VI. Target trails, anti-clutter control and target tracking (TT), etc. which can work properly only in stabilised display mode, will be restricted. For a radar in normal working condition, the Head-up orientation mode is not a regular function in accordance with IMO radar performance standards. When heading sensor is not functional, this mode will be used as a backup and fallback mode with an alarm indication. 215 Before alteration Fig.2-6 Scenarios on chart Altering It is worth noting that some types of radars are provided with Head-up TB (True Bearing) mode. Radar echoes are shown in the same way as in the head-up mode. The difference

75 Annex, page 73 from normal head-up presentation lies in the orientation of the bearing scale. The bearing scale is heading sensor stabilised. This adapted H-up presentation is known as H-up TB presentation. Visual illustrations help to have a direct and clear understanding of the characterises of radar pictures in various display modes. The chart scenarios are illustrated in Fig.2-6. Fig 2-7 shows the characteristics of RM H-up presentation CCRP CCRP (a) Before alteration (b) Altering Fig.2-7 RM H-up Relative-Motion North-up presentation This is stabilised bearing display mode that requires access to information of the own ship's heading. Display characteristics are as shown in the Fig.2-8: I. The characteristics of relative-motion presentation as described. II. The top of screen represents the true north; heading line is from CCRP to the own ship's true heading. The displayed radar picture corresponds directly with the paper chart in use. True bearing of targets can be obtained directly by bearing measurement. III. When the ship is yawing in bad weather and rough seas or the own ship is altering course, heading line is changing with the ship's heading. The echoes are maintained stable and clear to facilitate observation CCRP CCRP 180 Before alteration 180 Altering Fig.2-8 RM N-up

76 Annex, page 74 IV. It is applied to position fixing, navigation and environment in which course is changed frequently, such as a ship entering into port, narrow waterways and coastal waters. V. When it is used in collision avoidances, especially heading in 090 to 270, the operator should be aware that radar picture is contrary to the observation from the bridge windows. Relative-Motion Course-up presentation This is also stabilised bearing display mode which requires access to the information of the own ship's heading. Display characteristics are as shown in the Fig.2-9: (a) Before alteration (b) Altering (c) New C-up Fig.2-9 RM C-up presentation I. The characteristics of relative-motion presentation as described. II. The heading line, which represents the own ship's course from CCRP to the own ship's true heading, points to the top of screen. The bearing scale on the screen is driven by the heading and 000 represents true north. The displayed radar image is similar to the visual observation by the operator through the bridge. True bearing of targets can be obtained by bearing measurement. III. When the ship is yawing in bad weather and rough seas or the own ship is altering course, this mode has the characteristics of north-up orientation. Heading line is changing with the ship's heading. The echoes are stable and clear to facilitate observation. IV. After the course is altered and the own ship's course is steady, press "course-up" control, and radar picture will be rotated rapidly and restored to new course-up state. It can avoids the problem of fuzzy target trailing in Head-up display mode when the ship is altering course. V. For both navigation and collision avoidance, course-up mode is suitable for open waters. But in most situations, the true north is inconsistent with the paper chart, which is not conducive to target identification and position fixing.

77 Annex, page 75 (2) True-Motion Presentation This display mode requires the own ship's heading and speed to be transmitted to the radar. In true-motion presentation mode, the CCRP (and the radial scan centre) represents the own ship's position, and is going ahead with the own ship's course and speed on the screen. If the operator uses speed through the water (STW), the drifting ship is stationary and the land will move with speed and reverse direction of current. Water true-motion mode is applied to collision avoidance. STW can be obtained by the ship's log in water tracking mode. The speed can also be inputted manually so that the radar can work in water true-motion presentation. If the operator uses speed over the ground (SOG), the island and other fixed objects are stationary and the own ship and target ships move in accordance with its track on the screen. Heading does not indicate the direction of movement of ships on the waters with current. Ground true-motion mode is applied to narrow waterway and navigation of ship entering and leaving port. There are many ways to achieve SOG, such as doing correction of set and drift on STW mode, using ship's log in seabed tracking mode, using electronic position fixing system (EPFS, such as GPS) etc. SOG can also be obtained by radar ground referencing function. It can check the accuracy of SOG by observing whether a fixed target drift or not. According to the provision of radar performance standards, the radial scan centre shall be at any point at least 50% and not exceeding 75% of the radius from the centre of the operational display area. The radial scan centre can be retuned manually any time for better observation. On true-motion presentation, the radar can provide the three orientation modes as described. Since TM head-up presentation does not indicate true movement, this mode is not available on modern radar. When the own ship's heading information is lost, radar will alarm and carry out Head-up orientation mode. When the own ship's speed information is lost, radar will also sound alarm and carry out off-centre relative-motion presentation..10 Advantages and limitations of different types of presentations Different types of display mode satisfy the different applications of radar. In relative-motion mode, continuous observation of echoes is useful for determining the risk of collision and make an early decision to avoid collision. Because radar function is restricted in head-up orientation mode, the operator shall avoid using this mode when the radar system works properly. In coastal waters, when radar position fixing and navigation is conducted with paper charts for target identification, it is better to use north-up orientation mode. When proceeding along the coast, on the narrow waterways or on entering/leaving port, with the ship yawing and altering course frequently, it is better to use course-up orientation mode which is suitable for collision avoidance. With ECDIS, course-up orientation mode is also suitable for position fixing and navigation. When conducting collision avoidance in water true-motion mode, the operator can easily and accurately determine the target ship dynamic movement and make avoidance decisions according to encounter situations and the International Regulations for Preventing Collisions

78 Annex, page 76 at sea. In true-motion mode, the motion of target ship is unrelated with the own ship's manoeuvring, which benefits monitoring the movement of target ship during and after avoidance of the ship. In the ground true-motion presentation, the operator can monitor the ship's dynamic movement with respect to coastal and fixed obstruction. This mode is the best choice when the ship navigates in narrow waterways and in port. It is worth noting that the operator must strictly distinguish the water stabilised mode and the ground stabilised mode. Where current is strong, it is recommended to use the sea-stabilised mode in collision avoidance or the ground stabilised mode in navigation, especially when navigation environment is restricted and visibility is poor..11 The need for heading information for relative stabilised display, and heading and speed input for true motion presentation (1) Azimuth-stabilised presentation Azimuth-stabilised is a presentation mode in which heading reference input is used to orientate the heading line on the radar display. In the absence of stabilisation, the image would rotate by an amount equal and opposite to any change in observing ship's heading. The heading stabilisation signal is used to simultaneously produce a commensurate rotation of the image in the same direction with the change of heading. As a result, it eliminates the angular wander of the image due to yaw. Not only does this eliminate the masking of targets by the afterglow generated during an alteration of course, but it allows true bearings to be read off directly and quickly from the fixed bearing scale. (2) True-motion presentation In a correctly adjusted true-motion presentation, it is essential to input course and speed information from THD and SDME sensors. The echo movement of the own ship and all targets are rendered independent of the observing ship's motion. This is achieved by making the origin of the image to track across the screen in a direction and at a rate which correspond with the motion of the observing ship. True-motion mode can be divided into true-motion mode relative to water and true-motion mode relative to ground. See above for details..12 Effects of transmitting heading error on stabilised and true motion presentation If azimuth-stabilised (North-up or Course-up) is selected, the displayed heading should be correctly aligned to the ship's true heading. Otherwise, errors in true bearings will be produced. A check should then be made to ensure that the transmitting heading follows the ship's heading..13 Effects of SDME error on true motion presentation When speed error exists, all the displayed tracks will be in error and that misleads the observer. An error in the own ship's log will produce non-zero speed indications on all stationary targets being tracked. It may also produce large errors in the aspects of very slow moving targets.

79 Annex, page Special controls/menu (Display mode, Speed controls, Reset controls, Heading information) (1) Display mode The radar has different image display modes in order to meet the requirements in different navigation environments. On operation control/menu, the radar has ship's motion presentation and orientation control. Motion presentations contain relative-motion and true-motion selector. Orientation modes contain head-up, north-up and course-up. (2) Speed controls The speed of the ship can be referred to sea and ground. Speed through the water can be used in ocean and collision avoidance. The sensor provided with STW is the ship's log in water tracking mode. The speed can also be inputted manually, but large error exists. Speed over the ground can be used in coastal navigation. The sensors provided with SOG include sea bottom tracking speed-log, GNSS equipment and radar, also, the speed can be inputted manually, but large error exists. (3) Reset controls There are two reset operations. In the case of course-up display mode, course-up reset is used to set new course. In the case of true-motion presentation, the reset for selected antenna position is used to set the own ship position on the display. (4) Heading information Heading information is provided by THD. According to SOLAS Convention, for ships of 500 gross tonnage or more, the heading is usually provided by the gyro-compass, and for ships of 300 to 500 gross tonnage by the magnetic compass. For the simulator, when compass repeater degree is incorrect, it should be calibrated in accordance with the instructions. According to the MSC. 192(79) PS, electronic means should be provided to align the heading line to within 0.1. However, the previous radar standards require that the errors of heading line must be less than Maladjusted controls and their effects and dangers Maladjustment of the controls may seriously affect radar observation. The operator should pay attention to adjusting radar anytime, anywhere and according to the needs of observation, so as to keep the radar in the best display mode. (1) Screen brightness and contrast disorder: the screen is too bright with excessive contrast; the image is not suitable for visual observation. Furthermore, it is hard to observe and distinguish image details. (2) Gain is too high so that echo loses focus, which will result in low resolution and measurement accuracy; gain is too low, which will result in loss of small target. New operators will often see an illusion by using raster display radar, thus inadequate gain will be used often.

80 Annex, page 78 (3) Most radar has automatic tuning, but every time for radar transmitting and bridge shift, it is very important to compare automatic tuning with manual tuning to confirm the reliability of automatic tuning. (4) Inappropriate range selection, or not timely range switching, is not conducive to comprehensive observation information obtained from the radar screen. The importance of regular range switching for radar observation is already mentioned above. (5) The adjustment of pulse length should comply with switching from long to short, mainly in short, timely switching in the short range, but switching from short to long, mainly in long, timely switching in the long range. The operating of long staying in one pulse length is inappropriate. (6) Maladjustment of A/C sea can cause the echoes of close targets submerged by sea (insufficient suppression) or lost (excessive suppression). Maladjustment of A/C rain may hide the echoes of targets nearby or in the snow area or lose small targets within the range. Using IR in the absence of same frequency interference or overly using IR will cause loss of weak echoes. In a complicated environment with all kinds of clutters, using a variety of clutter suppression and trying to display a clutter-free image may cause greater negative effects. (7) The function of digital signal processing methods involved, such as echo stretch, scans correlated, echo average and so on, should only be used when needed. Doing this may severely reduce the screen resolution and damage useful information, in particular small target information. (8) Target trail display Whether it is true trail or relative trail, they all leave afterglow of the own ship or targets on the screen. The afterglow is helpful to radar application, but the trail of a long stay on the screen will cause interference. Therefore, maladjustment can be avoided by cleaning the trail in the appropriate time..16 Detection and correction of maladjustments It is an essential operation to check and correct the maladjustment of control in order to ensure radar application. It requires the operator to operate in the long-term practice and gather experiences. The aim of radar control/menu is to ensure obtaining more comprehensive information at any given time of observation. Thus in case of radar observation, every operator is required to make comprehensive adjustments of radar control for the effect of each target echo. Any operation of radar control/menu for a specific image may cause maladjustment for other observations. Maladjustments should be recognised and adjusted instantly. Correctly adjust control to ensure radar lookout, observation, navigation and collision avoidance for the best effect of radar application. The content and sequence of checking control/menu is usually as follows: brightness and contrast, sensor set, display, tuning status, gain levels, pulse length, level of clutter suppression.

81 Annex, page Effects of incorrect speed setting and CMG correction on true motion displays Correct course and speed input must be fed in when the True Motion display is used. Errors of speed and heading can lead to target's true data error, and then result in the wrong assessment for the officer. The operator can determine whether the input errors of speed and heading exist by observing the stationary target..18 The purpose and use of the performance monitor The performance monitor shall be available (automatically or by manual operation) and while the equipment is operational, to determine a significant drop in system performance relative to a calibrated standard established at the time of installation. The sensitive element which makes monitoring possible is usually a unit known as an echo box or a transponder. A performance check should be carried out as soon as practicable after setting up and thereafter at regular intervals. The important basic rule for carrying out a performance check is to consult the manufacturer's manual and follow exactly the instructions given therein..19 Record of radar data (radar logbook, radar maintenance records, radar hand-over records) (1) Radar logbook The radar logbook can be available to assist the operator to record daily use. The form of radar logbook may vary owning to different ship owners. The operator needs to record the data of switch time, weather, sea condition, the ship's position and specific conditions when using it. (2) Radar maintenance records Maintenance records should record the content of scheduled and unscheduled maintenance work, including time, place, the name and number of consumables (should be consistent with the record of inventory) and signature, etc. Repair records should describe in detail the time and place of radar failure, symptoms, repairing time and place and a brief repairing process, the name and number of replacement parts, service provider and their contact information, inspection result and signature of acceptance after repairing, etc. (3) Radar hand-over records Radar hand-over is part of ship hand-over work. It includes the relevant materials of radar equipment and hand-over records of current radar working condition. The records should be co-signed by the shift officers and then archived. The changing history of performance monitoring data and the revision history of measurement accuracy should be recorded continuously at work. The diagram of radar

82 Annex, page 80 shadow sectors and short-distance blind area should be posted in the bridge and recorded in the radar logbook, and must be kept valid..20 Target detection affected by propagation conditions When electromagnetic wave is crossing the rain, snow, hail and fog zone, it not only causes the clutter, but also leads to the energy loss that will decrease the detecting ability of the radar. When sub-refraction occurs, the radar beam is bent downward slightly less than under standard conditions, and the detection range will be reduced, the low altitude targets may disappear from the display. When super-refraction occurs, the radar beam tends to be bent down slightly more and so targets may be detected at ranges which are slightly greater than standard. This can result in the detection of unwanted 'second-trace' echoes, which can be identified by changing range scale frequently..21 Effects of incorrect CCRP setting The consistent common reference point (CCRP) is a location on the own ship, to which all horizontal measurements, for example range, bearing, relative course, relative speed, CPA or TCPA are referred, typically the conning position on the bridge. Where multiple antennas are installed, there should be correct offsets for applying different CCRP positions for each antenna in the radar system. Otherwise, there exist measurement errors to the CCRP on the display. The setting of CCRP offset should be implemented when installation. The synchronization error should be calibrated first, and then CCRP position is set and adjusted according to the manufacturer's documentation. Demonstration and Practical training 2-1 adjustment (4.0) (see Page 79) Radar setup and 2.2 Accurate Measurement of ranges and bearings.1 Methods and accuracy of range measurement (fixed range rings, VRMs, cursor) The operator can use fixed range rings, VRMs and cursor to measure the range of the target (a) RR (b) VRM (c) Cursor as shown in Fig Fig.2-10 Three different methods of measuring the ranges

83 Annex, page 81 (1) Fixed range rings Fixed range rings provide the radar with a reference calibration mark for estimating ranges. According to the MSC. 192(79) PS, the accuracy of RRs should be 30 m or 1% of current range (whichever is greater). Fixed range rings can be used to estimate the ranges when the target distance needs to be estimated quickly under the large ranges (error is less than 5%). (2) VRMs VRMs can be used to measure the ranges. According to the MSC. 192(79) PS, at least 2 VRMs are required and should have a digital display window for activated VRMs. The error of VRMs should be the larger between 30 m and 1% of current range, while the previous standard is the larger between 70 m and 1.5% of current range. Before the use of VRMs for PPI radar, it should be calibrated with RR. This work can be done at any time, or at least each voyage or every month (whichever is less). But modern radar does not need to calibrate the VRMs. (3) Cursor Cursor can be used to measure the ranges quickly, according to the MSC. 192(79) PS. The accuracy of range measurement provided by the cursor should comply with the relevant requirements of VRMs..2 Accurate range measurement (1) The preparation before range measurement Adjust the radar picture to make the echo display clear. area. Select a proper range when the target is located in the 50~90% position of the display Select the front edge of the specific target. When measuring range for position fixing, appropriate targets which are clear, sharp, and isolated should be selected. When measuring ranges for multi-targets, measure them at abeam direction first, then fore and aft. (2) Accurate range measurement The VRM can be used for accurate measurement of a target distance. Different methods are available to measure the ranges for the long and short distance targets respectively.

84 Annex, page 82 If the target is within the radar horizon and the front edge is able to be detected, the echo of the front edge can be used to measure the target distance. Efforts should be made to keep the internal tangent between VRM and the target's echo so as to eliminate the error resulting from the influence of the size of pixels of the monitor. If the target is outside the radar horizon and the front edge cannot be detected, the echo of the rear edge is used to measure the target distance. Transmitter should be changed to shorter pulse, and the Gain of echoes should be decreased properly. Efforts should be made to keep the external tangent between VRM and the rear edge of the target's echo so as to eliminate the error resulting from the influence of the size of pixels of the monitor..3 Methods and accuracy of bearing measurement (EBLs, cursor) According to the MSC. 192(79) PS: A bearing scale around the periphery of the operational display area should be provided. The bearing scale should indicate the bearing as seen from the CCRP. Electronic means should be provided to align the heading line to within 0.1. At least two electronic lines (EBLs) should be provided to measure the true or relative bearing of any point object within the operational display area, with a maximum system error of 1 at the periphery of the display. Each active EBL should have a numerical readout. It should be possible to move the EBL origin from the CCRP to any point within the operational display area and reset the EBL to the CCRP. Cursor can be used to measure quickly the ranges, but the cursor only measures coarsely the ranges due to its large tolerance. Therefore, it is not an accurate tool to measure the position of the targets. N.B. According to the IMO performance standard on radar, the errors of measuring bearings must be less than ±1 ; the errors of the vessel heading line must be less than ±1 ; the input errors of the ship's heading must be less than ±0.5. For details please refer to Appendix I-5..4 Accurate bearing measurement (1) Preparation Adjust the radar picture to make the echo display clear. Select a proper range so that the target is located in the 50~90% position of the display area.

85 Annex, page 83 When measuring bearings for position fixing, appropriate targets which are clear, sharp, and isolated should be selected. To measure bearings for multi-targets, the operator should first measure them at fore and aft direction, then at abeam. For measurement of bearings for specific targets, refer to the following methods. (2) Accurate bearing measurement EBLs should be used to measure the target bearing accurately; different methods are applied to measure the bearings for different shapes and distances respectively. For point target, the centre of the echoes is selected as the measuring position; otherwise, we need to select a proper measuring position in terms of the different targets. If the target is within the radar horizon, the front edge is able to be detected; the echo of the front edge can be used to measure the target bearing. When measuring the target bearing, the gain of the echoes should be decreased properly, and the EBL should be tangent externally with the echoes so as to eliminate the error resulting from the influence of the size of pixels of the monitor. When reading the bearings, the width of horizontal beam of the antenna should be considered, if we measure the left of the echoes, the half-beam width should be added to the bearings. On the contrary, if we measure the right of the echoes, the bearings should be subtracted with the half-beam width. If the target is outside the radar horizon, the front edge cannot be detected; the centre of the echoes is selected as the measuring position..5 Errors in range and bearing measurement and correction (1) Range errors Select the minimum range to observe whether the shape of the linear target is curved or not. This adjusts and eliminates the time synchronisation error if there is a range error. Adjust the synchronous device of the trigger pulse in the display or set the delay time of the trigger pulse in the maintenance menu so as to ensure the shape of the linear target in short range recovers the linear shape, as shown in Fig A B Fig.2-11 The adjustment of radar range error

86 Annex, page 84 (2) Bearing errors Heading line errors In fine weather, when the ship docks, ensure the stability of the ship heading, choose H-up orientation mode and use 6 nm range scale, select a point target from 3 nm, use EBLs measuring the bearing, compare with Gyro, if the difference between the two values is more than ±1, there is a bearing error. Then adjust the error less than ±1 by referring to Fig.2-12 The range and bearing measurements between two targets by the off-centre of ERBL manufacturer's instructions. Compass repeater errors Compass repeater error will cause the fixed error of the heading line and the true bearing. The error can be eliminated through comparing radar compass repeater with the master compass, and then adjust the reading in accordance with the master compass. Generally compass repeater error can be inspected at any time, or at least each voyage or every month (whichever is less)..6 Bearing and range measurement by offset EBLs and VRMs As shown in Fig.2-12, set the cursor to the centre of the target 1, then activate the EBLs and VRMs. Move the origin of EBL to the position of cursor by EBL OFFSET. Then make the EBL cross the target 2, the bearing from target 1 to target 2 can be measured, and the range between target 1 and target 2 can be measured by VRMs.

87 Annex, page 85 Demonstration and practice and training 2-1 Radar setup and adjustment (1) Training objective Through the instructor's demonstrations and trainees' practice, the following capabilities should be achieved: To be familiar with the display interface of the radar, control names and functions, use turn on/off and adjusting radar echo video image. Use different types of presentations. Correctly identify radar picture, targets, clutters and false echoes. Understand the impact of maladjustment of control on radar picture. (2) Training mode Practice with a live radar and/or simulator. (3) Training procedure Preliminary procedures: Check whether the antenna is clear, check the switches and controls. Operation of turning on the radar, verifying sensor data and adjusting to optimum condition I. Switching on (a) Turn on the ship's power supply (b) Turn on power of radar (c) Explain why radars need preheating before transmitting (d) Turn on transmit switch II. Adjusting (a) Adjust brightness, gain and tuning; make the radar picture to optimum condition. (b) Select range scale (c) Select orientation mode (head-up/north-up/course-up) and motion mode (relative mode/true mode) III. Verifying other sensors data Verify the own ship's heading, ship's speed, AIS data and GPS data IV. Operation of observation on targets according to the sea condition and navigation environment In case of favourable echo conditions, the operation process of A/C sea control, A/C rain control and interference rejection should be demonstrated. Otherwise, this process should be described orally. In addition, the identification process of indirect echoes, side-lobe echoes, multiple echoes, and second-trace echoes should be demonstrated. Otherwise, this process should be described orally. V. Operation of turning off the radar

88 Annex, page 86 (a) Turn off transmit, switch to standby mode (b) Rotate brightness counter clockwise to minimum (for PPI display) (c) Turn off radar power switch (d) Turn off the ship's power for radar Assessment techniques Assessment upon completion of the topic can be conducted in forms of written examination, oral test, practical operation, discussions and class records, etc. in order to assess whether a trainee satisfies the required performance. Focusing on radar operation skills in this topic, the trainee shall (1) acquire the primary knowledge and practical ability to operate and control the radar; (2) set and maintain the radar in optimal working condition; and (3) measure targets by range and bearing accurately. Teaching guidance Radar operation is the core teaching content of this course. Which provides the basic knowledge and skills for lookout, observation, position fixing, navigation and collision avoidance. In the teaching process, it is advised that the instructor should explain and demonstrate with typical cases at sea, radar echo pictures, and radar videos, in order to obtain the best effect. The demonstration and practical training is vital in this topic. It is advised that the instructors supervise the trainees' operation on the basis of prior demonstrations. During the whole process, instructors should have sufficient interaction and individualised communication with trainees with various characteristics, so that they are able to operate radar with confidence. Trainee operating time should be no less than two-thirds of the whole training time. Insufficient understanding of essential points in radar operation may occur during the teaching process. The instructor should highlight the particularity and complexity of radar operation. On the one hand, radar operation is different from other stand-alone information source devices (such as gyrocompass, speed log, GPS, AIS, etc.). Radar system is the processor of integrated information from these sensors. The officer in charge of a navigational watch needs not only to acquire the information from radar, but also to set up the sensors correctly, so that the radar can output the optimal outcomes based on the information. On the other hand, the control of radar information processor is far from intelligent and convenient. To ensure the safe navigation by using the multi-sensor integrated terminal, the radar operation for lookout, observation, position fixing and collision avoidance could be extremely complicated, especially when facing changing weather or sea conditions and variety of target environment. Under such circumstances, users have to grasp

89 Annex, page 87 the basic knowledge of radar, develop an understanding of the principles of radar and acquire proficiency in basic function operations. Due to the different ships equipped with different types of radar equipment, the applicable standards are also different. Appropriate teaching plans meeting specific requirements should be developed in different contexts. For example, for the PPI display radar equipment, echo stretch, echo average and CCRP, which are covered in modern radars, may not necessarily be involved, however the mechanical cursor and focus operation should be added. For training institutions in compliance with the MSC. 192(79) PS, the separate antenna power switch may not be involved. For radar system based on integrated information processing, it should be emphasised that the integrity information is the key to ensure its proper operation, and that the azimuth-stabilised data from THD is the indispensable information for a modern digital video processing radar. In case of a lack of azimuth-stabilised information, for example, a wrong choice of unstable H-up presentation mode, radar normal functions may be severely affected, resulting in serious defects in radar information. It is worth noting that the effect of scan correlation, echo average and echo stretch are largely determined by the hardware and software of the radar. Therefore, for different generations and different types of radar, the presentation results by the same function might vary greatly. Past experiences in operations cannot be applied to other types of radar directly. The instructor should also attach the importance to radar operating skills in accordance with the navigation practice. For example: STC is not only used to suppress sea clutters, but also can be used to suppress and eliminate indirect and side-lobe echoes. Even when the area covered by the tropical rainstorm is within 10 nm of the own ship, it can be used to suppress rain clutter while observing distant targets beyond that area. Tuning can be used to obtain a fine radar image. However, in search and rescue operations, it is also used to observe clear SART echoes in de-tuned state. With the development of radar technology, auto-tuning has been widely adopted, but it is still very important to emphasise the difference between manual tuning and auto-tuning images. Skilful use of the VRMs and EBLs to measure the range and bearing of a target in a fast and accurate manner is the basic skill for radar position fixing and navigation. It should be noted that the accuracy of range measurement is high, but bearing measurement is low. Because of the influence of the radiation energy which is outside of horizontal beam width, the accuracy of bearing measurement within 1.5 nm would decrease rapidly. For teaching plan design, it is recommended that the instructor demonstrate how to measure ranges and bearings with simulation scenarios. The instructor should first demonstrate the procedures and skills of range measurement by RRs, VRMs and cursor; then the procedures and skills of bearing measurement by EBLs and offset EBLs; and finally explain the influence of measurement accuracy on ship's position fixing and navigation. In consideration of the importance of radar operation, a scheme for practical training is included in this topic. The use of the radar simulator may not achieve satisfying teaching effectiveness due to the status quo of radar technology, it is recommended that the practical training be conducted on a live radar, so that real experience of radar operation can be obtained and false preconceived experience owing to the simulation deviation be avoided. In practical training, on the basis of optimising the brightness, gain and tuning, focus, the trainee should be trained to be able to

90 Annex, page 88 always keep optimum visual effects at different times in various environments and for different targets. The importance of safety can never be ignored in the course of teaching. The instructor should keep stressing the importance of personal safety, equipment safety and navigation safety in radar use. The importance of safety checks before starting the radar, compliance with safety operation procedures and maintaining the best working conditions of the radar to ensure safety of navigation should be kept in mind in the whole course of instruction.

91 Annex, page 89 3 Using radar to ensure safe navigation Detailed teaching packages This topic mainly includes radar position fixing, radar navigational aids and radar navigation. Understanding the content of this topic is the key to use radar parallel index lines (PI), maps, navigation lines, routes and electronic chart navigation correctly, so as to ensure the safety of navigation. 3.1 Radar position fixing The operator should select the proper target that is suitable for radar position fixing based on nautical charts. They should take account of the distribution and characteristics of targets, range measurement and bearing measurement, and the requirements of position fixing and navigation, etc..1 Description of the characteristics of good, conspicuous radar targets The basic principles to select targets are as follows: (1) Select the target echoes that are stable, clear, highly accurate and exactly matching with nautical charts. (2) Select the targets that are near, less distorted and easily identified on nautical charts. (3) Select multi-targets for position fixing when the angles of two or more position lines meet the requirement of navigation position fixing. The operator can also use range or bearing to a single target for position fixing when the target is considered very reliable. The echoes of good targets are stable, clear, highly accurate for measurement and exactly matching with nautical charts, which are preferred targets for position fixing, for example, isolated island, island-reef, cape, jetty and isolated lighthouses with obvious signs, etc. If the instructor describes the above contents with nautical charts in the teaching process, it is helpful trainees to have quick grasp of the basic knowledge. for.2 Description of the characteristics of poor radar target echoes The position and shape of poor radar target echo are not stable and will change with tide, Some echoes weak and some echoes are blurring. This kind of Fig.3-1 Radar fixing method are

92 Annex, page 90 targets should be avoided in position fixing, for example, the position and shape of gentle beach shoreline echoes will change with tide, and is not stable. The echoes of gentle slope are weak and the echoes of buoys are blurring..3 Position fixing methods based on radar bearings and ranges Radar position fixing means that the operator draws the range and/or bearing lines to obtain the ship's position by comparing target characteristics on the chart with radar echoes, selecting suitable targets and using radar to measure the range and/or bearing of the target. Instructors can refer to Fig.3-1 to explain this part. (1) Record the measurement of radar range and/or bearing of the target. (2) Identify the targets used for fixing on the chart. (3) Draw the range and/or bearing line from the target according to the measurement result. (4) The intersection of position lines or centre of geometry formed by position lines is the ship's position. The operator can get the range line and bearing line when using the radar for position fixing. Radar fixing can be reformed in the following four methods: (1) Position fixing by the range and bearing lines of a single target This method is based on the range and bearing lines of a single target intersecting at one point, which is the observed position. The fixing accuracy of targets must be considered when selecting the targets and the nearer, isolated target with strong and stable echo should be selected. This method is the only reliable position fixing method when only one isolated target can be used for position fixing. The wrong target identification will result in serious consequences if there are confused multi-targets. An obvious advantage of position fixing by the range and bearing lines of a single target is that it can be completed in a short time and the angle intersected by the two lines is 90. (2) Position fixing by the range lines of two or three targets As shown in Fig.3-2, the ship's position which is near DR (Dead Reckoning) position, can be determined by two range lines obtained from measurement of the ranges to two targets simultaneously. The ship's position is the heart or escentre of the triangle obtained from measurement of ranges to three targets simultaneously. In many situations, more than three range lines can be for position fixing and there is a time lag between the measurements, resulting in decrease of position fixing accuracy. The target with fast range changing should be measured later. The accuracy of the radar position fixing depends on the angles of position lines, Range line should be done with care. In general, the target of ship abeam should be measured first and reduce the time lag Fig.3-2 between measurements should be reduced as much as possible. Two targets range fix used also fixing

93 Annex, page 91 (3) Position fixing by two or three bearing lines of targets Satisfactory position fixing accuracy can be obtained when small, isolated, stable and conspicuous radar targets' centre bearing is observed. The advantage of this method is that it can be done in a short time and the ship's position can be determined roughly by the bearing lines before accurate fixing. (4) Mixed fixing by range lines and bearing lines of multi-targets The proper angle of position lines can be obtained from two or more isolated and conspicuous radar targets, and the method of combining range and bearing measurements can be used for position fixing. The interaction of range lines from two identified targets and one bearing line from another target can be used to determine the ship's position and the accuracy is high. Similarly, the combination of bearing lines from two reliable targets and one range line from another target can be also used to obtain accurate ship position..4 Position fixing errors and the method to improve the fixing accuracy Factors that cause radar position fixing are as follows: (1) Position fixing is usually carried out when the ship is underway and fixing results is behind the ship's actual position. (2) Errors exist in the radar measurement, resulting in errors in position fixing. (3) Errors arise from inappropriate position fixing method. Ways to improve accuracy of position fixing: The operator should be familiar with radar operation, and maintain optimal radar images Fixing should be done quickly and multi-targets should be selected as appropriate, if the condition admits, try to choose multi-targets for position fixing. Regarding the operational methods to improve accuracy of position fixing, please refer to A Cross chack of reliability of radar fixing with other navigational aids Errors exist in radar fixing. Wrong fixed position will be obtained from the wrong target identification, and the radar fixing position should be compared with satellite positioning, landmark fixing, etc. so as to improve the accuracy of radar position fixing..6 Comparison of the coast features on chart with that on radar display Land echo is basically an integral whole. Echo strength is related to the land feature, height, slope gradient, slope structure and slope covers situation, etc. but has little to do with the land extension. When the ship approaches the mainland from ocean, the high hills of distant land are first detected by radar and their echoes are much smaller than the actual land area. Generally, the echo of distant target has greater distortion and is difficult to be identified. When the ship approaches the mainland and the targets are within the radar horizon, although the shoreline

94 Annex, page 92 frontiers can be detected, the feature of the shoreline does not completely match with the chart. This causes difficulty in target identification (see Fig.3-3). Most echoes of islands matched well with charts. The echoes of near islands forefronts are more accurate, which are the ideal reference positions for radar range measurement. It should be noted that it is difficult to separate echoes of the mainland from that of the islands adjacent to it if Land Island Pulse wide distortion Pulse wide distortion River entrance totally unseen they are observed from a distance. Radar beam Port navigational aids include lighthouses, light vessels, buoys and radar beacons, etc. Isolated lighthouse and light vessel are good radar targets, but the echo of a buoy is weak. Special attention should be given to the echoes of buoys that are glinting in the waves and they can be displayed clearly only at very close range. The characteristics of target's echo change with radar range scales and the proper radar scale should be selected in the measurement. Generally, the accuracy of radar ranges is higher than radar bearings and the target accuracy of short distance is higher than long distance. When the target echo is located at the 2/3 radius of the screen, the accuracy is the highest. For raster scan radar, the target echo closer to the edge of the screen is of higher accuracy. Land Fig.3-3 Radar shoreline Real shoreline Land echo distortion Demonstration and Practical Training 3-1 Radar Fixing (1 h) (see page 96) 3.2 Radar aids to navigation Radar beacons are classified into navigational radar beacons and search and rescue locating radar beacons according to their usual functions. The navigational radar beacons are divided into passive aids and active aids..1 Passive aids (corner reflector and Luneburg lens reflector) (1) Corner reflector

95 Annex, page 93 A corner reflector as shown in Fig.3-4 (a) is a device which reflects the incoming waves back parallel along the incoming beam. Array corner reflectors can increase reflecting ability at any horizontal angle and vertical angle. Fig.3-4 (b) is the chart symbol of corner reflector. Corner (a) Principles of corner reflector (b) Chart symbol of corner reflector Fig.3-4 Corner reflectors reflector is usually installed on buoy, light vessel, lighthouse, over waterways cable, sea crossing bridge, lifeboat and other important targets at sea. (2) Luneburg lens reflector The Luneburg lens reflector is a dielectric sphere with a permittivity varying with the distance from the centre. Paraxial rays can be focused at a point and reflect along the direction of the incident, as shown in Fig.3-5, and increases the RCS (radar cross-section). However, it is rare nowadays due to its high cost and complex technique process..2 Active aids (Racon, echo enhancer and AIS AtoN) (1) Racon Racon (Radar Beacon) is mainly used to increase the ability of radar to detect targets such as buoys and landmarks. IMO Radar Performance Standards require that X-band radar can detect Racon. Racon is applied coastlines with no obvious properties, sea & land mark, gentle coastal land, precautionary area, centre line, waypoint of TSS, dangers, channel under bridge, drilling platform, etc. (2) The Radar Target Enhancer The Radar Target Enhancer (RTE) is a device that receives, amplifies, and relays the radar pulse, which is used to enhance RCS of target, and mainly used for buoys and small vessels. (3) AIS AtoN AIS AtoN is usually installed on the important navigational facilities and it can increase the information of this facility and radar detection range. AIS AtoN (AIS Aids to Navigation) includes real AIS AtoN, Synthetic AIS AtoN and Virtual AIS AtoN. Real AIS AtoN is the navigational aid where the real AIS is installed. Synthetic AIS AtoN transmits AIS navigational aid information from an AIS based station and the navigational aid physically exists. Virtual AIS AtoN transmits navigational aid information from AIS based station, but the navigational aid does not physically exist. Incoming rays Rays focused to this point Returning rays Fig.3-5 Principles of the Luneburg lens only to the

96 Annex, page 94.3 Radar SART and AIS SART (1) Radar SART The SART operates in the 9 GHZ frequency band (X band frequencies) and generates special response signals when triggered by the radar of this frequency band. Radar display shows a line of 12 dashes with equal space outward from the SART's position along its bearing. When the search and rescue radar approaches SART less than 1 nm, the 12 dashes will change to concentric arcs or even concentric circles as shown in Fig.3-6. It is useful to warn the search craft to slow down and search the vicinity carefully. The concentric arcs phenomenon can be weakened by reducing the radar receiver's gain to determine the bearing of the survivors. If the clutters interfere with SART signals, the SART signal can be observed clearly when the radar is set in detune. Normal echo 1-nm echo m echo Fig.3-6 Change of Radar SART echo (2) AIS SART AIS SART (Automatic Identification System Search and Rescue Transmitter) adopts AIS technique to locate the survivor on the scene of search and rescue. According to the SOLAS Convention, AIS SART is allowed to be equipped to replace radar SART from January 1, The AIS SART, once activated, can send static information, GNSS position information and "SART ACTIVE" safety message. AIS SART broadcasts "SART TEST" safety short message with fixed format in the test mode. AIS SART appears as a cross surrounded by a red circle " " on radar displays. AIS SART identification code is 970xxyyyy. AIS SART can be activated when the ship is in distress and the distress messages will be transmitted one minute after activated..4 Data information of passive and active aids (1) Corner reflector The corner reflector can improve the reflective performance, and it is displayed on radar screen as an enhanced brighter spot than the original echo. (2) Luneburg lens reflector The Luneburg lens reflector increases the RCS, and it is displayed on radar screen as an enhanced brighter spot than the original echo.

97 Annex, page 95 (3) Racon Racon transmits the Morse code response after receiving ship radar searching pulse and the Morse Racon Code code is displayed on the radar screen outward from the Racon's position along its bearing, as shown in Fig.3-7. Racon appears only code information on radar screen at long distance, while at short distance the Racon platform can be observed on radar screen. Racon Platform (4) AIS AtoN AIS AtoN identification code is 99MIDxxxx and it Fig.3-7 Racon echo appears as a diamond surrounded by a cross at beacon " " on the radar screen. Real AIS AtoN and Synthetic AIS AtoN only display AIS icon at a long distance, and can display both echo and AIS icon at a short distance, while they may not coincide completely and may have offset with error. But virtual AIS AtoN can only display AIS icon " " without echo on the radar screen. 3.3 Parallel index line technique in radar navigation The Parallel Index line technique can monitor uninterrupted the own ship's movement over the ground without radar fixing. Especially on the shorter range scales, it is very sensitive in detecting deviation from the route plan. The instructor should be informed whether the trainees understand the route plan, navigation in narrow channel, etc. The instructor can also illustrate with reference to the attached figures in this sub-topic and explain it in class, if necessary..1 Establishment and use of parallel index lines The direction and distance of parallel index line can be set to keep the ship at a safe distance from shoreline and dangers, so that safe navigation can be achieved easily. As shown in Fig.3-8 (a) and 3-8 (b), the conspicuous targets with short distance and accurate position are chosen as reference targets and the distance (d) from this target to the planned route C B d=3 nm a A Small Island c b (a) Choosing a conspicuous target near the route (b) Parallel Index Line Fig.3-8 PI line on radar screen

98 Annex, page 96 is measured. Adjust the radar to the relative motion north-up presentation, set the VRM to distance (d), and make an EBL (electronic bearing line) parallel to the route, tangent to the VRM at the same side of the target. When the ship is underway, the OOW keeps the target echo moving along the electronic bearing line, and ensure that the ship proceeds on its route. The early PPI radar uses the mechanical parallel index to achieve this function, while modern radar uses parallel index lines instead. The instructor is suggested to use teaching appliances for demonstration. a.2 Correct actions to be taken when the echo deviates from the Pl line Fig.3-9 Echo departs from the PI line When the ship deviates from its route, as shown in Fig.3-9, the echo of target departs the parallel C 090 (True) D 054 (True) 3 miles a b 000 (True) B 5.8 miles Small Island d c A (a) Multi-courses (b) PI lines on Radar screen Fig.3-10 More than one PI line index line from position 'a' to position 'a 1'. The own ship must alter course to port to make the echo back to the parallel index line that means to make the ship back to the route..3 Using more PI lines As shown in Fig.3-10 (a), the ship is proceeding from A to D via points B and C and the ship's track should be monitored. As shown in Fig.3-10 (b), before the ship arrives at point A, switch radar on, North-up with the own ship at centre, range scale 12 nm. Draw the parallel index line ab, bc and cd of the segment AB, BC and CD. d g' g f c c' f' e a b e' Fig.3-11 PI lines for two range scales

99 Annex, page 97.4 Establishment and use of PI lines at two range scales As shown in Fig.3-11, when target reaches at point e, the operator can change it to the 6 nm range scale. At this time, the echo of target appears at point e' and point e' starts to track along the dotted line. Point f indicates the position of "wheel over". When point g' on the 6 nm range scale is reached, if the operator changes it back to the 12 nm range scale, the echo will appear at point g. Thus the operator can continue to use the parallel index line for navigation..5 The importance of "wheel over" The echo will deviate from parallel index lines bc and cd without the consideration of manoeuvring characteristics of the own ship when the conspicuous radar target reaches position B and C and the alterations of the course are made. Therefore, the "wheel over" position must be calculated when using parallel index lines, as shown in Fig B W/O1 C 090 W/O2 3 nm Small Island D d Index target should move along this line g O/W2 c a O/W1 b e e' 054 A g' c' O/W2 Fig.3-12 "Wheel over" position Fig.3-13 "Wheel over" on screen.6 Demonstration of "wheel over" As shown in Fig.3-13, when the target echo reaches the "wheel over" position, the operator can use small rudder angle to turn the ship slowly to the new course. C' C D B' B A 054 (True) W/O1 3 nm W/O2 Small Island d g' g O/W2 c O/W2 c' a O/W1 b e e' Safety margin Fig.3-14 Safety margin Fig.3-15 Safety margin on PPI

100 Annex, page 98.7 Safety margin As shown in Fig.3-14, the planned course of the own ship is 054 and B' C' is the safety margin line. This line drawn on the radar screen can remind the operator of the ship's deviation..8 The use of safety margins As shown in Fig.3-15, set up a safety margin line next to the parallel index line, keep the echo of the target not to exceed the margin line..9 Interpreting the real motion of ships from the tracked echoes In using of a true-motion presentation with a parallel index line, the radar picture should be kept ground-stabilised. The ship proceeds from B to C on course of 054 (True) to pass the radar target at a distance of 3 nm, as shown in Fig.3-16 (a). C 3 miles Steering course B 054 Island 054 (T) c Cons. Target 3 miles b (a) 3 miles off a radar conspicuous target (b) true-motion display for parallel indexing Fig.3-16 Real motion of ship from a tracked echo Fig.3-16 (b) shows the radar true motion, ground-stabilised presentation, 6 nm range scale, the realisation method is as follows: (1) Set the VRM as beam passing distance, i.e. 3 miles. (2) Identify the conspicuous radar target. (3) Draw the parallel index line b - c crossing the conspicuous target. As the ship moves from position B to C, the VRM will roll along the parallel index line..10 Taking appropriate actions to counteract the influence of currents - On the straight course As shown in Fig.3-17, in order to keep the ship on its planned route, the operator should put the rudder to counteract the current when the current comes from portside. - When ship is manoeuvring

101 Annex, page 99 As shown in Fig.3-18, draw a parallel of the new PI when the ship is passing "wheel over" and determine the time to alter course according to the position of target echo. Steering course Steering course (T) e' g' O/W c' Safety margin Vessel alters late d c Parallel to new index line Vessel alters early Fig.3-17 Appropriate action to counteract for current on a straight course Fig.3-18 Appropriate action to counteract for currents when vessel is manoeuvring.11 The use of line of turn The distance of "wheel over" position can be approximately calculated by the following formula: D wheel R tan( C ) (3-1) 2 Where, R is radius of turn (nautical mile), generally it is the minimum distance to fixed target, ΔC is the angle of course alteration (degree). The required ship's rate of turn along the arc can be calculated by the following empirical formula: w V (3-2) R Where, w is rate of turn (degrees per minute); V is ship's speed (knot); R is radius (nautical mile). The ship will follow the desired arc as long as the constant rate of turn is maintained. It should be noted that the ship cannot alter course instantaneously, and shallow water will increase the turning diametre, and the turn will cause speed reduction. As shown in Fig.3-19, the minimum distance between the route and fixed target is 3 nm, speed 12 knots, the course of alteration 54. In this case, the ship's rate of turn is 4 per minute and the distance to "wheel over" is 3 tan27 = 1.5 nm..12 The establishment and use of PI lines for radial turns As shown in Fig.3-20, the operator can draw the line of turn on radar screen crossing the "wheel over" position and make radial turns by monitoring the position of target echo. Demonstration and practical training 3-2 PI navigation (2.0 h) (see page 96)

102 Annex, page (True ) C a B O/W b 054 A 000 ( True ) c Fig.3-19 Line of turn Fig.3-20 Pl for radial turns 3.4 Maps, Navigation Lines and routes for radar navigation The operator is able to manually establish or revise, save, load and display maps, navigation lines and routes relative to the own ship or a certain geographical position. The specific symbol for maps can be used to mark shoals, wrecks, reefs and other underwater obstacles on the screen which cannot be detected by radar, and also can be used to set navigation limit in channel, traffic separation schemes, etc. The operator can remove these data easily through some simple operation. The instructor can describe this in combination with simulator operation..1 Using maps/navigation lines/routes Maps, navigation lines and routes consist of lines, symbols and reference points, and the appearance, colours and symbols meet the requirement of IMO Circulation SN/Circ The position of maps/navigation lines/routes can set wrecks, reefs, shoals and other underwater obstacles by referring to the own ship's position or a certain geographical position. The Approximate coastline Fig.3-19 Line of turn Separation zone Planed route Waypoints Shoals Heading line Anchorage Route alarm line Fig.3-21 Radar map navigation corresponding symbol should be established by marking the geographical position. The established maps/navigation lines/routes can be revised, saved and called if necessary.

103 Annex, page 101 The operator can draw the simple navigational maps defined by user on the radar screen and realise the personalised navigation by setting the planned route of the own ship and making shoal limit line, anchor position and other special symbols in the ground-stabilised presentation, as shown in Fig Removing maps (marks/lines) The maps/navigation lines/routes marks should not significantly clutter the radar information. The radar maps may cover the echoes, small fishing boats and some weak targets. The operator keeps radar screen clear by activating or removing a certain kind of mapping element according to the requirement of navigation and also considers the requirement of radar navigation and radar observation. The mapping elements can be removed temporarily by using "synthetics off" button and also can be removed by using "maps off" button, which makes the targets hiding in the mapping elements be observed easily. Demonstration and practical training 3-3 Radar maps/navigation lines/routes navigation (2.0 h) (see page 97) 3.5 Electronic chart and radar picture overlay navigation In the working display area, radar system provides the method to display ENC and other vector chart information and continual and real-time ship position monitoring. The electronic chart information display can be eliminated by one-button operation. ENC display and other vector chart information is an optional function of radar according to radar performance standards. The ENC data that meet the IHO relevant standards are the basic source of information, while the other chart information sources should be marked permanently. The data sources and correction information can be acquired..1 ENC and other vector chart information display (1) Display electronic chart when radar is in transmitting status. (Only North-Up presentation or Course-Up presentation is optional.) (2) Electronic chart information adopts the same datum and coordinate system with radar/ais including datum, scale, orientation, and reference point and stabilisation mode. (3) The ENC information appropriate to the prevailing circumstance and condition is selected according to category or layer, and radar information should be displayed first. ENC information display should not cover, mix up or weaken radar information significantly..2 Switching off the electronic chart display on radar screen Radar is used as the main electronic navigational aid to assist collision avoidance. The ENC information should not obstruct the OOW to assess the situation. One-button operation can remove electronic chart display information on the radar screen..3 Picture Frozen alarm and signal source or sensor failure alarm

104 Annex, page 102 (1) Picture Frozen alarm Radar hardware, software, or sensor failure may result in radar picture not being updated timely, and then Picture Frozen appears on the radar screen. The visual alarm (ALARM ACK key blinks in red) and audible alarm appears in the status of Picture Frozen. The audible alarm will be cancelled when the "ALARM ACK" button is pressed down, but the visual alarm will maintain until the cause for alarm is no longer present. (2) "Signal source or sensor failure" alarm Any failure of signal source or sensor, including THD sensor, SDME sensor, and EPFS sensor will trigger alarm. The audible alarm is cancelled when the "ALARM ACK" button is pressed down, then the system will be in "emergency" mode and the displayed information is restricted. Demonstration and Practical training 3-1 Radar position fixing (1.0 h) (1) Training objective Through the instructor's demonstration and the trainees' practical training, the objective is to help the trainees to be proficient in the basic knowledge for radar position fixing, to understand the echoes' characteristics of different targets, to grasp the method to improve measurement accuracy, and understand the reasons that cause errors. (2) Training mode Trainees complete the typical training programmes on the simulator set by the instructor. Training programmes include isolated island or two or more targets appropriate for position fixing. (3) Training procedure The measurement of range and bearing (0.3 h) Position fixing on the chart, including single target range/bearing fixing; multi-targets ranges fixing; multi-targets bearings fixing; multi-targets mixed fixing; (0.5 h) Comparing radar position with GPS position (0.2 h). Demonstration and Practical training 3-2 PI line navigation (2.0 h) (1) Training objective Through the instructor's demonstration and the trainees' practical training, the objective is to help the trainees establish and use PI in various navigation environment and be acquainted with the key factors which can affect the navigation accuracy in the practical training process.

105 Annex, page 103 (2) Training modes Trainees complete the typical training programs on the simulator set by the instructor. Training scenarios include isolated island or dangerous water area. (3) Training procedure Set up parallel index lines (0.3 h); Use PI for navigation (0.8 h) Use PI to alter course (0.7 h); Set safety margin (0.2 h). Demonstration and practical training 3-3 Radar maps, navigation lines and routes navigation (2.0 h) (1) Training objective Through the instructor's demonstration and the trainees' practical training, the objective is to help the trainees to know well the relevant knowledge of radar maps, navigation lines and routes navigation and have the ability to ensure safe navigation by using modern navigational aid. (2) Training mode Trainees complete the typical training programmes on the simulator set by the instructor. Training programmes include TSS, reefs, shoals, anchor position and other targets that cannot be detected and training water with heavy traffic. (3) Training procedure Establish maps (marks/lines) (0.5 h) Establish maps relative to the own ship (marks/lines) Select suitable marks/lines according to the target's type; Enter "maps" interface; Move cursor to the proper position according to the target's range and bearing relative to the own ship, establish special marks/lines on radar screen. Establish maps (marks/lines) relative to the geographical position: Select suitable marks/lines according to the target's type; Enter "maps" interface; Select the geographical position input mode (L/L) as the marks/lines input mode, and input the latitude and longitude of targets;

106 Annex, page 104 Move cursor to the proper position according to the target's range and bearing relative to the own ship, establish special marks/lines on radar screen. Change maps (marks/lines) (0.3 h) Move a certain kind of marks or lines individually; Remove a certain kind of marks or lines individually; Correct a certain kind of marks or lines individually; Remove a certain kind of marks or lines collectively. Save maps (marks/lines) (0.2 h) Select "file management" function button in "maps" menu after establishing maps (marks/lines); Select "flash card" position in "file management" function area; Select "save" menu; Input file name; Select "save" button. Load maps (marks/lines) (0.2 h) Enter radar mapping interface and select "file management" function button; Select "flash card" position in "file management" function area; Select "flash card mark display" button; Select the file to be loaded. Display maps (marks/lines) (0.2 h) Display (switch on) maps (marks/lines) individually; Set mapping display by type, set to activate maps by type (marks/lines); Set mapping display by colour, set to activate maps by colour (marks/lines); Set the marked font size, the marked fonts are displayed in small size or standard size; Set the font size of note, the font of note is displayed in small size or standard size. Establish routes (0.5 h) Establish the waypoints according to the latitude and longitude; Planned route, plan the route between the waypoints (automatically calculated); Planned speed, plan the speed between the waypoints (manual input); Set (arrival) waypoint alarm circle; Set route (deviation) alarm line, the alarm line display the distance from the plan route to determine the deviation alarm.

107 Annex, page 105 Remove maps (marks/lines) (0.1 h) Remove (switch off) a certain kind of maps (marks/lines). Remove (switch off) all maps (marks/lines). Remove maps (marks/lines) temporarily, the "graphics off" function of the advanced radar sets can make the graphics (including maps, marks, lines and routes) on the radar screen hide temporarily except VRM, EBL, HL and range rings, so as to facilitate the observation for those targets maybe influenced by the graphics. Assessment techniques Assessment upon completion of the topic can be conducted in forms of written examination, oral test, practical operation, discussions and class records, etc. in order to assess whether a trainee satisfies the required performance. Focusing on radar position fixing and navigation skills in this topic, the trainee shall (1) have comprehensive theoretical knowledge and practical ability to conduct radar position fixing; and (2) use parallel index lines, maps, navigation lines, routes and ECDIS for navigation. Teaching guidance Radar position fixing and navigation is a major duty for officers in charge of a navigational watch. While in class, the instructor shall emphasise that there are corresponding methods for position fixing and navigation in different radar presentations. Also it shall be stressed that, in the present context of position fixing, navigation and timing (PNT) system with high precision, the radar position fixing and navigation possess a quality of autonomy and irreplaceability. Trainees shall be reminded that nowadays OOWs have the tendency to reduce the use of the full functions of the radar for navigational purpose since they do not have enough practices to update their knowledge. It is necessary to raise awareness of information-integrated navigation to make full use of all the functions of radar position fixing and navigation to ensure the navigational safety. (1) Regarding radar position fixing method, the following should be highlighted: it is of high accuracy for radar range measurement but low for bearing measurement; when the target is close, the radar range measurement accuracy is high, but the bearing measurement accuracy is high when the target is far; multi-targets range fixing should be used if practicable; position fixing operation should be done as quickly as possible. (2) In order to improve the accuracy of PI navigation, the targets close to the ship's beam should be chosen if practicable. Targets should be renewed in time when it comes to a long route.

108 Annex, page 106 (3) In use of maps, navigation lines and routes, layers should be selected according to the prevailing circumstances and conditions so as to reduce the shade of radar picture. Attention should be paid to the following: Maps, navigation lines and routes may obstruct small targets, such as small fishing boats. These maps, navigation lines and routes should be removed at appropriate intervals temporarily according to prevailing navigational circumstances and conditions at that time. When maps, navigation lines and routes are established, types and colours of the marks/lines should be selected according to the different targets, in order to activate or remove some particular marks/lines to keep the radar screen clear. (4) When the ENC is loaded, position references should be checked and radar pictures should overlap with electronic chart completely. If the ENC information interferes with radar function, it should be cancelled immediately. (5) Plans for the practice exercises should be targeted, enabling the trainees to develop a good knowledge and understanding of using parallel index line, maps, navigation lines and routes while keeping proper lookout and conducting radar observation and position fixing. At the end of the training, the instructor should review and evaluate the performance of the trainees, and point out the key points in operation.

109 Annex, page Manual radar plotting Detailed teaching packages This topic mainly includes the basic principles of manual radar plotting and the application of these principles to acquire the motion data of the target ship and the changes of its course and speed. Manual radar plotting is based on the basic operation of radar and the results can be used in ship collision avoidance. 4.1 Relative motion triangle.1 The meanings of the relative motion triangle, various vectors and angles A relative motion triangle consists of the own ship's true vector, target ship's true vector and the relative motion vector. The own ship's true vector indicates the speed and course of the own ship's true motion. Target ship's true vector indicates the speed and course of target ship's true motion. The relative motion vector indicates the speed and direction of the target echo's movement observed in relative motion presentation. In the relative motion presentation, the extension line of the target's track within a period of observation time is the relative motion line (RML) of the target; the direction of motion is the direction of the relative motion vector of the target ship; the moving distance is the length of the relative motion vector. Relative motion vector indicates the movement tendency of target echo on the radar. The distance between the radial scan centre (position of the own ship) and the RML can indicate possible risk of collision of the target ship and the own ship..2 Construction of a relative motion triangle on a plotting chart The relationship of these three vectors in a relative motion triangle is shown in Formula 4-1 and Fig.4-1: tv ov rv (4-1) where ov the own ship's true vector; ov rv tv target ship's true vector; rv relative motion vector. Fig.4-1 tv Relative motion triangle

110 Annex, page Course, speed and aspect of target ship.1 Measuring the range and bearing of a target at an appropriate interval and frequency (1) The bearing and range of a target echo on radar can be measured in this way: the range of target can be obtained by making the inner edge of VRM tangent with the inner edge of target echo on the radar. The bearing as indicated by the EBL on the tangent point is the bearing of the target. The bearing and range can be obtained simultaneously by the ERBL on modern radar. (2) To ensure accuracy, the range and bearing of the target ship should be measured with a frequency of three times or more, and with equivalent intervals of normally 3 or 6 minutes. If the observed positions of these target echoes on the plotting chart are equally spaced on one line, it indicates that the own ship and the target ship both keep their courses and speeds during the observation period..2 The course, speed and aspect of a target ship in a relative presentation (of stabilised or unstabilised mode) (1) The course and speed of a target ship in a relative presentation can be obtained as shown in Fig.4-2. E1 To plot the observed positions (E 1, E 2, E 3) of the target ship on the plotting chart. To start from the starting position of the target ship (E 1) first, then plot reciprocal distance (E 1W) that the own ship travelled through the water during the observation, and finally connect it to the end position of the target ship (E 3). Then, the length of WE 3 is the tracking distance of the target ship in course of the observation. Thus the speed of the target ship can be calculated, with the direction of WE 3 as the course of the target ship. E2 E3 Fig.4-2 Relative motion plotting C W E1 E2 E3 W (2) Aspect can be obtained as indicated in Fig.4-3 O Fig.4-3 Aspect To get the true vector of target ship WE as mentioned in (1) above. 3 The angle CE 3O, which is the angle between the extension line E 3C of WE and the 3 bearing line OE 3, is the aspect..3 The course, speed and aspect of a target ship in true presentation (1) The course and speed of a target ship in true presentation can be obtained as shown in Fig.4-4. To draw the route of the own ship on plotting chart based on its course.

111 time. HTW 3/3/2 Annex, page 109 To plot positions (W 1, W 2, W 3) of the own ship on the route corresponding to the observation To plot positions (A 1, A 2, A 3) of the target ship on the observed bearing and range corresponding positions of the own ship on the plotting chart. A2 A3 C W3 based to Then, the length of A 1A 3 is the moving distance of W2 the target ship within the observation interval. The of the target ship can thus be calculated and the A1 W1 speed direction of A 1A 3 is the course of the target ship. (2) The aspect can be determined as shown in Fig.4-4 True motion plotting Fig.4-4. A 3C is the extension line of targe route A 1A 3. Angle is the aspect. CA 3W 3, which is the angle between the course of the target ship and the bearing line,.4 Factors affecting the accuracy of derived course, speed and aspect The factors that affect the accuracy of plotting include: (1) Inappropriate mode of radar presentation; (2) Error of observed bearing and range of target ship; (3) Error of the own ship's course and speed; (4) Inappropriate plotting scale, error of plotting and calculation..5 Determination of the set and drift of current by observations of a fixed target The set and drift of current can be obtained by the observation of a fixed target, as shown in Fig.4-5. E1 (1) To plot the echo of a fixed target (E 1, E 2, E 3) on the plotting chart. (2) To draw the relative motion triangle ( E 1WE 3) in the same way of obtaining the course and speed of target ships by relative motion plotting as mentioned above. Fig.4-5 E2 E3 W Set and drift of current Thus, the length of E 3W is the drifting distance of current in the interval of observation. The drift of current can thus be calculated, but the direction of is the drifting direction, i.e. the set of currents.

112 Annex, page Determination of CPA and TCPA.1 Determination of CPA and TCPA in relative presentation (stabilised and unstabilised) CPA and TCPA of a target ship in a relative presentation can be obtained as shown in Fig.4-6. (1) To plot the observed positions (E 1, E 2, E 3) of the target ship on the plotting chart. (2) To get the RML (E 1E 3) of the target ship by connecting these positions and extend the line towards the direction of E 1E 3. (3) To draw a perpendicular from the own ship's position O to the extension line until the foot point P. Then, the length of OP is CPA and the time needed for the target ship to arrive at the foot point P is TCPA. P Fig.4-6 O E3 E2 E1 CPA and TCPA from RP.2 Determining CPA and TCPA in true presentation CPA and TCPA of a target ship in true presentation can be obtained as shown in Fig.4-7. (1) To plot the course and speed of the target ship in a P true presentation as mentioned above. A (2) To plot the relative motion triangle ( A 1AA 3) based on the track (A 1A 3) of the target ship, and obtain the (AA 3) of the target ship. A3 W3 A2 W2 RML (3) To draw a perpendicular from the own ship's corresponding position W 3 to the extension of the AA 3, and get the foot point P. Then, the length of W 3P is the CPA, and the time needed for the target ship to arrive at the foot point P is the TCPA. A1 W1 Fig.4-7 CPA and TCPA from TP RML.3 Factors affecting the accuracy of CPA and TCPA The factors that affect the accuracy of CPA and TCPA include: (1) Inappropriate mode of radar presentation; (2) Error of observed bearing and range of targets; (3) Inappropriate plotting scale, error of plotting and calculation. Demonstration and practical training 4-1 (1.0 hour) (see page 108) Acquiring motion elements of target ships

113 Annex, page Effects of course alteration and speed change.1 Effects of course alteration and/or speed change of a target ship Course alteration and/or speed change of a target ship normally leads to changes of initial CPA and TCPA when the own ship keeps its speed and course. As shown in Fig.4-8, WE is the true vector of the target ship. The target ship turns to starboard 3 with Angle α (with no speed change) at the moment E 3 while the own ship keeps the course and speed. Then the RML changes accordingly, which means changes of CPA, TCPA, relative course and speed of the target ship. Similarly, effects of changes in CPA, TCPA, relative course and speed of the target ship can be obtained while it keeps course but changes speed or changes both course and speed. E1 E3' E2 E3 α W P1 P O Fig.4-8 Plotting of the relative movement vectors for both ships (the target ship making a turn while the own ship keeping the course and speed).2 Radar observation V.S. visual look-out Radar observation has advantages for long range targets and high measurement accuracy and it is less influenced by visibility. Although motion data of a target ship can be obtained by radar plotting, it takes longer time. In terms of finding a target ship manoeuvre, there exists a time delay. It is difficult to find small course alteration and/or speed change in particular. Visual look-out is the most basic and important means to maintain a proper look-out for officers and should be abandoned in no case. Visual look-out is simple, convenient and intuitive, which helps the officers to make a full appraisal of the situation and of the risk of collision, but the accuracy is poor in estimating target ship motion data. Visual look-out could be easier than radar observation in finding a manoeuvre of the target ship earlier according to the course alteration and/or speed change..3 Time delay between change in the course or speed and detection of that change Through continuous observation, course alteration and/or speed change of a target ship can be obtained from the change of the RML. But it is difficult to estimate changes of course and speed of the target ships within a short observation time, because the change of the RML of target ships is

114 Annex, page 112 not obvious in such situation. Therefore, there should be enough continuous observation time for the tetection of the changes in target course and speed..4 Advantages of bearing stabilisation in a relative motion presentation In order to determine the risk of collision and ensure the stability of the radar picture after taking collision avoiding actions, manual radar plotting in a relative presentation mode with bearing stabilisation is normally applied. This display mode is conducive to reducing error and improving the plotting accuracy. Moreover the state of echo of target ship remains steady and continuous when the own ship alters course..5 Effects on target ship motion data by the own ship's course alteration or speed change As shown in Fig.4-9, the new RML changes when the own ship makes a turn to starboard with an angle of α at moment E 3 (with no speed change), which also leads to the subsequent changes of CPA, TCPA, as well as the relative course and speed of the target ship. Similarly, it is also possible to obtain the changes of new CPA, TCPA, relative course and relative speed while the own ship changes speed alone or changes both speed and course. E 2 E1 ' 1 E E 3 P 1 W P O Fig.4-9 Relative movement vectors of both ships (the own ship making a turn, with the target ship keeping her course and speed).6 Effects of small changes of course and/or speed on finding changes of true vector of the target ship and on the accuracy of these changes It is more difficult to find small changes of true vector of a target ship compared with large changes when manual radar plotting is used to find changes of true vector of the target ship and the accuracy of these changes. The changes of the true vector of target ship are presented by changing RML on radar plotting. When both ships have similar speeds, it is difficult to detect the changes of RML if the target ship has small changes in course or speed. Therefore, adequate collision avoidance actions should be taken in order to be detected by other ships. Usually, adequate action means that one-time change of course should reach at least 30 degrees or even 60 to 90 degrees in poor visibility; and the reduction of speed should not be less than half of the initial. Demonstration and practical training 4-2 (1.0 hour) (See Page 109) Effects on RML by altering course of the own ship

115 Annex, page 113 Demonstration and practical training 4-3 (1.0 hour) (See Page 100) Effects on RML by speed change of the own ship 4.5 Radar plotting data The importance of manual radar plotting report should be fully understood and procedures of manual radar plotting report should be made clear. Manual radar plotting report should include the following data: bearing, range, CPA, TCPA, course, speed and aspect. The report should start from finding a target on radar, and then bearing, range, CPA, TCPA, course, speed and aspect. Continuous observation should be maintained and the frequency of reporting should be adjusted with the development of the situation. Following the collision avoidance action, reporting should be maintained until the other ship is finally past and clear. Demonstration and practical training ) Manual radar plotting report (1.0 hour) (see Page Demonstration and practical training 4-1 Acquiring motion elements of target ships (1.0 hour) (1) Training objective With this training, trainees should understand the meaning of relative vector triangle, different vectors and angles and also should know how to acquire the course, speed, aspect, CPA and TCPA of target ships. Moreover, trainees should know the factors affecting the accuracy of motion elements. (2) Training mode Demonstration and practical training should be carried out on radar simulators. (3) Training procedure Power on radar and adjust the radar simulator to its optimal display status. Plot the motion data of target ships on plotting charts based on radar observation. Training report The own ship Course Speed Target ships Data of observation Motion elements Time Bearing Range Course Speed CPA TCPA Aspect (4) Training guidance Instructors

116 Annex, page 114. Requirements of training scenarios: target ships may include ships with same speed and course, anchoring ships, head-on ships, crossing ships, overtaking ships and ships being overtaken, etc. At the same time, the target ships should be located at different bearings of the own ship.. Demonstrate the right methods of using manual radar plotting tools.. Demonstrate the ways to plot the positions of target ships on plotting chart and ways to acquire the motion elements.. Summarise and assess the performance of trainees at the end of the training. Trainees. Pay attention to the difference of bearings in different radar presentations.. Keep course and speed while plotting.. Note that too short intervals of observation may cause major deviation while too long intervals may prolong the plotting time. Demonstration and practical training 4-2 Effects of course alterations on RML (1.0 hour) (1) Training objective Based on in-depth class discussions, trainees should be able to by means of demonstration and practical training, attain the knowledge regarding the influences of the own ship's course alteration on CPA, TCPA and the RML, and acquire the skills of altering course to avoid collision in different situations. (2) Training mode Demonstration and practical training should be carried out on radar simulators. (3) Training procedure Power on radar and adjust the radar simulator to its optimal display status. Take collision avoidance actions in different encounter situations based on radar observation. Record the changes of the RML after each course alteration and analyse the changes of RML following the own ship's actions towards different target ships. Training report The own ship Target ships Course change action Course Speed No. Bearing Range New Course Change direction of RML 1 (4) Training guidance 2 Instructor

117 Annex, page 115. Requirements of training scenarios: target ships may include ships with the same speed and course, anchoring ships, head-on ships, crossing ships, overtaking ships and ships being overtaken, etc. At the same time, the target ship should be located at different bearings of the own ship.. Demonstrate how to take collision avoidance actions by altering the course on radar simulator, as well as how to maintain course and speed.. Demonstrate the ways to determine the changing direction of RML after taking collision avoidance actions.. Summarise and assess the performance of trainees at the end of the training. Trainees In order to manifest the influence of course alteration on RML, the own ship can turn to starboard or port side. During the simulation training, the target ship should keep its speed and course and the own ship keeps its speed. After course alteration, the course and speed of the own ship should be made steady as soon as possible. Demonstration and practical training 4-3 Effects of speed changes on RML (1.0 hour) (1) Training objective Based on in-depth discussion in class, trainees should be able to by means of demonstration and practice, attain the knowledge regarding effects of the change of the own ship's speed on CPA, TCPA and the RML, and acquire the skills of changing speed to avoid collision in different situations. (2) Training mode Demonstrations and practical training will be carried out on radar simulators. (3) Training procedure Power on radar and adjust the radar simulator to its optimal display status. Take collision avoidance actions in different encounter situations based on radar observation. Record the changes of the RML after taking each changes of speed to avoid collision and analyse the changes of RML following the own ship's actions towards different target ships. Training report The own ship Target ships Speed change action Course Speed No. Bearing Range 1 2 New speed Change direction of RML

118 Annex, page 116 (4) Training guidance Instructor. Requirements of trainging scenarios: target ships may include ships with the same speed and course, anchoring ships, head-on ships, crossing ships, overtaking ships and ships being overtaken, etc. At the same time, the target ship should be located at different bearings of the own ship.. Demonstrate how to take collision avoidance actions by changing the speed, as well as how to maintain its course and speed.. Demonstrate the ways to determine the direction of RML change after taking collision avoidance actions.. Summarise and assess the performance of trainees at the end of the training. Trainees on RML. The own ship can speed up or slow down in order to manifest the influence of speed change During the simulation training, the target ship should keep speed and course and the own ship maintains its course. possible. After changing speed, the own ship should make the course and speed steady as soon as Demonstration and practical training 4-4 Manual radar plotting report (1.0 h) (1) Training objective Through demonstration and practice, trainees should be able to understand the importance of manual plotting report and make clear the contents of the report and the procedures of the operation. (2) Training mode Demonstration and practical training should be carried out on radar simulators. (3) Training procedure To measure the range and bearing of the target ship by radar observation. To acquire course, speed, CPA, TCPA of target ships by radar plotting. To report the manual plotting data according to the report procedure. (4) Training guidance Instructor Demonstrate the manual plotting report procedures including report contents and frequency which change with situations.

119 Annex, page 117 Summarise and assess the performance of the trainees after the training. Trainees Continuous observation should be maintained. The reporting frequency should be adjusted with the changes of the situation and the reporting should be maintained after taking collision avoidance actions and until the target ship is past and clear. Assessment techniques Assessment upon completion of the topic can be conducted in forms of written examination, oral test, practical operation, class discussions and records, etc. in order to assess whether a trainee satisfies the required performance. Focusing on basic concept of vector triangle in collision avoidance and the formation of motion vectors in encounter situations in this topic, the trainee shall (1) have the primary knowledge and practical ability to determine the motion data of target ships by fast plotting under the relative or true motion presentation, (2) interpret the effects of the action to avoid collision on the RMLs of target ships, and (3) complete the procedures of manual radar plotting reports correctly. Teaching guidance This topic is mainly about the technique of manual radar plotting and its application. After the learning, demonstration and practical training, trainees should develop an expertise of manual radar plotting technique and establish the concept of relative motion. Knowledge regarding the effects of collision avoidance actions on CPA and TCPA should also be acquired. It should be highlighted that even with the comprehensive auto-tracking functions of radar, it is still important for the officer in charge of a navigational watch to acquire manual plotting knowledge and skills. The principles and approaches are the theoretical foundation of radar target tracking technique. Expertise of manual plotting is conducive to the establishment of a complete concept of vector triangle in collision avoidance and the formation of motion vectors in encounter situations. This in turn assists full comprehension and application of ARPA in providing collision avoidance information. It should be particularly highlighted that trainees should make clear assessments regarding the CPA changes and developments of target ships based on the patterns of RML changes so as to predict the effects of the collision avoiding actions for the benefit of the coordination of ships encountered. The concept of vector triangle is the key point of this topic. The instructor should try all effective means to assist the trainees in establishing the concept of vector triangle so that they may develop a comprehensive understanding of the effects on CPA and TCPA of motion vector

120 Annex, page 118 changes of both the own ship and the target ship. Automatic target tracking and AIS reporting functions may be integrated in the instruction of plotting principles and approaches to strengthen trainees' understanding of vector triangle. Detailed interpretation and analysis should be made regarding different encounter situations between ships, such as the same speed and course ships, anchoring ships, head-on ships, crossing ships, overtaking ships and ships being overtaken. In this topic, situational awareness is emphasised. Demonstration and practical training should be the focal parts in the whole process. A training plan should be developed by instructors with rich navigation experience. Real-time plotting practices on radar simulators may help the trainees to develop good understanding of plotting geometry and relative motions, thus improving their plotting techniques. The instructor should play a leading role in delivering the course. Demonstration of the plotting procedures should be based on detailed explanations. Effective training can be achieved by frequent practices on radar simulators. In this topic, demonstration and practical training should be designed step by step from the easier to the more complex. Trainees could begin from the simplest exercise, and make gradual progress to meet the requirements of the STCW Convention. Demonstration and practical training may be conducted synchronically with classroom instructions or conducted after the instructions. Practical training time for trainees should be no less than three quarters of the total demonstration and practical training time.

121 Annex, page ARPA system or radar target tracking (TT) and AIS reporting functions Detailed teaching packages The ARPA system or TT and AIS reporting functions can obtain collision avoidance information between targets and the own ship. Based on the MSC. 192(79) PS, ARPA has evolved from a stand-alone automatic radar plotting aid to an essential and indispensable functional module in radar video data processing, which is referred to as TT. The AIS sensor provides information of AIS reported targets to assist collision avoidance. This topic deals with radar application for collision avoidance which is a significant part of safe navigation. The teaching objectives include: (1) The display characteristics of radar tracking targets; (2) The display characteristics of AIS reported targets; (3) The basic concept of the association of radar tracked targets with AIS reported targets; (4) IMO performance standards for ARPA or TT and AIS reporting functions; (5) Criteria for acquisition of ARPA or TT targets and activation of AIS reported targets; (6) Radar tracking capabilities and limitations; (7) Processing delay of target tracking and information delay of AIS reported targets. This topic, based on the theoretical foundation established in Topics 1 and Topic 4, enables trainees to develop a full understanding of the principles of ARPA and TT and AIS reporting functions. Effective use of ARPA or TT and AIS reporting functions helps them to perform the watchkeeping duties competently. 5.1 Display characteristics of ARPA systems or TT.1 Vectors Originating from the target position (target tracking position or AIS reported position) and the CCRP position of the own ship, vector is a line segment to predict the motion of the target and the own ship in a period (the length of time can be adjusted by the operator). Specifically, the direction of the line segment predicts the motion direction of the target and the own ship, and the length of the line segment represents the predicted motion distance in the set period. Once the unit time is selected, the length of the vector will represent the predicted speed of the target. With vectors, the operator can quickly obtain the target's motion trends, evaluate the collision risk, interpret the encounter situation, determine and take measures to avoid collision. Vector modes include relative vector (RV) and true vector (TV).

122 Annex, page 120 (1) Relative Vector The meaning of relative vector The originating point of the relative vector is the current position of the target and the direction represents the motion direction of the target with respect to the observing ship; the length of the vector represents the motion distance within the setting time with respect to the observing ship; and the tail end of the vector indicates the relationship of position between target and the own ship after the set time (provided there are no manoeuvres for the observing ship and target ship within the set time). I Features of relative vector The relative vector is target motion vector with respect to the observing ship and the extension of relative vector is essentially equivalent to the target Relative Movement Line (RML), as T 1 and Safe T2 T1 TCPA CPA Dangerous T3 CCRP T4 CPA LIM Safe T1 T2 TCPA CPA CCRP T4 T3 Dangerous CPA LIM (a) RM.RV. (b) TM.RV. T1 T2 T3 T1 T2 T4 CCRP T3 CCRP T4 (c) RM.TV. Fig.5-1 T 3 shown in Fig.5-1 (a) and (b). (d) TM.TV. The relative 图 vectors 相对矢量与真矢量示意图 and true vectors II In the water area not affected by wind and current, the direction of relative vector of a fixed target is opposite to the compass course of the observing ship and the velocity value represented is equal to the speed value of observing ship, as T 4 shown in Fig.5-1 (a) and (b). While in the water area with wind and current, the direction of the fixed target relative vector is opposite to the track of the own ship, and the value is equal to the tracking speed of the own ship.

123 Annex, page 121 III There is no relative vector on the own ship as shown in Fig.5-1 (a) and (b), and targets possessing the same speed and course with the own ship have no relative vectors as well, as T 2 shown in Fig.5-1 (a) and (b). IV The perpendicular line segment from the own ship to relative vector or its extension line is called CPA and the target navigation time from the start point of the target relative vector to the perpendicular foot is TCPA, as shown in Fig.5-1 (a) and (b). V There is no relationship between relative vector and radar orientation modes (H-up, N-up, C-up, etc.) or motion modes (TM, RM), as shown in Fig.5-1 (a) and (b). (2) True vector The meaning of true vector Both the observing ship and target ship have true vectors. The originating point of the true vector is the current position of the target or CCRP of the own ship and the direction represents the course of the target or the observing ship. The length of the vector represents the true motion distance within the set vector time, and the tail end of the vector indicates the ship position after the set time (provided there are no manoeuvres for both the observing and target ship within the set vector time). The features of true vector I Both the observing ship and target ship have true vectors (It is assumed that the speeds of the observing and target ship are not zero). The ratio of the true vector lengths between the own ship and the target ship is actually the speed ratio, as the own ship and targets T 1, T 2, T 3 shown in Fig.5-1 (c) and (d), among which T 2 has the same speed and course with the own ship. II The features of true vector depend on the own ship's speed input mode. When SOG is selected, the true vector is the vector relative to the ground and radar pictures are generally suitable for coastal and narrow waters taking consideration of both collision avoidance and navigation; when STW is selected, the true vector is the vector relative to water and the radar presentations are generally suitable for ship collision avoidance. In the water area free of the affection of wind and current, the SOG equals to STW. In other words, there is no deference between the true vector relative to the ground and to the water. III There is no relationship between true vector display and radar orientation modes (H-up, N-up, C-up, etc.), as well as motion modes (TM, RM), as shown in Fig.5-1 (c) and (d). Slides or other forms of visual presentation may be adopted in the course, with emphasis on the significance of using vector to obtain target predicted motion and assess the risk of collision, so that the officers will be well informed of the encounter situations and take collision avoidance measures. Also it is important to note that the alternate use of different modes of vector is significant for obtaining comprehensive information about collision avoidance and that false vector identification mode causes serious consequences..2 Graphics For each radar tracked target, the following symbol graphics should be presented in graphical form: radar acquired target, radar tracking target, and dangerous target, etc.

124 Annex, page 122 The significance of familiarity with graphical symbols of radar tracking target should be emphasised in the course. It is preferable that all symbol graphics in Table 2 of Appendix I-7 be illustrated with the live radar screenshots or the graphics illustrated in radar operation manual..3 Alphanumeric data output The display alphanumeric data of the tracked target required by IMO performance standards include the relative range/bearing (or true bearing), CPA/TCPA, true course/speed, and Bow Crossing Range (BCR)/Bow Crossing Time (BCT) which are also available in many radar sets. The relevant symbols and data of targets from radar should be clearly identified..4 PADs PADs is an acronym for "Predicted Area of Danger", which is the possible collision area of the own ship with the target under the condition that the target keeps the speed and course and the own ship keeps the speed only. (1) The features of PADs PAD is presented as an arbitrary closed area. As an example, the popular hexagonal PADs on radar screen is shown as the symmetrical hexagon " " in the true vector line, as shown in Fig.5-2. The axis represents the true course line of the target and the length of the axis is associated with the speed ratio of the targets and the observing ship, and the width of PADs is twice that of CPA LIM. T1 Safe O T2 Dangerous T0 (2) The relationship between PADs and vector When switching over to PADs mode, only the true vectors are displayed. Fig.5-2 PAD (3) The number of PADs Different speed ratio and encounter situations between the own ship and targets will lead to a variety of number of PADs, 0,1,2, as shown T 0, T 1, T 2.in Fig Display characteristics of AIS reported targets AIS provides basic knowledge in the course. The instructor may review the basic concepts of AIS in an interactive way, focusing on the fact that the radar display terminal provides optimum display platform for the application of AIS information in collision avoidance. AIS reported targets is a required function of radar according to the MSC. 192(79) PS. AIS reported targets should be presented with their relevant symbols according to the performance standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays adopted by the IMO and SN/Circ.243.

125 AIS targets that are displayed should be presented as sleeping targets by default. HTW 3/3/2 Annex, page Vectors The course and speed of AIS reported targets should be indicated by a predicted motion vector. The vector time should be adjustable and valid for the presentation of any target regardless of its source. AIS presentation status is specified in TABLE 4 of Appendix I-3. A permanent indication of vector mode, time and stabilisation should be provided..2 Graphics AIS reported targets should be identified with their relevant graphics. The AIS reported target symbols are specified in Table 2 of Appendix I-7..3 Alphanumeric data output For each selected AIS target, ship information should be displayed in alphanumeric mode as follows: (1) Static information includes ship's name, MMSI, dimension and ship type. (2) Dynamic information includes ship's position, ROT (it is compulsory for all ships of 50,000 gross tonnage and upwards are applicable), and navigation status. (3) Voyage related information includes ship's draught, destination, voyage plan, etc. These information may inform the officer of the characteristics and movements of the targets, so that they can assess the encounter situations and the risks of collision, and take corresponding actions. The current target data should be displayed and continue to be updated before selecting another target data display or window to close. In addition, a method for displaying the AIS data of the ship is also provided. If more than one target is selected for data display, the relevant symbols and corresponding data should be clearly identified. 5.3 Association of radar tracked targets with AIS reported targets.1 The concept of the association of radar tracked targets with AIS reported targets As required in the MSC. 192(79) PS, an automatic target association function based on harmonised criteria avoids the presentation of two target symbols for the same physical target. The information of the target positions, courses, speeds respectively from the radar sensors and AIS sensors have various degrees of accuracy. Based on the association criteria (e.g. time, position, course and speed), making full use of these information, the radar optimises and outputs the consolidated and optimal dynamic information about the target as required by the officer. This process is called the association of radar tracked targets with AIS reported targets.

126 Annex, page 124 (1) Independence Radar target tracking information and AIS target reported information come from different independent sources with independent communication and access channels without synchronisation. Thus there exist information errors. (2) Interdependency For the same target, there exists a good interdependency between radar tracking and AIS reported target information..2 Association principles of tracked and AIS reported targets and factors affecting association criteria setting If the target data from AIS and radar tracking are both available and if the association criteria (e.g. position, motion) are fulfilled, the AIS and radar information are considered as one physical target. Then in a default condition, the activated AIS target symbol and the alphanumeric AIS target data should be automatically selected and displayed. The instructor should point out that factors affecting association setting include traffic density, the precision of the equipment and the accuracy of nautical instruments affected by weather/sea conditions, etc., e.g., (1) At open sea, the distance between ships is normally more than 1.5 nm. Even in coastal waters with heavy traffic, it is not less than 0.8 nm generally. (2) According to the MSC. 192(79) PS ( ) and IEC standards, under the circumstance of ship rolling within ±10, the measured target range and bearing should be within 50 m or ±1% of target range, whichever is greater, with a precision of 2. (3) The reported interval of AIS dynamic data may vary from the requirements of the performance standards due to the fact that performance of equipment from different manufacturers differs and that AIS VHF Data Link (VDL) environment varies. (4) When a tracked target has achieved a steady state, the true speed accuracy of the target is within 0.5 kn or 1% of target speed (whichever is greater) and the true course accuracy is within 5 provided by radar tracker. But considering the actual sea conditions, especially in adverse weather and rough sea conditions, the actual tracking accuracy may be lower than the requirements of the standards. 5.4 IMO performance standards for ARPA or TT and AIS reporting functions This sub-topic focuses on related content of the MSC. 192(79) PS. For the ARPA system, please refer to Appendix I-5. Prior to the instruction, relevant materials should be prepared and distributed to the trainees.

127 Annex, page IMO performance standards for ARPA and TT relating to accuracy Automatic tracking accuracy should be achieved when the tracked target has achieved a steady state, assuming the sensor errors are within the range specified by the relevant performance standards of the IMO. For ships (HSC typically) capable of up to 30 kn true speed, the tracking facility should present, within 1 min steady state tracking, the relative motion trend and after 3 minutes, the predicted motion of a target, the accuracy values (95% probability) are specified in TABLE 3 of Appendix I-3. Accuracy may be significantly reduced during or shortly after acquisition, a manoeuvre of the own ship, a manoeuvre of the target, or any tracking disturbance and is also dependent on the own ship's motion and sensor accuracy. Measured target range and bearing should be within 50 m (or ±1% of target range, whichever is greater) and 2. For ships capable of speeds in excess of 30 kn (typically High-Speed Craft (HSC)) and with speeds of up to 70 kn, there should be additional steady state measurements made to ensure that the motion accuracy, after 3 minutes of steady state tracking, is maintained with target relative speeds of up to 140 kn..2 The requirements for acquisition and tracking of targets TT facilities should be available on at least the 3, 6, and 12 nm range scales. Tracking range should be extended to a minimum of 12 nm. Manual acquisition should be provided with provision for acquiring at least the number of target specified in TABLE 1 of Appendix I-3. Automatic acquisition should be provided where specified in TABLE 1 of Appendix I-3. In this case, the operator can define the boundaries of the auto-acquisition area. When a target is acquired, the system should present the trend of the target's motion within 1 minute and the prediction of the targets' motion within 3 minutes. TT should be capable of tracking and updating the information of all acquired targets automatically. The system should continue to track radar targets that are clearly distinguishable on the display for 5 out of 10 consecutive scans or equivalent. The TT design should be such that target vector and data smoothing is effective, while target manoeuvres should be detected as early as possible. The possibility of tracking errors, including target swop, should be minimised by design. Separate facilities for cancelling the tracking of any one and of all target(s) should be provided. Automatic tracking accuracy should be achieved when the tracked target has achieved a steady state, assuming the sensor errors allowed by the relevant performance standards of the IMO. A ground referencing function, based on a stationary tracked target, should be provided. Targets used for this function should be marked with the relevant symbol defined in SN/Circ.243.

128 Annex, page Operational alarms of ARPA or TT and AIS reporting functions Instructors may first introduce the significance of the ARPA or TT and AIS operational alarms in ensuring the safety of navigation. Discussion of alarm criteria can be done from the point of view of ensuring navigation safety, with an emphasis on the necessity of a clear indication of the cause for all alarm criteria. The preset CPA/TCPA limits applied to targets from radar and AIS should be identical. If the calculated CPA and TCPA of a tracked target or activated AIS target are less than the set limits (1) a CPA/TCPA alarm should be given; (2) the target should be clearly indicated. As a default state, the CPA/TCPA alarm functionality should be applied to all activated AIS targets. On user request the CPA/TCPA alarm functionality may also be applied to sleeping targets. If a user defined acquisition/activation zone facility is provided, a target previously not acquired/activated entering the zone, or detected within the zone, should be clearly identified with the relevant symbol and an alarm should be given. It should be possible for the user to set ranges and outlines for the zone. The system should alert the user if a tracked radar target is lost, rather than excluded by a pre-determined range or pre-set parameters. The target's last position should be clearly indicated on the display. It should be possible to enable or disable the lost target alarm function for AIS targets. A clear indication should be given if the lost target alarm is disabled. If the following conditions are met for a lost AIS target: (1) The AIS lost target alarm function is enabled. (2) The target meets lost target filter criteria. (3) A message is not received within a period of set time according to the nominal reporting rate of the AIS target. Then: (1) The last known position should be clearly indicated as a lost target and an alarm be given. (2) The indication of the lost target should disappear if the signal is received again, or after the alarm has been acknowledged. (3) A means of recovering limited historical data from previous reports should be provided..4 Alphanumeric data of ARPA or TT and AIS targets It should be possible to select any tracked radar or AIS target for the alphanumeric display of its data. A target selected for the display of its alphanumeric information should be identified by the relevant symbol. If more than one target is selected for data display, the relevant symbols and the corresponding data should be clearly identified. There should be a clear indication to show that the target data is derived from radar or from AIS.

129 Annex, page 127 For each selected tracked radar target, the following data should be presented in alphanumeric form: source(s) of data, actual range of target, actual bearing of target, predicted target range at the closest point of approach (CPA), predicted time to CPA (TCPA), true course of target, true speed of target. For each selected AIS target the following data should be presented in alphanumeric form: source of data, ship's identification, navigational status, position where available and its quality, range, bearing, COG, SOG, CPA and TCPA. Target heading and reported rate of turn should also be made available. Additional target information should be provided on request. If the received AIS information is incomplete, the absent information should be clearly indicated as "missing" within the target data field..5 Effects of sensor errors on ARPA or TT In compliance with IMO performance standards, automatic tracking accuracy should be achieved when the tracked target reaches a steady state, assuming the sensor errors allowed by the relevant performance standards of the Organisation. Therefore, if the sensor error is beyond the allowance, the accuracy of ARPA or TT will be affected. Sensor errors include basic radar errors, THD errors, SDME errors, EPFS errors and AIS errors. The basic radar error will result in the error of all output data of radar tracked target. THD heading error, SDME and SDME speed (STW or SOG) error affects the radar tracked target data, including true course, true speed, true vector, PADs and other alphanumeric data and graphical data error. AIS error has no effect on radar tracking data, but the ship's position deviation of EPFS and AIS error may lead to incorrect association of radar tracked targets with AIS reported targets..6 The performance standards for THD, SDME, EPFS and AIS inputs The radar system should be capable of receiving the required input information from: (1) a gyro-compass or transmitting heading device (THD); (2) a speed and distance measuring equipment (SDME); (3) an electronic position fixing system (EPFS); (4) an Automatic Identification System (AIS); or other sensors or networks providing equivalent information acceptable to the Organisation. The radar should be interfaced to relevant sensors required by these performance standards in accordance with recognised international standards. When the ship is free from shallow water effect and from the effects of wind, current and tide, errors in the indicated speed should not exceed 2% of the speed of the ship, or 0.2 knots, whichever is greater. If the accuracy of SDME is likely to be affected by certain conditions (e.g. sea state and its effects, water temperature, salinity, sound velocity in water, depth of water under the keel, heel and trim of ship), details of possible effects may be found in the equipment manual. GPS information supplied to radar includes:

130 Annex, page 128 -A new position should be generated and outputted at least once every 2 seconds; -The minimum resolution of position of latitude and longitude should be minutes. The AIS should be capable of receiving information of the other ship automatically and with the required accuracy and frequency, see Part D 5.2. IMO performance standards for THD, see R19. IMO performance standards for SDME, see R8. IMO performance standards for GPS, see R17. IMO performance standards for AIS, see R11..7 The performance standards for range and bearing accuracy and discrimination The requirements of radar system range and bearing accuracy are described in Part D Range and bearing discrimination are described in Part D The performance standards for association of radar tracked targets with AIS reported targets The description in the performance standards about the definition and association criteria of target association is listed in 5.3. If the target data from AIS and radar tracking are both available and if the association criteria (e.g. position, motion) are fulfilled such that the AIS and radar information are considered as one physical target, then as a default condition, the activated AIS target symbol and the alphanumeric AIS target data should be automatically selected and displayed. The user should have the option to change the default condition to the display of tracked radar targets and should be permitted to select either radar tracking or AIS alphanumeric data. For an associated target, if the AIS and radar information become sufficiently different, the AIS and radar information should be considered as two distinct targets and one activated AIS target and one tracked radar target should be displayed. No alarm should be raised. By showing live radar screenshots, the instructor can better explain how the presentation of two target symbols for the same physical target leads to data redundancy. 5.5 Criteria for acquisition of ARPA or TT targets and activation of AIS reported targets.1 The criteria for target acquisition of ARPA and TT and activation of AIS reported targets The acquisition of ARPA or TT target is divided into manual acquisition and automatic acquisition. In consideration of the advantages and disadvantages of manual and automatic acquisitions, the officer should make target acquisition plans on the basis of the navigational needs. There should be an indication when the capacity of processing/display of AIS targets is about to be exceeded.

131 Annex, page 129 A means to activate a sleeping AIS target and to deactivate an activated AIS target should be provided. To reduce display clutter, a means to filter the presentation of sleeping AIS targets should be provided; it should not be possible to remove individual AIS targets from the display. If zones for the automatic activation of AIS targets are provided, they should be the same as for radar automatic target acquisition. The sleeping AIS targets in automatic activation zones may be automatically activated. Sleeping AIS targets may be manually activated. The operation to activate/deactivate AIS reported targets are described in Part D Different ways for target acquisition The tracker will record the coordinates of leading edge of the acquired target and mark an acquisition symbol centred with the position on the screen. (1) The manual acquisition The observer moves the cursor onto a concerned target, presses the acquisition button, and then the screen coordinates of the cursor is recorded as the initial target position, and acquisition symbol is displayed on the screen. If the target can be detected in the subsequent acquisition window, the symbol will centre with the leading edge of the target and follow the movement of the target. The radar initiates target tracking. According to the Radar Performance Standards, the motion trends of the target will be given within 1 minute. (2) The automatic acquisition When the operator sets a closed acquisition area on the screen, those targets within or intrude the region will trigger the criteria of automatic acquisition. The red acquisition symbols (see Table b of Appendix I-7) will flash and an alarm will be given. There should be means such as acquisition zones and exclusion zones for the user to define the boundaries of the auto-acquisition area. Guard/acquisition zones The setting of guard/acquisition zones are shown in Fig.5-3, those targets which are within the zones and intrude the zones from external will trigger guard/acquisition criteria. The alarm/acquire (a) Annular zones (b) Annular/sector zones (c) Polygon and exclusion zones Fig.5-3 The setting of guard/acquisition zones zones can be set in various patterns. The guard/acquisition zones can be set as a variety of graphics area, Fig.5-3 (a) shows annular guard/acquisition zones, usually up to two guard/acquisition zones. If necessary, the guard/acquisition zones can be limited by the sectors

132 Annex, page 130 shown in Fig.5-3 (b). Fig.5-3 (c) is an example of adjustable polygon (irregular) and exclusion zones, every vertex of which can be adjusted freely. The exclusion zone Exclusion area is also known as the restricted zone on radar screen, where target automatic acquisition is rejected. The purpose of setting exclusion zone is to prevent radar automatically acquiring those targets which do not need to be tracked, including land, islands, clutters and very short-range targets, so as to improve the purpose of automatic acquisition, to enable better utilisation of capacity resources, and to enhance the readability of information of important targets on screen. Within the exclusion zone, the office can also acquire target manually if necessary..3 Criteria for automatic selection of targets specified in the manual Automatic acquisition is a supplementary to manual acquisition for open sea with good weather and sea conditions. The automatic acquisition is not suitable for complicated situation which requires more selectivity. But for any encounter situation, the appropriate settings of automatic acquisition and exclusive zones are recommended. The automatic acquisition operations are clearly illustrated in the specific equipment operational manual. Instructors should emphasise that officers who use the equipment for the first time after a handover onboard a new shhip should read the operational manual carefully, and be familiar with the equipment operation environment..4 Criteria for manual acquisition of targets Manual acquisition is an indispensable function to facilitate collision avoidance and suitable for all waters and encounter situations. In general, for manual acquisition, the officer should follow the criteria of giving priority to the most concerned targets, i.e. bow, starboard and short-range targets in sight, and bow, starboard in restricted visibility. There is no particular order among bow, starboard and short-range targets, and specific order should take into consideration according to the actual situation at sea. With reference to radar collision avoidance practice at sea, the priority principle of target acquisition can be illustrated by using drawings on the blackboard, slides, videos, etc..5 Target number acquired by ARPA or TT and reported by AIS reporting In accordance with the requirements in SOLAS, in fulfilment of the radar performance standards for various tonnages, types of ship, refer to TABLE 1 of Appendix I-3 for the minimum TT acquisition targets and activated AIS targets. For the number requirements of ARPA acquisition, refer to Appendix I-5 and R5..6 Targets that may be deleted if posing no potential threat (when tracking limit has been reached) TT facilities can be operated to delete all or one of the tracked targets. The target with relative speed of 100 kn (or 140 kn of high-speed vessel) can be deleted manually.

133 Annex, page 131 In case of an indication when the target tracking capacity is about to exceed, the operator can delete the target with lower collision risk manually. The targets beyond tracking range may be deleted automatically..7 The tracking results of targets in acquisition, guard and exclusion zones In guard/acquisition zones defined by the user, the symbols and alarms should be given when the non-acquired/activated target are entering the zones or detected inside the zones. This zone can be applied for radar targets and AIS reported targets or be set for alarm purpose only, not for acquiring radar target and activating AIS target. The officer can acquire targets by manual acquisition, or acknowledge (use ACK button) the alarm of the targets that do not need to be acquired. In some cases, automatic acquisition may not be able to obtain the desired results, e.g. the automatic acquisition of sea clutter, rain clutter, noise and interferences. Especially, the acquisition of mass of land echoes will quickly fill up the available tracking channels and trigger the overflow alarm. Therefore, the exclusion zones are required to be set. False targets (such as clutter) are captured and may be lost soon, and the 'lost target' alarm can be triggered. Better teaching effect can be achieved if the instructor use radar screenshots and audio, video resources. 5.6 Tracking capabilities and limitations.1 Target tracking The whole computing process, in which radar tracks successive position changes of targets, predicts target motion and obtains motion parameters, is known as target tracking. For target tracking function of radar, there are three steps as follows: (1) Target detection The process of finding the targets under the background of the noises and clutters is referred to as target detection. In order to improve the reliability of automatic target detection, the officer should carefully adjust the image to optimum. Especially in the adverse weather and rough sea conditions, anti-clutter should be adjusted with prudence to improve chances of target detection. (2) Target acquisition The target acquisition is a process prior to the process that the tracker records initial position of the target, then start the detection and tracking the successive changes of target position and finally predict target motion. The acquisition may be manual or automatic. For ships less than GT, the automatic acquisition is an optional function. (3) Target tracking Target tracking process is completed by the tracker automatically. In accordance with the filtering algorithm, with each antenna scan, the tracker detects the presence of the target within the tracking window, calculates the target's position, and then moves the tracking window to predict

134 Annex, page 132 target motion. The process contains target acquisition, tracking window setting, tracking window adjusting, target relative motion trend, and target motion prediction. In this process, the size of the tracking window is gradually reduced and finally keeps a constant smaller size. In other words, the accuracy of target tracking is gradually increased until the tracking is stable. If the own ship and the target ship manoeuvre, the above mentioned tracking process should be restarted..2 Target lost and alarm (1) Conditions of target lost The radar Performance Standards state that the system should continue to track radar targets that are clearly distinguishable on the display for 5 out of 10 consecutive scans or equivalent. Otherwise, radar gives target lost alarm. (2) Causes of target lost The tracked target is unstable clutter of sea or rain. Target echo is too weak. OS (the own ship) or target in close range manoeuvres rapidly. The tracked target is obstructed. (3) Alarm of target lost There should be a clear indication of the lost target in operational display area. There should be an audible alarm which can be switch on and off by the user. The alarm needs to be acknowledged by the user and stops after acknowledgement..3 Common circumstances leading to "target swop" (1) Conditions of target swop In the course of the target tracking, if the echoes of two adjacent targets fall into the same tracking window at one certain scan, the radar may easily give up the tracked target and turn to track another target. This phenomenon of wrong tracking is known as the target swop. (2) Causes of target swop The tracked target is close to unstable strong sea/rain clutters or other interferences. Two or multiple targets navigate extremely closely in dense traffic. The tracked target is close to large fixed targets, e.g. land and islands..4 Effects of "target swop" on displayed data (1) Anomalies of target vectors On the stabilised and continuous radar presentation mode, target swop may cause anomalies of vector.

135 Annex, page 133 (2) Target lost When target swop happened between unstabilised clutter and tracked target, a target lost alarm may be triggered. (3) Anomalies of target alphanumeric data After target swop, there are anomalies of target alphanumeric data within the target data field. (4) Anomalies of target past positions After target swop, there are anomalies of target past positions. 5.7 Delay of TT processing and AIS reported information.1 Delay in the display of tracked target data The interval, from the target acquisition, data collection, data processing, automatic computing to the display of a variety of data and information, is known as radar processing delay. According to the Radar Performance Standards, when a target is acquired, the system should present the trend of the target's motion within 1 minute and the prediction of the targets' motion within 3 minutes. For most radar, the range and bearing can be displayed after target acquisition, and CPA is displayed after 30 s, while TCPA, true course and speed are displayed within no more than 3 minutes. Therefore, target data within 3 minutes after acquisition may be not accurate enough for use. It is only for reference..2 Delay of data display when the target ship manoeuvres The processing delay influences the target tracking all the time. Firstly, the collection of target data is not continuous due to the sweeping period of radar antenna. Secondly, the precision and reliability of tracked data can only be achieved by sufficient detection updates. The motion of tracked target is always regarded as constant speed and course during the process of target tracking, so processing delay is required to rebuild the stable tracking after a manoeuvre of the target. The more manoeuvrable the target is, the greater the target deviates from the mathematical model, and the worse the tracking quality. In other words, the graphical information at operational display area and alphanumeric data from readout window are all processed data with processing delay. If there is no change of speed and course of targets, the influences of processing delay to data is small. However, if the target is in manoeuvring state, the more manoeuvrable the target is, the greater the target tracked data deviates from real target data and the larger data deviation..3 Possible delay of up to three minutes before full accuracy of the derived information may be attained after acquisition or a manoeuvre of the target Based on target tracking principle, there will be a processing delay of up to 3 min for the tracking process to settle after acquisition or a manoeuvre of the target. The tracking symbols and alphanumeric data of target are incorrect during the delay period. The more manoeuvrable the

136 Annex, page 134 target is, the greater the target deviates from the mathematical model, and the worse the tracking quality..4 The delay in the display of dynamic information of AIS reported targets (1) Owing to the effect of various interference factors on VDL and the diversity of AIS equipment, the nominal information reported interval cannot be maintained all the time, which is beyond the requirements in AIS protocol. (2) The information from AIS equipment may not be updated in time as they can automatically suspend the position reports temporarily when the VDL is busy. (3) According to the SOTDMA protocol, when time slot resource strains, the information reception of weak AIS reported targets at long-range would be abandoned automatically. Assessment techniques In consideration of the required performances in Topic 5 and 6 involve comprehensive and systematic theoretical knowledge and practical ability, it is impractical to recommend separate assessment for Topic 5. Therefore, please refer to assessment techniques in Topic 6. Teaching guidance A good understanding of the basic principles of radar automatic tracking system and the development trend of radar information technology would facilitate the proper use of the target tracking and AIS reporting functions to acquire proper navigation information. With the integrated information from the sensors, radar automatic target tracking system fulfils the following functions: manually or automatically acquiring and automatically tracking targets; obtaining and predicting key collision avoidance parameters of target, which include range, bearing, speed, course, CPA and TCPA; automatically appraising the risk of collision and providing a collision avoidance strategy. All of these functions contribute to reduce the heavy workload of watchkeeping officers and improve the reliability and efficiency in danger assessment. Fast developments in satellite positioning, sensor networks, digital communication and information processing make it possible for modern radar system to identify targets automatically with the aid of AIS. A marine radar system has become an indispensable integrated information platform on a modern bridge. Based on the navigation information processing platform, the OOW needs no longer to obtain information from individual sensors, but to set up the radar system based on the current navigation tasks. Thus, the system setup and management should be highlighted in the course of instruction. A properly setting system is able to provide optimal navigation information. On the contrary, improper setting could mislead the officer and even leads to close-quarters situations.

137 Annex, page 135 Target tracking begins from acquisition. There should be discussions to explore the advantages and disadvantages between manual and automatic acquisition, and with emphasis on the importance of manual acquisition. A trainee should develop a comprehensive understanding of automatic acquisition by setting the guard zones, acquisition zones and exclusive zones. Additionally, the trainee should be reminded that even if the automatic acquisition is used, monitoring cannot be neglected. Moreover, manual acquisition should be used as a supplementary way as appropriate. Limitations of the information system and the counter-measures should be highlighted in teaching. Automatic target tracking is based on radar target detection. Echo fluctuation, clutters and interferences would definitely cause some undesired problems or errors, for instance, miss-acquiring, miss-tracking, target lost and target swop, etc. The above mentioned problems or errors are likely to happen if the working environment of the radar has any perceptible or imperceptible changes, e.g. clutters and interferences, target blocking, target manoeuvring, and human factors like improper operation and setting of the equipment, or the failure to keep the radar in an optimal way to ensure proper automatic target tracking. One of the difficulties in this topic is how to help the trainees to develop a good understanding of the "processing delay" in automatic target tracking system. In accordance with radar performance standards, the automatic target tracking should be designed both processing the target data smoothly and effectively and detecting a target manoeuvre as early as possible. This data smoothing is referred to as "processing delay", which is necessary for processing of radar integrated information during radar automatic target tracking. During this process, by accumulating the past records of target, filtering errors of sensor, and smoothing the influences of ship movement and sea and weather, the radar is able to predict speeds and courses, and output the optimal motion data of targets according to given programmes. "Processing delay" exists not only in a steady state tracking, but also in the whole tracking process. When the tracked target manoeuvres, the radar system may not be able to indicate and forecast the manoeuvre timely. It is why the processing delay happens. Therefore, the automatic tracking function performs well in stable state tracking when targets and the own ship maintain their courses and speeds. Vessel rapid manoeuvres affect the accuracy of radar tracking data to a great extent. In fact, the smoothing process of target information and early detection of a target manoeuvre form a contradiction that is to be compromised to some extent. In this topic, for radar systems satisfying the MSC. 192(79) PS, the key and difficult part lies in the understanding of the relationship between radar tracked targets and AIS reported targets, especially the association of radar tracked and AIS reported targets. As a sensor of the radar system, AIS provides the key information for radar target identification, and contributes to an effective communication between the own ship and target ships. Meanwhile, AIS also provides the key data regarding the dynamic and collision avoidance information. AIS is able to report the targets which the radar fails to detect because of sheltering or poor reflection with a discrimination far better than that of the radar. However, it should be noted that AIS is not autonomous detection equipment and has no integrity monitoring information. Therefore, the accuracy of information cannot be determined in the receiving end. The transmission of dynamic AIS information is subject to the quality of the communications. The update interval of dynamic information may be longer than what is required by IMO performance standards, which might lead to major errors in

138 Annex, page 136 irregular communication environment. It should be aware that AIS is not the acknowledged independent device in the COLREGs, and it can just be used as an aid for ships to avoid collision. Thus, for collision avoidance, the focus should be laid on the complementary function of AIS for the radar. The association of AIS reported targets and radar tracked targets are key issues to collision avoidance. Vector is an important concept in target automatic tracking systems. A good understanding of vectors is the basis for collision-avoidance. The instructors should, through presentations and demonstrations, help trainees to learn the related knowledge of vectors (relative vectors and true vectors), develop an understanding of vectors' characteristics and applications, and achieve the proficiency of acquiring the navigation information by using vectors in practical operations. What's more, the trainees should be constantly aware of the current vector mode and the risk of using fixed or improper vector modes. Proper use of the vectors is one of the key elements for assessing the competency of the trainees. Theoretically, trial manoeuvre can provide collision avoidance decisions for the OOW. However, based on the principles of trial manoeuvre, there are still some limitations in simulating the dynamic characteristics, so the results of trial manoeuvre can only be taken as a reference rather than a source of information to rely on fully. PADs are not the required function by IMO performance standards. Due to the complex graphical lines, the use of PADs is very limited in practice, and it is not suitable for narrow waters, fishing areas, and coastal waters. The radar systems with PADs function are uncommon in recent years. Automatic target tracking performance as specified in IMO radar performance standards are the minimum requirements. The actual function and performance of radar equipment should not be below the requirements. It should be noted that the manufacturers' user manual should be referred to so that the radar can work at its full capacity and effectiveness. When designing the lesson plans, the instructors are recommended to demonstrate by simulating the real scenarios. As the radar equipment fitted onboard is manufactured in different generations, their performance standards are different as well. The instructors should prepare the lesson plans in accordance with the requirements of the competent administration. For example, with respect to the radar equipment conforming to IMO ARPA performance standards and on the basis of meeting the KUP tables in STCW regulations, the instructor can design the lesson plans as per IMO resolution A. 823(19) and the previous IMO ARPA performance standards, without coverage of the AIS reporting functions in this topic. If all the topics involved are to be covered, the lesson plan should follow the related requirements in the MSC. 192(79) PS.

139 Annex, page Operation of ARPA or radar target tracking (TT) and AIS reporting functions Detailed teaching packages The major content of this topic covers the operation of ARPA or radar target tracking (TT) and AIS reporting functions, as well as practical exercises and training sessions on the target tracking radar/arpa simulators. This topic focuses on the required competent performances for the trainees in the application of ARPA or TT radar with AIS reporting functions. A good understanding of this topic assists to the trainees in making proper decisions and taking proper measures for collision avoidance. Through the study of radar principles, demonstrations and practical training, trainees should be qualified with the operation of ARPA or radar TT function. The should know the association method of radar tracked targets with AIS reported targets. They should understand the factors which influence the accuracy and performance of the system, and the limitations of radar target tracking. As a navigation aid, over-reliance on the information provided by radar is unsafe due to possible errors and misinterpretation of information. 6.1 Setting up and maintaining ARPA or TT display Setting up and maintaining TT or ARPA display is essential to ensure radar target tracking. Trainees should know that proper presentation mode should be used to suit the actual situation instead of personal preference..1 Adjusting radar sensor for the optimum display of echoes Prior to using the function of target tracking, the radar menus and controls should be adjusted, including the brilliance, gain, manual/automatic tuning, pulse length and manual or auto clutters suppressions (sea and rain clutters) so that the echoes are displayed optimally. Except under necessary circumstances, do not use the correlation, echo average, echo expansion, and automatic clutters suppression. Avoid using all the anti-clutter controls simultaneously. Refer to 2.1 of Part D for details..2 Setting up and confirming of THD and SDME sensors (1) The setting of the own ship's THD Make sure the gyrocompass readings of the radar or readings from the gyrocompass repeater are the same with the readings of THD. Check the data integrity of THD before using it. The method is to check whether the data are marked as invalid or unavailable by the equipment. Do not use unavailable data of THD. If the equipment cannot provide integrity monitoring information, the integrity and validity of heading data should be checked by comparing them with another THD (if provided).

140 Annex, page 138 (2) The setting of the own ship's SDME Make sure the own ship's speed shown on radar is the same with the readings of SDME. For collision avoidance, the STW should be adopted. One way of setting STW is by the speed-log in water-tracking mode and the other is manual speed input. Manual speed input is used in case of speed-log failure. However, the performance and function of radar may be affected in this circumstance. For navigation, SOG should be used. The methods of setting SOG are as follows: log in bottom-tracking mode, SOG from EPFS, SOG based on a stationary tracked target as the ground reference and SOG calculated by set and drift which are input manually. The radar performance may be affected by using the last method. Check the integrity of the SDME before using it. The method is to check whether the data are marked as invalid or unavailable data by the equipment. Do not use unavailable data of SDME. Once no integrity monitoring information is provided by the equipment, the integrity and validity of speed data should be checked by comparing them with another SDME (if available)..3 Setting up an appropriate display mode (relative and true motion, HL orientation, range scale, past positions, relative and true vector, PADs) (1) Motion mode Relative motion Relative motion is applicable for collision avoidance in almost all waters. True motion Check and confirm THD and SDME first. Refer to of Part D for details. True motion with sea stabilisation is applicable for determining target movement, assessing encounter situations and making the right decisions for collision avoidance. True motion with the ground stabilisation is applicable for navigation and collision avoidance in near-coastal waters and narrow channels. (2) Orientation mode The azimuth-stabilised orientation mode should be selected, such as N-up or C-up. Moreover, the azimuth-unstabilised mode should be avoided as much as possible. For modern radar, the TT function is often prohibited when the azimuth-unstabilised mode is selected. In order to identify the target, it is better to select N-UP mode for position fixing and navigation by radar with paper chart, when the ship is engaged in coastal navigation. It is better to select C-up mode for the ship altering course or yawing, when the ship is navigating in harbour waters or narrow channels. C-up is convenient for position fixing and navigation by radar with ECDIS. Unstabilised H-up presentation should be avoided. For modern radar, target tracking function is usually prohibited under the H-up mode.

141 Annex, page 139 (3) Range scale In accordance with the IMO radar performance standards, the range scales of the target tracking include at least 3, 6 and 12 nm; most modern radars are from 0.75 to 24 nm. Normally, officers are able to acquire the targets and evaluate collision risks at the scales of 6 to 12 nm, and make a plan for collision avoidance at the scale of 6 nm, and take actions to avoid collision and assess the effectiveness at 3 nm scale. Range scales should be switched at a proper time during a voyage to optimise the presentation of information adapting to the current encounter situations. The 12 nm range scale is recommended for acquiring and tracking the targets to provide officers with the opportunity to take control of the overall situation, and allow them to take actions to avoid collision risks in ample time. The use of shorter range scales is preferred when engaged in narrow passages. (4) Past positions There are two kinds of past position modes. One is true past position mode and the other is relative past position mode. It is recommended to select the appropriate past position mode according to the actual purpose. Refer to of Part D for details. (5) Vector mode There are two kinds of vectors. One is relative vector and the other is true vector. Refer to 6.3 of Part D for details. Use relative vector to obtain CPA/TCPA and make a collision risks assessment. Use true vector to assess encounter situation and make decisions for collision avoidance. Select the appropriate vector mode at any time when it is necessary, taking into consideration of the present encounter situations and collision risks. In collision avoidance with a single target ship, the true vector time should be adjusted to manage collision risk assessment, collision avoidance decision and actions to be taken at the same time. (6) PADs The trainees may refer to of Part D for the concept of PADs and of Part D for interpretation of PADs information. PADs are applicable for open seas. The instructor should emphasise that it is inappropriate to use PADs in crowded waters with multiple targets, such as harbour waters and narrow channels, etc..4 Setting up CPA LIM/TCPA LIM The safety limitations of CPA LIM/TCPA LIM should be adapted to the present navigation situation but not the officer's personal preference. Many factors should be considered while setting the CPA LIM and TCPA LIM, including the own ship's tonnage and manoeuvrability, the seamanship of the bridge team, the enclosure of the navigation waters and traffic density, sea state and weather conditions, etc.

142 Annex, page Acquiring and monitoring targets manually Refer to of Part D for the criteria of manual acquisition. For navigation in crowded waters, the true trail function is helpful to distinguish moving targets from stationary targets, and to identify the encounter situations, and hence to acquire the critical targets according to the manual acquisition criteria..6 Setting up automatic guard/acquisition and exclusion zone Automatic acquisition function is realised by setting up automatic guard/acquisition and exclusion zone (Refer to Part D). Generally, it is recommended that guard zones can be set at ranges of 8 to 12 nm, acquisition zone at 6 nm, and ranges of less than 1.5 nm should be set as the exclusion zone. In addition, according to the situation of the navigational waters, comprehensive and reasonable setting of guard/acquisition and exclusion zones by circle, sector or polygon can be considered. The setup of exclusion zones may avoid spurious interferences and prevent targets from being acquired, e.g. lands, islands, clutters, and others which need not to be tracked by the radar. 6.2 Setting up and maintaining AIS display According to the MSC. 192(79) PS, AIS is one of the required sensors of the radar. The trainees should have full understanding of the setting up and maintaining AIS reported target display..1 Setting up and confirmation of EPFS sensor The plausibility and accuracy of AIS reported targets are linked with the plausibility and accuracy of the own ship's EPFS, the accuracy of targets' sensors, and the situation of AIS VHF data link (VDL). OOW should check and confirm the accuracy and integrity of the own ship's EPFS, communicate with target ship in an active and effective manner, and verify the reliability of target ships' AIS information..2 Setting up and confirmation of THD sensor Refer to 6.1 of Part D for setting up THD sensors. In the absence of THD signals, AIS reported target information will not be displayed on the radar..3 Setting up and confirmation of SDME sensors Refer to 6.1 for setting up SDME sensors. Although the speed of the own ship can be inputted manually, the display of AIS reported target on the radar may be affected. According to IEC radar performance standards, AIS reported targets will be displayed as CTW and STW when the radar speed sensor mode is sea stabilised. AIS reported targets will be displayed as COG and SOG when the radar speed sensor is in the ground stabilised mode.

143 Annex, page Checking the own ship's AIS information Operators should check the own ship's static, dynamic and voyage related information on AIS device to ensure that the own ship's AIS information is correct..5 The verification of AIS reported targets Whenever it is necessary, operators should communicate with the concerned target ship by VHF radio telephone or AIS safety messages to confirm the information of AIS reported targets..6 The selection of display mode for AIS targets (sleeping targets, activated targets, selected targets, vector, past positions, sea stabilised and ground stabilised) The function of AIS reported target facilitates radar tracking. It should be regarded as a matter of principle that no interference with radar information should be caused when setting the display mode of AIS reported target. Full use should be made of all the AIS display mode for optimal effect in a particular environment. Refer to Table 2 of Appendix I-7 for AIS reported target symbols displayed on the radar. (1) Setting up filtering of AIS sleeping targets The criteria for filtering of sleeping targets may vary with different manufacturers. The current methods of filtering AIS targets are as follows: one is to set up filtering status based on target's range, CPA/TCPA or target class (class A, B, etc.); the other is to set up controlled zones, with the targets located inside the zones as activated AIS targets and the others located outside the zones as sleeping targets. (2) Operating activated targets Operation of automatically activated targets There are two basic methods to activate the targets. The first one is setting up filter status by the user, e.g. target range, CPA/TCPA and target class (class A, B, etc.). The other is setting up the controlled zones. IMO radar Performance Standard has specified that if zones for the automatic activation of the AIS targets are provided, they should be the same for radar automatic target acquisition (see in the MSC. 192(79) PS). For radar automatic target acquisition, refer to of Part D. Activate AIS targets manually Move cursor and click the selected AIS targets. (3) Deactivating activated targets as sleeping targets The operation of deactivating AIS activated targets as sleeping targets varies from different manufacturers. Refer to manufacturer's operation manual for details. (4) Operating selected targets Move the cursor and select any AIS activated targets. The target will present information in alphanumeric and graphical form. Refer to Table 2 of Appendix I-7 for details.

144 Annex, page 142 (5) Selecting vector modes The vector of AIS activated target is used to predict the movement of the target. The setting of vector length for AIS targets is the same as radar tracked target. (6) Setting AIS past positions The time interval between past positions of an AIS activated target is equal to that of radar tracked targets. (7) Setting up sea stabilised mode and ground stabilised mode The motion mode of AIS reported target is the same as that of tracked target. Where sea stabilisation mode is selected, the CTW and STW shall be presented in place of COG and SOG (refer to in the MSC. 192(79) PS). 6.3 Operating ARPA or TT and AIS functions to obtain target information The trainees should be able to operate ARPA or TT and AIS functions to obtain target information properly after they are familiar with the setting up of these functions. The target information of ARPA or TT and AIS is obtained from two mutually independent sensors. The trainees should develop the skills of associating radar tracked targets with AIS reported targets..1 Operating display in relative and true modes to obtain relative and true vectors in each display mode Refer to 2.9 of Part D for the concept, features and operation of relative motion and true motion. Operate to display relative vector and true vector in respective motion mode respectively. (1) Relative vector Refer to of Part D for the concept and features of relative vector. Operate relative vector to obtain relative course and speed of target. Based on the setting time and the length of relative vector, the OOW can determine the approaching speed of targets in a short time. Adjust length of relative vector to obtain CPA and TCPA of target. As shown in Fig.5-1 (a) and (b), the perpendicular line segment from the own ship to relative vector of target or its extension line is called CPA; the target navigation time from the start point of the target relative vector to the foot of CPA is TCPA. By adjusting the vector time, the operator can estimate the target CPA and TCPA directly from the screen within a short time, and compare them with the CPA LIM and TCPA LIM so as to assess collision risks. By operating relative vector, the operator can determine whether there are risks of collision with multiple target ships. The operation procedures include the following steps: draw a CPA LIM circle on the display by using VRM. The centre of the circle is CCRP and the radius is CPA LIM. If the relative vector of the target or its extension line intersects with the CPA LIM circle, a risk of collision exists, as T 3 shown in Fig.5-1 (a) and (b). However, if the relative vector of the target or

145 Annex, page 143 its extension line is far from the CPA LIM circle, it is a safe target, as T 1 shown in Fig.5-1 (a) and (b). To facilitate the observations, the length of the vector should be adjusted as required. (2) True vector Refer to of Part D for the concept and features of true vector. When SOG is selected in the radar, the true vector is the vector relative to the ground. When STW is selected, the true vector is the vector relative to the water. Through operating true vector, true speed of target ship can obtained according to the length of the vector. Under the true vector mode, the officer can visually assess the encounter situations between the own ship and the target ships, as well as that among the target ships, ascertain the responsibilities and obligations in the situation, and make collision avoidance decisions according to the encounter situations and the COLREGs. As shown in Fig.5-1 (c) and (d), the own ship and the target T 1 constitute a crossing situation, in which the own ship is the stand-on ship and T 1 is the give-way ship; the own ship and T 2 are in the same course and speed, and do not affect each other; the own ship and the target T 3 constitute a crossing situation, in which the own ship is the give-way ship; T 3 is the stand-on ship and T 4 is a fixed target. Collision risks can be assessed by operating the true vector, namely, adjust the vector time continuously, change the vector length, and then observe the end of the true vector between the own ship and the target ship. If the minimum range between the end of the own ship's vector and target vector is less than CPA LIM, then the risk of collision between the own ship and the target ship exists. The area close to the vector end is the possible collision waters. In an overtaking situation, the process of overtaking can be shown directly by continuously adjusting the length of true vector, so as to estimate the time and water areas of overtaking. This can be used as reference for ships manoeuvring in bend and narrow channels, especially for ships entering the areas where overtaking is prohibited. The true vector of the own ship can help ship to berth in poor visibility in the best way..2 Importance of switching between true and relative vectors On the basis of an understanding of the concept of relative vector and true vector, the encounter situation and the risks of collision is assessed by using vector. For this purpose, the relative vector is used in the stage of assessing collision risks, and the true vector is used in the stage of collision avoidance decision-making. In taking action to avoid collision, the two types of vectors could be switched over when necessary giving consideration to both the encounter situations and the assessment of risks. (1) Application of relative vector By operating relative vectors, the risks of collision with multiple target ships can be determined simultaneously within a short time. In the case of the own ship being manoeuvred, relative vector cannot be used to determine the manoeuvre situation of the target, so it is not applicable for collision avoidance.

146 Annex, page 144 (2) Application of true vector In making collision avoidance decisions, the encounter situations between the own ship and target ships may be assessed directly by true vector, and then collision avoidance actions will be taken according to the encounter situations and the COLREGs. The true vector relative to water is applicable for ship collision avoidance. The true vector relative to the ground is applicable for collision avoidance giving consideration to both navigation in coastal waters and narrow channels. (3) Switching between relative and true vectors Relative vectors are helpful to assess the risks of collision, and true vectors are helpful to make collision avoidance decisions. It is noted that vector modes should be switched over when appropriate..3 Obtaining information from past positions (1) Past position mode There are true past position and relative past position modes. For old types of radar, past position modes are consistent with radar motion modes, i.e. true past positions are displayed on true motion presentation mode, and relative past positions on relative motion presentation mode. However, past position modes are always consistent with vector modes for the latest radars, i.e. true past positions are displayed under the true vector mode, while relative past positions are displayed under the relative vector mode. (2) Application of past position function Selection of past position function In case of the own ship keeping the present speed and course, relative past position function facilitates in estimating the target motion relative to the own ship and the target manoeuvre situation over a past period of time. The true past positions stabilised relative to the water is helpful to assess the target navigation status in collision avoidance. While the true past positions stabilised to the ground is useful for position monitoring in navigation. Application in collision avoidance When the target true past positions relative to the water is not on a straight line, it indicates that the target has altered course. When the intervals of the adjacent past positions increase or decrease, it indicates that the target has speeded up or slowed down. The true past positions relative to water are shown in Fig.6-1. The own ship "O" keeps the speed and turns to starboard (equal spaced past positions to water in a curved line); target T 1 keeps the course and speed (equal spaced past positions relative to water in a straight line); target T 2 keeps the course with speed increasing (beginning with intensive then sparse past positions relative to water in a straight line); target T 3 keeps the speed with turning to starboard (equal spaced past positions relative to water in a curved line); target T 4 is floating on the water (no past positions and true vector). Verification for radar tracking performance

147 Annex, page 145 Under the conditions that the own ship keeps the present speed and course, when past positions of all targets are not presented in proper order, there may be problems in the process of target tracking which resulted in the presentation of unreliable tracking data..4 The graphical display of PADs PADs is an acronym for "Predicted Areas of Danger", which are the possible collision areas of the own ship with the target under the condition of the target keeping the speed and course and the own ship keeping the speed. The size of PADs is in connection with target's relative position, target's speed and course, the own ship's speed and CPA LIM. If the heading line of the own ship intersects with the target's PADs, the own ship and the target have a risk of collision, as shown with target T 2 in Fig.5-2 (refer to 5.1.4). If the heading line of the own ship does not intersect with the PADs of the target, the own ship and the target have no risks of collision, as shown with the target T 1 in Fig.5-2. Cautions to use PADs: (1) When switching to PADs mode, only the true vectors will be displayed. The range between target and the centre of a PAD is not the true vector of target. (2) When STW is selected, PADs will indicate safety course; when SOG, is selected, PADs will indicate safety course over ground. (3) The PADs can be used for the prediction of collision risks between the own ship and targets only, but not for the encounters among target ships. (4) In the case of multiple targets and PADs, complex graphics will be involved. As a result, PADs are not applicable for narrow channels, fishing areas and the waters with frequently manoeuvred targets. (5) The functions of PADs are neither a compulsory requirement in radar Performance Standards, nor available on most radars currently. T 1 T 5 T 2.5 The information of AIS reported target O T 3 (1) AIS reported targets AIS reported targets provide graphical and alphanumeric display modes: AIS reported target graphical presentation Fig.6-1 T 4 TM/TV past positions Graphical display presents AIS target types (sleeping, activated, selected, dangerous, lost and true scaled outline), the position to the own ship, and to indicate the course and speed of the AIS target by predicted vector. The comparison between AIS target and radar targets is shown in Tab.6-1. The instructor should emphasise the features of AIS targets and the differences with the tracked targets.

148 Annex, page 146 Tab.6-1 Reported AIS target symbols and tracked radar target symbol Reported AIS target Tracked radar target Target type Symbol Target type Symbol Sleeping Radar target Echo paint Activated Tracked Selected Selected Dangerous Dangerous 18 Lost Lost True scaled outlines True scaled outline AIS reported target alphanumeric display The following data should be presented in alphanumeric form: Source of data, ship's identification, (MMSI), navigational status, position where available and its quality, range, bearing, COG, SOG, CPA and TCPA, target heading, turning rate, and other requested information. Where sea stabilisation is selected, the CTW and STW shall be presented in place of COG and SOG. If the received AIS information is incomplete, the absent information should be clearly indicated as "missing" within the target data field. The data should be displayed and continually updated, until another target is selected for data display or until the window is closed. (2) The application of AIS reported target on radar Setting AIS reported target Refer to 6.2 of Part D for setting and maintaining normal AIS reported target display. Association of radar tracked with AIS reported targets Refer to of Part D for association of radar tracked with AIS reported targets. Setting AIS reported target alarm

149 Annex, page 147 Refer to of Part D for setting AIS alarm..6 Association of radar tracked targets with AIS reported targets Refer to 5.3 of Part D for the association concept and criteria of radar tracked targets with AIS reported targets. (1) Principles of TT and AIS targets association The accuracy of AIS reported target is greater than that of radar TT, especially in the frequently used ranges (3, 6 and 12 nm). Taking AIS information as reference is the basic principle of association when the system accuracy meets the relevant requirements. When the range scale is less than 1.5 nm, and the system accuracy meets the relevant requirements, the accuracies of radar TT and AIS system are equivalent. In this condition, either the AIS reported targets or the radar tracked targets can be set as the default association condition for the purpose of safe navigation. In case of doubt about the accuracy of AIS reported information, or when the GNSS deviation of the own ship is large, i.e. the positions of TT and AIS targets have more deviations, the operator should set the tracked target as default association condition. (2) Methods of setting up association criteria Refer to 5.3 and of Part D for the methods of setting up association criteria..7 Assessment of encounter situation and collision risks by associated targets' information The encounter situation and collision risks will be assessed after associating radar tracked with AIS reported targets. Described below are the methods used to identify the dangerous targets. (1) Data comparison Officers are required to confirm and compare the tracked target's CPA/TCPA with the set CPA LIM/TCPA LIM, so as to evaluate the encounter situation and assess collision risks as early as possible. Details are as follows: CPA CPA LIM, non-dangerous target; CPA CPA LIM, TCPA>CPA LIM, non-imminently dangerous target, the officers in charge of navigation should pay attention to the change of TCPA; CPA CPA LIM, TCPA TCPA LIM, imminent dangerous target exists. The radar will give sound and visual alarm to draw attention. Collision avoidance measures should be taken at once. (2) Vectors Vectors can be used to evaluate the risk of collision in a short time, which is the essential for trainees to use. The primary operation in using this method is switching over between true vector and relative vector with the aid of the circle of CPA LIM when appropriate. The relative vector is useful to determine the risks of collision; the true vector is to assist making decisions to avoid

150 Annex, page 148 collision. Switching over between relative and true vector is recommended in collision avoidance action. Details have been discussed in Sub-topic of Part D. (3) PADs Refer to for details. The training institutions with equipment meeting the recommendations annexed to resolution A. 422(XI) and resolution A. 823(19) only, may skip the parts concerning association operations..8 Trial manoeuvre (1) Operation of trial manoeuvre The functions of trial manoeuvre with the simulated time to manoeuvre and the own ships' dynamic characteristics vary with different radar by different manufacturers. The radar operation manual should be referred to for detailed operations. The basic operation procedures are listed below: Before starting the trial manoeuvre, the own ship's turning rate, turning radius and the rate of speed change should be inputted in advance. The own ship's new heading and/or new speed should also be inputted beforehand. Set the simulated time to manoeuvre The operation of trial manoeuvre with simulated time to manoeuvre and the own ship's dynamic characteristics can be divided into three stages. First, the own ship proceeds with current heading and the speed within the delay. Second, the own ship's dynamic characteristics will be simulated. Finally, new course and/or speed will be simulated. According to the manoeuvre plan, the trial manoeuvre can be divided into heading trial manoeuvre, speed trial manoeuvre and the mixed trial manoeuvre. In collision avoidance practice, course alteration trial manoeuvre is usually used instead of others. Operation of trial manoeuvre without simulated time to manoeuvre and the own ship's dynamic characteristics is a relatively simple trial manoeuvre which is used for old ARPAs. This kind of trial manoeuvre is similar to the third stage of modern radar trial manoeuvre as mentioned above. As an example, the third stage simulation of trial manoeuvre is illustrated here with the heading trial manoeuvre. The operations of other two trial manoeuvres are similar to this example in principle. Trial manoeuvre based on data comparison Comparing the CPA/TCPA of the target with CPA LIM/TCPA LIM is one of the most accurate methods for trial manoeuvre. Altering the own ship's trial heading gradually until the alarm is cleared, then the simulated heading obtained at that time is the safe borderline heading. Vector mode trial manoeuvre Due to the fact that vector enable immediate assessment of collision risks and visual grasp of the encounter situations, the trial manoeuvre in vector mode applies to all navigation situations. The detailed operation is as follows:

151 Annex, page 149 Firstly, assess the risks of collision in the mode of relative vector, as shown in Fig.6-2(a), the relative vector line of the target T2 intersects with the CPA LIM circle, then a collision risk is T 2 T 2 T 1 T 1 O O (a) RM CU RV risk evaluation 050 (b) RM CU TV encounter situation 050 T 1 T 2 T 1 T 2 O O (c) RM CU RV trial manoeuvre (d) RM CU TV trial manoeuvre Fig.6-2 RM CU heading trial manoeuvre determined. Then, switch to true vector mode, as shown in Fig.6-2(b), the own ship is the give-way ship according to the COLREGs and should take measure for collision avoidance. Next, start trial manoeuvre function. A letter "T" will display below on the operational display area. Under the relative vector mode and taking consideration of the COLREGs, safe limitation course 050 is obtained, which is shown in Fig.6-2 (c). Finally, switch to true vector mode (see Fig.6-2 (d)), verify the effect. Meanwhile, as a secondary reference, verify that all the ends of target true vector are away from the vector-end of the own ship, which means the alarm is cleared successfully. Trial manoeuvre in PADs mode As the safe heading can be obtained by operating the EBL in PADs mode, the heading trial manoeuvre is not necessary. Speed trial manoeuvre can be used for collision avoidance by changing speed. In this case, the trial manoeuvre speed should be entered, and the own ship's heading should not intersect with PADs. (1) Checking validity of intended alteration of course and speed The operation of checking intended alteration of course and speed with trial manoeuvre facility is as follows: Start trial manoeuvre and set trial manoeuvre course and speed as intended course and speed. Verify the safety of the own ship on the new course and speed by the method aforementioned.

152 Annex, page 150 If there is no dangerous alarm, the alteration of the course and speed is valid. The trial manoeuvre can also be used by the own ship to predict the proper timing for resuming the course and speed after avoidance collision..9 The setting and acknowledgement of ARPA or TT operational alarms (full alarm, dangerous target alarm, new target entry alarm, lost target alarm) (1) ARPA or TT full alarm Refer to of Part D for the capacity of radar acquired targets. There will be an indication when the target acquisition or tracked numbers exceed the capacity of the system. In this circumstance, the less significant targets will be cancelled so as to keep enough capacity. (2) Dangerous target alarm When the calculated CPA/TCPA of a tracked target is less than the CPA LIM/TCPA LIM, the dangerous target alarm should be activated. The alarm should be acknowledged and trial manoeuvre should be considered to make the decision for collision avoidance. (3) New target entry alarm Set up guard rings or guard zones. When targets enter or are within the zones, new target entry alarms will be activated. Officers should acknowledge the alarms and then decide whether or not to acquire the targets according to the situation. For the guard rings or guard zones which are set up with automatic acquisition function, the targets within or entering the zones will be acquired automatically. (4) Lost target alarm Lost target alarm is very likely to be activated when the target or the own ship is changing course or speed suddenly. In this circumstance, the alarm should be acknowledged, and the decision whether or not to acquire the target again should be made..10 The setting and acknowledgement of AIS operational alarms (full alarm, dangerous target alarm, lost target alarm) (1) AIS full alarm According to the SOLAS Convention and the MSC. 192(79) PS, the minimum capacities of activated and sleeping AIS targets for various sizes/categories of ship/craft are listed in TABLE 2 of Appendix I-3. Reminder messages are available when the numbers of processing/display AIS targets exceed the capacity of the system. The AIS target presentation status (activated or sleeping) can be switched over. To reduce display clutter, means to filter the presentation of all sleeping AIS targets or part sleeping AIS targets should be provided by setting the relevant filter status (e.g. target range, CPA/TCPA or AIS target class A/B, etc.).

153 Annex, page 151 (2) Dangerous target alarm AIS dangerous target alarm is the same as that of the radar. In other words, if the calculated CPA/TCPA of a tracked target or an activated AIS target is less than the CPA LIM/TCPA LIM, a CPA/TCPA alarm will be activated. The instructor should emphasise that the pre-set CPA LIM/TCPA LIM applied to targets from radar and from AIS should be identical. As a default state, the CPA/TCPA alarm functionality should be applied to all activated targets. On user's request, the CPA/TCPA alarm functionality may also be applied to sleeping targets. (3) Lost targets alarm It should be possible to enable or disable the lost target alarm function for AIS targets. A clear indication should be given when the lost target alarm is disabled. If the following conditions are met for a lost AIS target: The AIS lost target alarm function is enabled. The target is of interest, according to lost target filter criteria. A message is not received for a set time, depending on the nominal reporting rate of the AIS target. Then: The last known position should be clearly indicated as a lost target and an alarm be given. The indication of the lost target should disappear if the signal is received again, or after the alarm has been acknowledged. A means of recovering limited historical data from previous reports should be provided. 6.4 Errors of interpretation of target data The trainees should be made aware errors are not inherent in the radar system, but result from misunderstanding, inexperience or careless observation. The most common misunderstanding is listed as follows:.1 Possible errors due to improper interpretation of sensors' setting and/or adjustment (1) Improper THD setting Improper THD setting reduces the data accuracy from TT. The radar stops target tracking functions without THD and can switch automatically to the unstabilised head up and relative motion mode. (2) Improper SDME setting Improper SDME setting reduces the data accuracy from TT. The radar stops target tracking functions without SDME. Misuse of STW or SOG may cause, wrong information output for collision avoidance will be outputted from the radar and produce potential risks. (3) Improper EPFS setting Improper EPFS setting results in incorrect association of radar tracked targets with AIS reported targets.

154 Annex, page 152 (4) Improper AIS setting Improper AIS setting results in incorrect association of radar tracked targets with AIS reported targets. (5) Improper radar setting The maladjustment reduces the detecting ability of the radar, and weak target echoes are likely disappear. The radar errors due to improper adjustment of the picture will degrade the accuracy of TT. Refer to 6.1 of Part D for details..2 Inconsistent information deriving from alphanumeric display and information from vector In relative vector operation, the target speed from graphical display is relative speed, while the speed from digital display is true speed..3 Possible errors due to incorrect interpretation of radar presentation and vector mode (1) Relative vector and true vector are important functions of TT/ARPA. Confusion of relative vector and true vector may lead to misinterpretation of encounter situations and taking incorrect actions, which might lead close-quarters situations or even a marine accident. (2) The display features of combined modes should be understood such as the combination of relative motion and relative vector, true motion and true vector, relative motion and true vector, true motion and relative vector. Misunderstanding or confusion of display features may affect the proper use of radar. (3) It is wrong to determine CPA and TCPA by forward extrapolation of true vector as this will result in wrong assessment of dangerous targets and even wrong actions to take..4 Possible errors due to incorrect interpretations of the own ship's speed Improper speed input may result in errors in the collision avoidance or navigation, and affect the safety of navigation. In most situations, radars are mainly used for collision avoidance. The influence of currents is regarded as identical for all the ships in the waters, so STW (speed log input or manual input) is needed. However, information from radar may be unreliable if the complex currents have notable different influence on the own ship and targets in narrow channels. This will result in wrong evaluation of collision situation. In coastal or narrow channel waters, especially in waters largely affected by currents, SOG is preferred for the ground stabilisation..5 Possible errors resulting from incorrect interpretation of a trial manoeuvre The trial manoeuvre is a computer simulation to the own ship's manoeuvre. Safety margin should be considered when setting the parameters of trail manoeuvre, because there are large deviation between the actual movement of the ship and the simulation. Issues to consider during a trial manoeuvre operation are as follows:

155 Annex, page 153 Functions of trial manoeuvre are neither applicable to evaluate whether the trial manoeuvre plan by the officers conforms to the COLREGs, nor to replace their valuable sea experience. During the trial manoeuvre, new risks of collision with other non-tracked targets may occur. During the trial manoeuvre, the operational display area presents a simulated image. Alphanumeric data presentation is needed to monitor actual encounter situations. Issues that should be considered when setting the simulated time to manoeuvre include the officer's seamanship, navigation experiences, helmsman proficiency, settings of CPA LIM/TCPA LIM, ship's size, ship's manoeuvre ability, encounter situation, and manoeuvre plan, etc. In the use of trial manoeuvre function for decision making, sufficient safety margins should be taken into account regarding the errors of radar tracked and AIS reported targets, The outcomes of trial manoeuvre are effective only under the premise that there are no manoeuvre operations for both the own ship and the target ship. If the own ship or the target ship manoeuvres during the trial manoeuvre, the trial manoeuvre should be terminated at once. New decisions should not be made until both ships' courses and speeds stabilise again..6 Reacquired "lost target" presenting false course and speed alteration When a lost target is re-acquired, the system should present the trend of the target's motion and its initial tracking data within 1 minute. The prediction of the target's motion and stable data and vector of target should be presented in 3 minutes. Misunderstanding of data processing delay may lead to misinterpretation of radar presentations and data of the tracked target. It may result in close-quarters situations when unstable tracked data is used..7 PADs not indicating mutual threats between targets PADs are the possible collisions areas based on the condition of the target keeping the speed and course and the own ship keeping the speed. Therefore PADs displayed apply only to the own ship and targets, and do not indicate mutual threats between targets..8 The length of line from target to PAD not indicating target speed A line between the target and PADs indicates the relationship between own ship and the target only. The length of the line is not an indicator of the target's speed..9 Past position displays not necessarily in the same mode as vectors Past position modes should be consistent with the vector modes, i.e. relative past positions are displayed under the relative vector mode and true past positions are displayed under the true vector mode. However, for early ARPAs, past position modes are consistent with radar motion modes. In this case, relative past positions may be combined with true vectors, and true past positions with relative vectors. The trainees should understand that the past positions may not be in the same mode as the vector.

156 Annex, page A change of direction in the relative past position display not necessarily indicating a target manoeuvre When relative vector mode is used to display relative past positions, the change of the own ship's course and speed may result in the change of the relative past positions of the target, so the change of the past positions does not imply the manoeuvre of the target. Refer to of Part D for details..11 Misinterpretation of ARPA or TT and AIS information leading to dangerous misunderstanding (1) The incorrect interpretation of data from ARPA or TT may lead to misunderstanding of true course and true speed, CPA, TCPA, relative speed and course of a target. As a result a dangerous target may be taken as a safe one, which will cause potential threats to safe navigation. Similarly, misinterpreting ARPA or TT data may result in mistaking a safe target as a dangerous one, which causes unnecessary tension and even inappropriate actions. (2) The misinterpretation of AIS reported target data update interval delay may result in misunderstanding of the target motion, especially in harbour waters, narrow channels and other congested areas with crowded AIS equipment, which causes the update interval of AIS reported target information to exceed the required time as per protocol. In this case, AIS reported target information does not reflect the actual movement of target. It is dangerous for officers to evaluate the risks by merely depending on AIS reported target and the results may bring close-quarters situations. 6.5 Causes of errors in displayed data.1 Effects of radar sensor errors on displayed data Errors caused by the radar sensors consist of range and bearing measurement errors. Refer to of Part D for details. Radar range and bearing measurement errors affect the data accuracy of targets' relative motion data and true motion data, including relative speed, CPA, TCPA, relative vector, target true speed and true vector, etc..2 Effects of heading errors on displayed data The own ship's heading error affects the calculation of true course and true speed of radar tracking targets, which will result in the errors of target's "true" data, including true course, true speed, true vector, PAD, and the corresponding alphanumerical data and graphical data. Instructors may discuss it using velocity vector triangle as shown in Fig.6-3, where the heading SHM A T SHM T E B A' E A E' - V A' F CPA O E' O B CPA F Fig.6-3The impact of heading errors Fig.6-4 The impact of speed error error of θ is wrongly indicated as TA' vector, rather than the correct vector TA.

157 Annex, page Effects of speed errors on displayed data The own ship's speed error affects the calculation of true course and true speed of radar tracking targets, which will also result in the errors of target's "true" data, including true course, true speed, true vector, PAD, and the corresponding alphanumeric data and graphical data. Instructors may discuss it using velocity vector triangle as shown in Fig.6-4, where the speed error of ΔV is wrongly indicated as TA' vector, rather than the correct vector TA. This may mislead the officer to make the same wrong collision avoidance decision as described with gyrocompass error..4 Unreliable indications with manoeuvres by both the own ship and the target ship Topic 5 describes the basic principles of radar target tracking and outlines the processing delays. The displayed data is unreliable when the target is initially tracked or when the own ship or the target ship has just altered its course or speed. Refer to 5.5 of Part D and 5.6 of Part D for details..5 Satisfactory tracking by ARPA or TT as indicated by smoothness of the displayed past positions Correct understanding of information from radar past positions is described in of Part D. The function can be used to check the reliability of ARPA or TT data. (1) On the basis of stable and continuous tracking, under the preconditions that the own ship keeps speed and course, the tracker may have some problem if past positions of all targets have irregular or unstable presentations. (2) Past position function can also be used to test radar tracking performance in response to the own ship's manoeuvres. If manoeuvres of the observing or a target ship result in tracked target lost, the manoeuvre parameters at that moment represent the limitation to maintain a normal tracking. In this circumstance, the record of past positions can visually indicate the limitation of target tracking in manoeuvre conditions..6 Causes of data errors for AIS reported target AIS reported target and relative functions are described in 5.2 of Part D. Errors of the displayed data arise possibly from the following factors: (1) Uncertainty of the accuracy of ship's position by AIS The core of AIS is the GNSS. The accuracy of AIS may decline due to the declining accuracy of the GNSS. The accuracy of the GNSS is related to the system, environment, or other factors. Refer to IMO Model Course 1.34 for details. (2) The lack of integrity indication of AIS data At the receiving end, the operator cannot verify the accuracy and integrity of data from the sensors of the target. So the accuracy of AIS reported data is hard to determine. (3) Limitation of AIS dynamic data updating interval by the AIS principle and VHF Data Link (VDL) The updating interval of AIS dynamic data is influenced by the ship's manoeuvreability, normally from 2 seconds to 3 minutes. Meanwhile, owing to VDL affected by various interference factors

158 Annex, page 156 and the diversity of AIS equipment, the nominal information reported interval often cannot be maintained. (4) Improper setting for AIS reported information The irregular setting possibly involves improper setting of GNSS antenna location, static information, etc. This will result in data errors. (5) Effects of the error of AIS reported information on collision avoidance data The error of AIS reported target information (such as GNSS error, setting error of GNSS antenna location) directly influences the accuracy of collision avoidance data (CPA/TCPA). 6.6 System operational tests to determine data accuracy.1 System diagnosis to test system status (including errors, troubles, etc.) (1) Activate self-diagnostic test routine automatically or at the request of the operator, according to the work flow of the corresponding device manual (2) Establish regular maintenance schedule to ensure radar performance. (3) Pay attention to the life expectancy of main part such as the magnetron..2 Performance check by the aid of system test programmes against known solutions According to IMO resolution A.823(19), operators should be able to evaluate system status using prepared test programmes. (1) Be familiar with prepared test programmes and related operational regulations for special device. (2) Evaluates ARPA performance at regular intervals against known solutions as described by of the MSC. 192(79) PS. (3) Related symbols should be shown and identified by operators when test programmes are working..3 Performance check by manual plotting, including a trial manoeuvre Radar target tracking performance can be checked through manual radar plotting. The recommended flow is as follows: (1) Tracks a clear and stable target ship by means of ARPA or TT, reads tracked data and simulates the target motion data based on the own ship's trial manoeuvre. (2) Manually plots the above target simultaneously and calculates target motion information and the changed target motion information after the own ship's manoeuvre. (3) Check radar tracking performance by comparing the above calculated target motion information with the target motion information from ARPA or TT.

159 Annex, page Anomaly of ARPA or TT and AIS reported information Proper action should be taken when data accuracy of ARPA or TT and AIS reported target does not meet relevant performance standards. (1) Calibration of errors caused by radar sensor Errors caused by the radar sensor consist of range and bearing measurement errors. Refer to of Part D for check and calibration on the errors. (2) Calibration of error caused by THD and SDME When data accuracy of heading and speed does not meet the relevant performance standards, it is necessary to calibrate heading in THD and speed in SDME according to equipment operation manual, or to terminate radar tracking and apply for repair service. (3) Proper management of malfunction of radar target tracking According to the basic principles of radar target tracking, the phenomenon of target lost and target swop often occur in target tracking, which will result in the malfunction in displayed data and correct action should be taken by OOW. Refer to 5.6 of Part D for details. (4) Calibration of errors caused by AIS reported targets Malfunction of AIS reported target relates to the own ship's sensors, AIS reported target and VDL of AIS. The information of the own ship's EPFS, THD and SDME should be verified, together with the information of AIS reported target in accordance with 6.2 of Part D. In case of any abnormalities in AIS presentation, the AIS reporting functions should be switched off for repair service. 6.7 Risks of over-reliance on ARPA or TT and AIS reported information.1 Limitations of ARPA or TT and AIS reported information (1) Limitations of radar tracking Tracking reliability. Target lost and target swop were described in 5.6 of Part D. Limitations of processing delays was summarised in 5.7 of Part D. Capacity The capacity and availability of radar picture information are restricted by the size and discrimination of the display. Meanwhile, hardware conditions also limit the maximum tracking and displaying capacity of targets. Tracking range and speed In accordance with the radar performance standards, target tracking facilities should be available on at least the 3, 6, and 12 nm range scales. Tracking range should extend to a minimum of 12 nm when the targets proceed beyond the maximum designed tracking distance (e.g. 12 nm), the radar will automatically give up tracking for the target.

160 Annex, page 158 Speed limit exists for radar target tracking, and the maximum relative speed of the normal tracking is about 100 kn (normal speed vessel) or 140 kn (high speed craft). (2) Possible errors in interpreting target data Possible errors of interpretation of target data were outlined in 6.4 of Part D. The instructor should emphasise that the errors are not inherent in the radar system, but result from misunderstanding, inexperience or careless observation by the operator. (3) Possible errors in displayed data of ARPA or TT Possible factors that might cause errors in displayed data were identified and explained in 6.5 of Part D. Due to the accuracy limitations in displayed data of ARPA or TT; the OOW should not be over-reliant on displayed data of ARPA or TT and should comply with basic principles in keeping a navigational watch. (4) Limitations of the application of AIS reported targets on radar Based on the description of AIS reported target in 5.2, 5.3, 6.2, 6.3 of Part D, the instructor should emphasise the limitations of AIS reported target. Limitations of AIS reported targets I. Errors in displayed data of AIS reported target Errors in displayed data of AIS reported targets were described in of Part D. Refer to of Part D for details. II. No panorama of navigation situations by AIS AIS, as non-autonomous detection equipment, cannot indicate islands, shorelines, or navigation objects without equipped with AIS devices. Not all the vessels are equipped with AIS devices, and those equipped may power it off at any time. III. The reliability of AIS data used in collision avoidance The assessment of the risk of collision should be based on the relative motion of targets with respect to the own ship, and the manoeuvre of collision avoidance should have reference to water. However, AIS adopts geographical coordinates WGS-84, and indicates targets' true motion to ground. Limitations of AIS assisting radar in preventing collisions I. Display interference In dense traffic waters, the AIS symbols may complicate and overload screen information, or even cover up weak target echoes, and affect the normal radar observations. II. Complicated operation The integration of AIS information results in complex human-machine interface and increment of information. It requires more ongoing training for a radar operator to understand the function of collision avoidance of the modern radar.

161 Annex, page 159 III. Data redundancy On the radar display without association of tracked and reported targets, and owing to the different data sources, processing methods and accuracies, there will be differences between radar tracking data and AIS reported data for the same physical target, which will result in the screen data (including graphical and alphanumeric data) redundancy. This produces difficulties for the OOW to properly assess the encounter situations. IV. Lost target It is likely that both radar and AIS have undetectable or lost targets. For example, it is possible for a small ship in clutters and equipped without AIS device to remain undetected either by radar sensors or by AIS sensors. (5) Limitations of association of radar tracked and AIS reported targets Many factors influence the association of radar tracked targets with AIS reported target, including errors in radar tracking data and AIS reported data, association algorithm, and the setting of association criteria, all of which can cause association anomalies. Anomalies in association of individual or partial targets These are usually caused by AIS data errors of targets. The difference between radar tracking data and AIS reported data may also contribute the phenomena. For example, in case of larger difference between the positions of a radar tracked target and a AIS reported target or for large target vessel of LOA longer than 250 m, with a distance of more than 200 m between the leading edge of radar echo return and AIS target reported position (master GNSS antenna), in addition to the influence of weather/sea conditions and radar system errors and other factors, the difference between radar tracked and AIS reported position may exceed 300 m. The actual update interval of AIS reported information may be longer than the nominal values as affected by the specific equipment performance and communication environment at sea. This might cause delayed update of AIS reported position. No associations for all targets If all the AIS symbols deviate a fixed range from the radar echoes, this is probably due to all the sensor errors of own radar system. For example, the association cannot be realised due to the errors of the radar detection or the errors of own ship's EPFS, even though the positions of AIS reported target (the GNSS positions of target ship) are correct..2 Proper reactions to operational alarms The operational alarms of ARPA or TT and AIS functions are based on the principles of radar target tracking and the proper application of the related functions under special navigational situation. (1) Reasonable operational alarms by setting reasonable parameters. Set up reasonable guard zones, acquisition zones, restricted zone and exclusion zone on the basis of the navigational situation and need, in order to attain or restrict new target alarms. Refer to of Part D for details.

162 Annex, page 160 Sets up reasonable safety threshold value of CPA LIM/TCPA LIM in order to attain reasonable dangerous target alarm. Refer to of Part D for details. (2) Reasonable acquisition mode The operator should determine reasonable acquisition mode according to actual navigation need since manual acquisition and automatic acquisition have their own advantages and disadvantages respectively. Automatic acquisition, as a supplementary mean to manual acquisition, is suitable for open sea with good weather and sea conditions. The automatic acquisition is not suitable for complicated echo environment which need more selection for targets. For any encounter situation, appropriate settings of automatic acquisition assisted with exclusive zones are recommended. (3) Ways to deal with operational alarms Refer to of Part D for basic ways to deal with operational alarms. The operational alarms include target full alarm, target lost alarm, new target entry alarm and target dangerous alarm. For dangerous targets, the operator may avoid collision by means of trial manoeuvre. Refer to of Part D for details..3 Avoiding small predicted passing distances (CPA and BCR (bow crossing ranges)) In order to avoid risk of radar target tracking as much as possible, small predicted passing distances (CPA or BCR) should be avoided in any case. Appropriate safety threshold value of CPA LIM/TCPA LIM should be set up in order to attain reasonable dangerous target alarm. Many factors need to be considered while setting the CPA LIM and TCPA LIM. Refer to of Part D for details. In consideration of practical navigation environment and the COLREGs, the referenced values of CPA LIM and TCPA LIM are as follows: In open waters, the CPA LIM is usually about 2 nm with TCPA LIM over 18 minutes. For costal navigation, CPA LIM is from 1 to 2 nm with usually more than 12 minutes TCPA LIM. In narrow channels, CPA LIM has to be less than 0.8 nm..4 Sensor input alarms only valid for failure of input and not responding to inaccurate inputs The sensor input alarms only occur on input failure and do not respond to inaccurate inputs. So trainees should be cautious in making use of manual input. (1) Radar sensor When a radar sensor does not work, the sensor input alarms will occur and there are no targets or clutters on the radar screen. In this case, the service technician needs to replace magnetron or

163 Annex, page 161 MIC or maintain bearing system according to the related examination results, and correct range and bearing error. And the whole maintenance should be recorded in radar logbook. In case of inaccurate inputs, the alarms will not occur. However it will affect the accuracy of radar ranging and bearing measurements, even the association of radar tracked targets with AIS reported targets. The errors of radar ranging and bearing measurements should be checked and calibrated. Refer to of Part D for details. (2) THD sensor When the gyrocompass or THD does not work, the sensor input alarms will occur. According to the MSC. 192(79) PS, the equipment should switch automatically to the unstabilised head up mode within 1 minute after the azimuth stabilisation has become ineffective. So the function of radar target tracking and AIS reported will stop working. The other THD sensor should be inputted if available. The malfunction should be reported to the company or the cause of the malfunction should be checked. In case of inaccurate THD inputs, the alarm will not occur. Proper actions should be taken, referring to of Part D for details. When data accuracy of THD gets lower, the true data of radar TT and relative data of AIS reported targets have errors. This influences association of radar tracked targets with AIS reported targets. (3) SDME sensor When SDME or speed log does not functional, the sensor input alarms will occur. ARPA or TT will automatically stop functioning in limited time. In this situation, the operator may input speed manually in order to make ARPA or TT keep functioning. The malfunction should be reported to the company and the cause of the malfunction should be checked. In case of inaccurate SDME inputs or inaccurate manual speed inputs, the alarm will not occur. Proper actions should be taken, referring to of Part D for details. When data accuracy of SDME gets lower, the true data of radar TT and relative data of AIS reported targets have errors. This influences the association of radar tracked targets with AIS reported targets. (4) EPFS sensor When EPFS does not work, the sensor input alarms will occur. Time and position is absent for radar system, which causes the function of AIS reported targets and navigation with ECDIS to cease working. The other EPFS sensor should be inputted if available. The malfunction should be reported to the company or the cause of the malfunction should be checked. In case of inaccurate inputs of EPFS sensor, the alarm will not occur. This might affect the data accuracy of time and position of radar system, as well as the accuracy of AIS reported targets. Proper actions should be taken and refer to of Part D for details. (5) AIS sensor When AIS does not work, the sensor input alarms will occur. AIS reported targets cannot be shown on the radar screen. The OOW should try to find out the cause of the failure and report to the company as soon as possible.

164 Annex, page 162 In case of inaccurate inputs of AIS reported targets, the alarm will not occur. However it will affect the accuracy of AIS reported targets and the association of radar tracked targets with AIS reported targets. Proper actions should be taken and refer to of Part D for details. Demonstration and practical training 5 & 6-1 Operation of ARPA or TT and AIS reporting functions (15.0 h) (1) Training objective To help trainees to consolidate the theory part and to achieve proficiency in using ARPA or TT and AIS reporting functions for collision avoidance. (2) Training mode Demonstrate and operate hands-on on radar simulator. (3) Training procedure set up and maintain ARPA or TT and AIS reporting functions correctly (2.0 h) operate radar target tracking function correctly (4.0 h) use radar target tracking function to assess encounter situation and collision danger (4.5 h) associate tracked targets with AIS reported targets (3.0 h) operate trial manoeuvre (1.5 h) Detailed practice items and timetable Demonstration Procedure Item and practical training time h set up and maintain ARPA or TT and AIS reporting functions correctly 1 describe the preparatory work for radar start up start radar and maintain the optimum display of echoes select range scale, presentation mode, and describe cautions set up and check sensor and system parameters manual acquisition: describe the criteria of manual acquisition, advantages and disadvantages as well as applicable situation 0.5 operate radar target tracking function correctly 6 automatic acquisition: set up automatic guard/acquisition and exclusive zone, record target acquisition/alarm, describe the criteria of automatic acquisition, advantages and disadvantages as well as applicable situation 7 select relative vector or true vector, describe their characteristics and functions, and record each condition with change in speed/course

165 Annex, page 163 Procedure Item 8 record the display of past positions of target, make alteration in time interval and record again, describe the status of past positions of target Demonstration and practical training time h 1 9 cancel target tracking record target lost and the corresponding environment/condition graphically record the procedures of determining the safe, use radar target tracking function to determine encounter situation and collision danger associate tracked targets with AIS reported targets dangerous, and imminently dangerous targets in association with relative vector and CPA circle and determine encounter situation by means of true vector 12 simultaneously record the data of safe, dangerous, and imminently dangerous targets in alphanumeric display 13 record the procedures of determining the safe, dangerous, and imminently dangerous target and determining encounter situation by means of PADs (if applicable) 14 record and compare the radar tracking data and AIS reported data of the safe, dangerous, and imminently dangerous target 15 record and compare the association of radar tracked targets with AIS reported targets in different association criteria Operate trial manoeuvre 16 record the use of trial manoeuvre 1.5 Notes: All the above 16 items cover the MSC. 192(79) PS. The remaining 14 items except Item 14 and 15 only cover A. 823(19) and A. 422(XI) ARPA performance standards. Assessment techniques Assessment upon completion of the Topic 5 and 6 can be conducted in forms of written examination, oral test, practical operation, discussions and class records, etc. in order to assess whether a trainee satisfies the required performance. Focusing on the application on radar collision avoidance both in principals and practical training, the trainee shall (1) have the knowledge about the basic principles of ARPA or the association of radar tracked targets with AIS reported targets; (2) understand the limitations of radar automatic tracking system and AIS sensor;

166 Annex, page 164 (3) have practical ability to set and maintain ARPA or TT and AIS reporting functions in the optimal working condition; (4) acquire targets manually and automatically; (5) associate radar tracked target with AIS reported target appropriately; (6) assess the encounter situation and the risk of collision by using ARPA or TT and AIS reporting functions; (7) have an extensive knowledge of the possible mistakes when interpreting the target information; and (8) identify and explain the causes of error in display data; be aware of the risk of over-reliance on ARPA or TT and AIS reported information. Teaching guidance The operation of radar target tracking is a crucial part of competence of the officer in charge of a navigational watch. When giving classes, the instructor should emphasise that improper setting, adjustment, and incorrect operations of radar video processing control will affect radar detection performances and impose adverse influences to radar target tracking. Particularly, some operations, such as the setting of radar system and the checking of sensors information as well as the setting of CPA LIM/TCPA LIM, are critically important for the OOW to obtain collision avoidance information. Besides, the instructor should also emphasise that the setting of CPA LIM/TCPA LIM may be subject to restriction in narrow channels and complex waters with multiple targets. It is advised that the instructor assist the trainees to select proper presentation mode by demonstration. The azimuth unstabilised H-up orientation presentation mode is not applicable for the functional operation of ARPA or target tracking; N-up true motion presentation mode is better when a radar is used for navigation purpose; while C-up relative motion presentation mode is better applicable for collision avoidance. Therefore, when the vessel is engaged in both collision avoidance and navigation situations, the true motion C-up or N-up presentation mode should be selected based on the main application of radar. In class, the instructor should help trainees understand the significance of the principles of data smoothing for radar target tracking. Processing delay, on the one hand, is necessary data processing for a TT facility; and on the other hand is one of the main radar limitations as well. Proper use of vector is the key for ARPA or TT application and also for teaching. The characteristics of relative and true vector should be emphasised during collision avoidance, both vectors should be flexibly switched to take both collision risks and collision avoidance decisions into account. The instructor should attach the importance and significance to comprehensive consideration of both tracked and reported information in collision avoidance situations. AIS only provides

167 Annex, page 165 supplementary information and should not substitute radar tracked target information in collision avoidance. AIS information might not meet the requirements of the AIS protocol, information update interval might delay, information might be incomplete or erroneous. Therefore, many factors could affect the accuracy of the AIS reported information. Because AIS reported information has no integrity monitoring, the information should be confirmed by the user prior to use. It might be the difficult part for trainees to apply the information of both radar tracked target and AIS reported target for collision avoidance. The instructor should focus on the limitations of AIS information and demonstrate the influences to the AIS reported targets presentation when the radar has a lack of information from various sensors. Radar tracking information and AIS reported information come from two different sensors. When radar tracked targets and AIS reported targets are associated, the plausibility of AIS data should be verified first. If the verification is passed, the accuracy of AIS reported data is generally higher than that of radar tracked data. It is advised that the instructor clearly explain the effects on the association of radar tracked target and AIS reported target when different association criteria is set. If the association criteria are set appropriately, radar tracked targets and AIS reported targets may be associated properly; if the association criteria are inappropriate, radar tracked targets and AIS reported targets could be rendered as two distinct targets. The latter will cause screen data redundancy, making it difficult for the officer to appraise the encounter situations. In teaching, emphasis should be laid on the fact that the past positions only indicate target (or the own ship) positions within a period of time in the past by smoothing techniques, but not the present or future movement. In order to understand and illustrate the dynamic movement of a tracked target, comprehensively considerations should be taken regarding past positions in combination with the information of vectors of present tracked target. The true vector in combination with past positions can be used to determine the manoeuvring of a target ship, while the relative vector associated with past positions cannot clearly indicate the manoeuvre state of the target. Focus in class should be on the fact that the purpose of using trial manoeuvre before the actual manoeuvre is to simulate the action effectiveness. This function should be used as early as possible in accordance with regulation 8 of the COLREGs. The trial manoeuvre can assist navigators to assess the encounter situations in advance so as to avoid close-quarters situations and reduce the ship's deviation. If it is safe and practicable, the ship should resume the original course and speed after the collision risks have been lifted. Throughout this course, the instructor should remind the trainees that TT/ARPA can only be used as an aid to assist navigators to avoid collision and reduce workload during bridge watch, but it cannot exempt or eliminate navigators' look-out responsibility. This course meets the MSC. 192(79) PS. Training institutions whose equipment meet ARPA standards only may skip the parts about AIS reported targets.

168 Annex, page Application of the COLREGs when using radar Detailed teaching packages This topic covers the following major issues: proper use of radar to keep a proper lookout, factors affecting safe speed in association with radar, methods and its characteristics for sufficient radar information acquisition, and the COLREGs requirements to take actions based on radar information. This topic represents a comprehensive application of prior knowledge. The key information of a target ship can be acquired by means of radar target tracking, radar target tracking assisted by AIS reported information and radar plotting, etc. Appropriate actions may be taken to avoid collision or close-quarters situations on the basis of the system analysis and application of the information. 7.1 Proper use of radar and complete interpretation of radar information Radar is useful in determining the bearing and range of a target ship, even when they cannot be determined by other means. What is more, with radar target tracking (ARPA or TT), AIS reported information or manual plotting, the key and accurate information for collision avoidance such as CPA, TCPA, course and speed of the target ship can be obtained to assist the officer in handling collision avoidance or close-quarters situations. It is highly necessary and important to determine risks or potential risks of collision through systematic radar observation and complete interpretation of the radar information. For proper use of radar, the following shall be fulfilled: (1) Full account shall be taken of the characteristics, efficiency and limitations of the radar; familiarisation should be developed with the function of every switch and button on the control panel and operation menu of radar; familiarisation should also be developed with the methods and measures to eliminate all kinds of interferences. It is important to possess the ability to make a correct estimate of the errors with radar. It should be noted that: small or weak echoes may not be detected; incorrect operations may cause undiscovered targets or lost tracked targets; inappropriate configuration of radar or radar sensors may produce insufficient collision avoidance information. (2) Proper range scale should be selected appropriate to the prevailing circumstance and conditions, and the range scales should be switched at sufficiently frequent intervals to make it possible to avoid missing small targets in the vicinity and obtain early warning of the risk of collision. Therefore, the trainee is able to read radar information correctly and sufficiently and make a full appraisal of the situation and the risk of collision. (3) A good command of the characteristics, advantages and limitations of radar display modes should be achieved. Proper display should be selected appropriate to the prevailing circumstances and conditions, i.e. correct selection of true motion or relative motion presentation under effective azimuth stabilization, such as north-up presentation or course-up presentation. This is very important for systematic radar observations and complete interpretation of radar information. The trainees will probably have their own individual preferences when starting the

169 Annex, page 167 course but should be encouraged to become familiar with a variety of display modes so that they can manage the usage of the equipment to certain circumstances. (4) Skilful and proper use of fixed rang ring (RR), VRM, EBL, parallel Index Line, cursor, and the mechanical bearing scale (if available) on the radar screen should be maintained. (5) The systematic radar observation must be continuous and uninterrupted. (6) Visual look-out must be maintained when using radar, even in restricted visibility. 7.2 Radar related factors affecting safe speed Safe speed refers to a speed in which a ship can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. Every ship shall use safe speed at all times. Safe speed is a relative concept, which varies with the ship state and the circumstances and conditions. The following factors (but not limited) to shall be taken into account for ships with operational radar when determining a safe speed: (1) The characteristics, efficiency and limitations of the radar equipment. For example, radar observation cannot provide as much direct and large amount of information as visual look-out. It costs more time to track or plot target, and radar responds slowly while the target ship is manoeuvring. All the information from radar has a certain error, etc. (2) Constraints imposed by the radar range scale in use. For example, when using the longer range scale, the target echo is poor and discrimination is low and small targets in the vicinity are less likely to be detected. The target ship in long distance cannot be detected in a timely manner and it is difficult to give early alarm when using short range scales. (3) The effects on radar detection of sea state, weather and other sources of interference. It mainly refers to the effects on radar detection by sea clutter, rain and snow clutter, radar interference, multiple echoes, indirect echoes, side-lobe echoes, and abnormal propagation, etc. If serious, even the echo of large vessels cannot be identified, which is very dangerous for ship collision avoidance. (4) The possibility that boats, ice and other floating objects may not be detected by radar at a modest range. These small targets have weak electromagnetic wave reflection ability. (5) The number, location and movement of ships detected by radar reflect traffic density and the relationship between the own ship and other target ships. (6) An assessment of visibility can be made when radar is used to determine the range of ships or other objects in the vicinity. It is very important when the visibility may change or at night. 7.3 Methods and characteristics of acquiring sufficient radar information According to the requirements of the COLREGs, "radar plotting or equivalent systematic observation of detected objects" should be used to determine whether risk of collision exists. With the development of radar technology, the utilisation of manual plotting is decreasing, and radar target tracking is more and more widely used. After the Resolution MSC. 192(79) took effect, AIS

170 Annex, page 168 as the required sensor of radar system makes it possible to establish the association of radar tracked targets with AIS reported targets. As a result, application of radar in collision avoidance becomes more and more improved. As a matter of course, the use of either manual plotting, or radar target tracking, or AIS reporting, or the association of tracked targets with AIS reported targets, on the premise of correct use of the radar, provides sufficient information for situation awareness and ship collision avoidance. The trainees should understand and master the following approaches as much as possible: (1) Radar plotting. Through systematical and continuous Observation of the bearings and distances of radar echoes of the coming ship, plotting on radar screen (if fitted with reflection plotting equipment) or on manual plotting paper can be done to acquire the collision avoidance information, such as course, speed, CPA, TCPA, measures and timing of collision avoidance, and the timing of resuming original motion status, etc. This plotting takes long time and can only plot a small number of targets. In case of any action taken the plotting should be recommended after the ships are in stable moment conditions. The training of manual plotting is useful for developing spatial thinking in situation appraisal, predicting for the movement trend of target ship after the own ship takes action to avoid collision and for coordination with other ships in encounter situations. In this way, the effectiveness of collision avoidance can be guaranteed. This training is compulsory for beginners. (2) Target tracking. Radar tracking equipment can predict and update target ship tracks and optimum motion data based on synthesis processing and continuous calculation of relevant sensors' information. This method acquires the key information for collision avoidance, handles more targets in a short time, and tracks continuously with high data accuracy, which is the primary approach for ship collision avoidance at sea. (3) AIS reported targets. AIS reported targets provide graphical and alphanumeric display modes on radar screen. Graphical display presents the types of AIS target, the positions to the own ship, and indicates the course and speed of the AIS target by predicted vetors. The following data should be presented in alphanumeric form: source of data, MMSI, navigational status, position and its quality, range, bearing, course, speed, CPA and TCPA, heading, ROT, and other related information. In case the CPA/TCPA of an AIS target is less than the CPA LIM/TCPA LIM, a danger alarm will be activated. It is easy to use, but should be noted for its error. (4) The association of radar tracked with AIS reported targets. Based on radar target tracking, proper association between AIS reported targets and radar tracked target assists radar collision avoidance, reduces the redundant information and clutters on screen, and acquires optimal information for collision avoidance, all of which arw obvious advantages. 7.4 Actions to avoid collision in accordance with radar information and COLREG rules Based on radar information, the instructor should train the trainees to be able to analyse the potential or existing risk of collision and to determine and take action to avoid the close-quarters situations. These actions taken shall be complied with the COLREGs. Trainees should be trained to do the following: (1) Make sure that any action to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship. Any

171 Annex, page 169 alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed should be avoided. (2) State the responsibilities between ships under different circumstances and conditions. For instance, give-way vessel and stand-on vessel, vessels with same collision avoidance responsibilities, vessel required not to impede and vessel not to be impeded. (3) State the principles of alteration of course and/or speed and good seamanship to avoid collision in sight of one another. For instance, in overtaking situation, head-on situation, crossing situation and collision avoidance between the ships with different operational ability, etc. (4) State the principles of alteration of course and/or speed and good seamanship (as shown in Figure 7-1) to avoid collision when navigating in or near an area of restricted visibility (not in sight of one another). Fig.7-1 Manoeuvring diagram of radar preventing collision (5) State the coordinated action between the own ship and the target ship in collision risk or close-quarters situations. The coordinated action means that the changes in the course and (or) speed of the own ship and the target ship can lead to the same changes in the relative motion line. This means to increase the CPA at the same time, which can be verified by the trial manoeuvre and manual plotting. (6) The two ships in collision relationship shall check the effectiveness of action carefully until the other ship is finally past and clear. Then the give-way vessel may determine to resume the original course and/or speed. Arrangement should be made to simulate the above training. Every trainee shall frequently practice radar collision avoidance operation assisted by manual plotting, target tracking, AIS

172 Annex, page 170 reported information, and target association. In these exercises, trainees shall be able to interpret sufficient information presented on radar for collision avoidance, and to analyse the risks of collision and take appropriate action to avoid these risks. Simulation of previous collision incidents and study of court judgments can be an effective means for trainees to learn from earlier navigational mistakes. 7.5 Times to use radar In clear weather in the daylight, the officer in charge of a navigational watch shall carry out radar practice to obtain an appreciation of equipment capabilities and limitations, to compare radar and visual observations and obtain an assessment to the relative accuracy of information. There should be early use of radar in clear weather at night and when there are indications that visibility may deteriorate, so as to make a early, full appraisal of situations. The officer in charge of a navigational watch shall use the radar whenever restricted visibility is encountered or expected, and at all times in congested waters, but have due regard to its limitations. Demonstration and Practical training 7-1 Exercises for comprehensive collision avoidance (12 h) (1) Training objective Proper and systemic use of radar to acquire sufficient targets' information. Correct analysis and application of the radar information, in close association with the COLREG rules (2) Training mode The trainees complete typical training programs on the radar simulator set by the instructor and answer related questions. A full mission marine simulator with visual scene is advised to use when the trainees carry out the training programs for ship in sight of one another (3) Training procedure Start radar simulator, select the appropriate radar presentation mode and range scale, adjust the radar picture, and set up the radar system sensors and CPA LIM/TCPA LIM (0.4h); Sufficient radar information of a target ship such as course, speed, CPA and TCPA can be acquired by manual plotting, radar target tracking, AIS reporting and the association of radar tracked with AIS reported targets. Therefore, the risk of collisions and encounter situations can be assessed based on these information (N.B. 1. It is advised to complete the following six trainings: overtaking situation, head-on situation and crossing situation of in sight; the approaching ship from forward of beam in restricted visibility (not in sight); the approaching ship from abeam and abaft the beam; and good seamanship. 2. Inadequate radar information should not be avoided. 3. The workload of manual plotting should be moderate at first, and then increases as the trainees gain in ability. It is advised to start with between 3 and 5 targets while avoiding close quarters situations). (0.6 h 6)

173 Annex, page 171 When the CPA of a target ship is less than the CPA LIM, the collision avoidance actions of the own ship should be determined by manual plotting or trial manoeuvre before manoeuvre according to the COLREGs. Meanwhile, it si necessary to determine the time for resuming the original course and/or speed. Subsequently, any action to avoid collision shall be taken in accordance with the COLREG rules. If the circumstances of the case admit, such action should be large enough and made in ample time (including the use of sound and light signals). The effectiveness of such action should be checked and the original course and/or speed should be resumed until the other ship is finally past and clear. VHF communication shall be kept all the time. (0.4 h 6) Comprehensive navigation training in multi-vessel encounter situations, varied environmental conditions in association with typical case. (4 h) At the end of the session, the instructor is adviced to interact with the trainees about their training experiences, gains and doubts. The instructor makes comments and offers solutions accordingly regarding the problems and highlights in the course (by replaying training video or retrieving training data). (1 h) Complete the following training report. (The contents of the report are recommended, which is subject to adjustment according to any typical training scheme.) (0.6 h)

174 CPA after collision avoidance Comparison and analysis of radar information obtained by different method Rules application HTW 3/3/2 Annex, page 172 Tab.7-1 Training report Own ship Target ship information Action plan Own ship's action Practical action Target ship's action Course Speed Information Methods Bearing Distance Course Speed CPA TCPA Time Course alteration Speed change Time Course alteration Speed change Time Course alteration Speed change Manual plotting Auto-plotting AIS target Association (Including information acquisition method, the comparison of different methods, error and influence factors, information analysis, etc.) (Including the applicable rules, basis, avoidance effect and cautions, etc.) Note: "Action plan" is the outcome of manual plotting and trial manoeuvre of other three methods.

175 Annex, page 173 Assessment techniques Assessment upon completion of the this topic can be conducted in forms of written examination, oral test, practical operation, discussions and class records, etc. in order to assess whether a trainee satisfies the required performance and competence. Focusing on the application of the COLREGs on radar collision avoidance in practical training, the trainee shall (1) operate radar properly and timely; (2) maintain a proper lookout to acquire sufficient information by radar; (3) be familiar with the COLREGs and be able to apply them correctly; (4) complete the training report correctly. Teaching guidance According to the requirements of the STCW Code, "The application of the COLREGs in radar operation" is the comprehensive applications regarding the KUPs and the COLREGs in the previous six topics of this course. In the teaching process, it is advised that the instructor integrate demonstration and previous collision incidents and the trainees shall conduct frequent practices on the radar simulator for better outcome. In this topic, the demonstration and practical training part is one of the key components. When designing the training programme (Tab.7-2), the instructor shall take full account of the training for proper use of radar to acquire sufficient radar information, the application of the association of radar information and the Rules, the integration of typical cases into the training program, the conditions of the teaching equipment and the requirements of the competent authorities. At the beginning of the training, the instructor should make clear the training programs, contents, requirements, notes, etc. In the course of the training, the instructor should continuously monitor the students' operation and correct improper ones and violations wherever appropriate. The instructor should also assume the responsibility of the target ship collision avoidance and VHF communication, so as to ensure students' comprehensive and proper understanding of the Rules. At the end, the instructor should give feedbacks and comments, with emphasis on the comprehensive and proper application of the Rules as well as the necessity of completing the training report. The time for trainee' operation in practical training shall not be less than three quarters of the total demonstration and practical training time.

176 Annex, page 174 Tab.7-2 A sample of training programme (It is advised to design the programme step by step, so as to be used at any time.) Elements of training programme Specific content Remarks Use radar correctly Performance standards Carry out practical training frequently according to different elements. It may be in restricted waters, narrow channels, Environmental Open waters waterways, TTS, even fishing areas, congested conditions waters, etc. The radar presentation may be different. In addition, it is suggested to set restricted visibility Visibility Good visibility, in sight not in sight and restricted visibility in sight, which may apply to the different Rules. Hydrological and Rain, snow, Clutters depression training, other interferences may meteorological sea wave, etc. also be considered. conditions Other encounter situations may be considered: Encounter situations Head-on overtaking, crossing, the vessel forward of beam in restricted visibility (not in sight), the vessel abeam and abaft beam, good seamanship, etc. Encounter distance 7-11 nm It can be from long distantce to short distantce, even immediate danger. Velocity ratio between own and About 1:1 It may be from small too big. the target Target ships A dangerous target, a ship with the same course and the same It can be from less to more. speed and a ship at anchor Manoeuvrability Close tonnage of the same type of ordinary cargo ship Different type of vessels may be selected (especially the special function vessel). Tonnages may be from small to big. Typical cases Relevant information Case database can be established. By using different effective teaching methods, such as case study, the instructor is supposed to let trainee understand the related rules in the COLREGs and apply the Rules properly in association with radar information. In the teaching process, the instructor should emphasise the time and conditions to apply the Rules, the responsibilities between two ships under different circumstances and different conditions and the coordination of actions between the own ship and target ships. These should be priorities in the training programme. Safety components are too important to be neglected in teaching. The instructor and trainees should have the safety awareness throughout the teaching process. The instructor should carry out safety inspection before starting the radar and simulator, compling with safety operation procedures and keeping radar and simulator in best working state to ensure the safety of navigation.

177 Annex, page 175 Examples of lesson plan.1 An example of lesson plan for lecture Topic 1 Describe the basic theory and operation of a marine radar system Sub-topic 1 Describe the fundamental principles of radar correctly Training Objective: State the configuration of a marine radar system LESSON NUMBER: Class hours: 0.6 h Knowledge, Understanding and Proficiency Teaching method Textbook Ref. Instructor guidelines Class hour State the configuration of a marine radar system Lecture T1;T2 (1) according to Fig.1-1 (the configuration of marine radar system), state the necessary sensors for radar system, including basic radar, THD, SDME, EPFS and AIS; optional sensors: ECDIS; output devices: ECDIS and VDR. (2) state the signals that radar sensors provide for the radar information processing system: trigger pulse, heading line, bearing signal and video signal. (3) state sensors of gyro-compass/thd provide heading line signal for information processing system of radar. (4) state sensor of SDME provides STW and SOG for information processing system of radar. STW is from LOG, or manual input; SOG is from LOG, GNSS, the TT function of radar, or manual input. (5) state sensor of GNSS provides WGS-84 position and UTC time for information processing system of radar. (6) state sensor of AIS provides static information, dynamic information and voyage information for information processing system of radar. (7) describe that ENC provides Hydrological geographic information for information processing system of radar. (8) describe the information processing system of radar: state the importance of the heading signal for bearing-stabilised picture display, combining the article 9.1 of the MSC. 192(79) PS; state the importance of heading signal for normal display of ENC and AIS information; state the importance of SOG for navigation, and the importance of STW for collision avoidance; state radar TT function based on sensors, heading and speed information; state the significance of GNSS information integrity for outputting data accuracy of information processing system; state the significance of AIS information for radar collision avoidance, and lay a foundation for radar tracked and AIS reported target association; state the significance of integrated information overly (which includes ENC data, radar images, tracked and AIS reported targets) on radar display. (9) state the significance of VDR recording radar information. R1;R2 R4;R6 A

178 Annex, page An Example of lesson plan for practical training Topic 5 & 6 Operation of ARPA or TT and AIS reporting functions LESSON NUMBER: DURATION: 0.8 h Practical training 5 & 6-1: Operation of ARPA or TT and AIS reporting functions Training objectives: Set up and maintain ARPA or TT and AIS reporting functions correctly - Set up and check sensor and system parameters 6 Operate ARPA or TT and AIS reporting functions/ KUPs/Required performances Set up and maintain ARPA or TT and AIS reporting functions correctly - Set up and check sensor and system parameters Teaching method D* P* T1;T2;T3 Textbooks References Instructor guidelines R1;R2 R5;R7 A1 Time h 22/1 D* P* (1) check OS (the own ship) course confirm the radar heading is consistent with the indication of the gyrocompass, otherwise make corrections according to the manufacturer's manual. (2) check OS speed confirm the speed data of OS on radar display is STW, and is consistent with that of water track speed-log, otherwise make corrections according to the manufacturer's manual (3) check OS position confirm the position data of OS on radar display is consistent with that of EPFS, otherwise make corrections according to the manufacturer's manual. When the position data is checked, the integrity information of EPFS should also be confirmed (4) check the credibility of AIS information confirm the RAIM of OS GNSS information is satisfactory; ensures all the AIS information is displayed; verify the AIS information of nearby ships via VHF radio, confirms the credibility of AIS data (5) set up CPA LIM/TCPA LIM set up CPA LIM/TCPA LIM appropriately according to navigation circumstance, ship's maneuverability, etc. and give the reasons. Teaching guidance it is a comprehensive training process to operate ARPA or TT and AIS reporting functions. It should be emphasised that the radar image should be adjusted properly before carrying out above training items. the knowledge (3) and (4) may not be involved for those ARPAs which do not meet the requirements of the MSC. 192(79) PS.

179 Annex, page 177 Part E Evaluation and Assessment Introduction The effectiveness of any evaluation and assessment depends to a great extent on the precision of the description of what is to be evaluated. The evaluation and assessment is a way of finding out if learning has taken place. It enables the instructor to ascertain if the trainee has gained the required skills and knowledge needed at a given point towards a course or qualification. Evaluation and assessment is one of the important elements for continuous improvement of teaching quality. It not only assists the trainees to acquire competence capability, but also helps the instructor find any issue which may happen during teaching and keep improving curriculum programmes. The purpose of evaluation and assessment is to: assist trainee learning; identify trainees' strengths and weaknesses; appraise trainees' ability to maintain safe navigation by using radar and ARPA; assess the effectiveness of a particular instructional strategy; assess and improve the effectiveness of curriculum programmes; assess and improve teaching effectiveness; provide feedback to instructors on trainee's learning; evaluate a module's strengths and weaknesses; Part E provides the instructor with principles to choose the methods of evaluation and assessment, the types of evaluation and assessment, some examples of tests requiring the selection of correct or best responses from given alternatives, the supplies of short answers or the supplies of more extensive written responses to prepared questions. The examples are compiled as per requirements of sections of A-II/1 and B-I/12 in STCW.

180 Annex, page 178 Types of assessment Assessments can be classified into three types. Initial/Diagnostic assessment This should take place before the trainee commences a course/qualification to ensure he/she is on the right path. Diagnostic assessment is an assessment of a trainee's skills, knowledge, strength and areas for development. This can be carried out during an individual or group setting by the use of relevant tests. Formative assessment It is an integral part of the teaching/learning process and is therefore a "continuous" assessment. It provides information on the trainee's progress and may also be used to encourage and motivate them. The purpose of formative assessment is to provide feedback to trainees, to motivate trainees, to diagnose trainees' strengths and weaknesses and to help trainees to develop self-awareness. Summative assessment It is designed to measure the trainee's achievement against defined objectives and targets. It may take the form of an examination or an assignment. In the course, individual summative assessments are assigned and can be interspersed as appropriate throughout the course. As an integral part of the process, all have to be individually passed. Other examinations, including a "final examination" may be added at the discretion of the instructor, but they cannot replace or offset any required assessment not passed by the trainee. The purpose of summative assessment is to decide whether a trainee is to pass or fail or to grade a trainee. Methods of assessment Assessment planning should be specific, measurable, achievable, realistic and time-bound (SMART).

181 Annex, page 179 The methods chosen to carry out an assessment will depend upon what the trainee is expected to achieve in terms of knowledge, understanding and proficiency of the course content. The methods used can range from a simple question-and-answer discussion with the trainees (either individually or as a group) to prepared tests requiring the selection of correct or best responses from given alternatives, the correct matching of given items, the supply of short answers or the supply of more extensive written responses to prepared questions. Some methods of assessment that could be used depending upon the course/qualification are as follows and should all be adapted to suit individual needs. Observation (In Oral examination, Simulation exercises, Practical demonstration); Questions (written or oral); Tests; Assignments, activities, projects, tasks and/or case studies Simulations (also refer to section A-I/12 of the STCW code 2010); CBT. All work assessed should be valid, authentic, current, sufficient and reliable; this is often know as VACSR, "Valid assessment create standard results". Valid, the work is relevant to the standards/criteria being assessed; Authentic, the work has been produced solely by the trainee; Current, the work is still relevant at the time of assessment; Sufficient, the work covers all the standards/criteria; Reliable, the work is consistent across all trainees, over time and at the required level. It is important to note that no single method can satisfactorily measure knowledge and skill over the entire spectrum of matters to be tested for the assessment of competence. Care should therefore be taken to select the method most appropriate to the particular aspect of competence to be tested, bearing in mind the need to frame questions which relate as realistically as possible to the requirements of the officer's job at sea.

182 Annex, page 180 Evaluation of competence The arrangements for evaluating competence should be designed to take account of different methods of evaluation which can provide different types of evidence about trainees' competence, e.g.: direct observation of work activities (including seagoing service); skills/proficiency/competency tests; projects and assignments; evidence from previous experience; and written, oral and computer-based questioning techniques. One or more of the first four methods listed should almost invariably be used to provide evidence of ability, in addition to appropriate questioning techniques to provide evidence of supporting knowledge and understanding. The assessment techniques in Part D can be regarded as the reference for evaluating the competence of a trainee. It is worth noting that the competence evaluation standards given in Part A of STCW Code should be used when performing the evaluation programme. Assessment description (1) Quality of test items No matter what type of test is adopted, questions or test items should be as brief as possible, since the time taken to read the questions themselves lengthens the examination. Furthermore, the form of the questions must be clear and complete. To ensure these, the paper needs to be revised by another person rather than the originator. No extraneous information should be incorporated into the paper; such inclusions can waste the time of the candidates and tend to be regarded as 'trick questions'. In all cases, the questions should be checked repeatedly to ensure that they can assess the trainees objectively by which is essential to the concerning competences. Tests for assessment include practical training test, written or oral test and multiple choice test, etc. Advantages and disadvantages will occur in all kinds of evaluation and assessments. Competent authorities of the evaluation should analyse effectively the aim of the test and the expected result. A careful selection of the test and evaluation methods should then be made and the advanced

183 Annex, page 181 method of testing should be employed. Each test shall be fit for testing the learning outcomes or abilities of the trainees. (2) Practical training test Some aspects of competency can only be properly judged by having the candidate demonstrate his ability to perform specific tasks in a safe and efficient manner. The safety issue of the ship and the protection of the marine environment are heavily depended on the human factors. Compared with other forms of testing, an organized, systematic and prudent reaction capacity of a trainee can help him/her easily get through a practical training test incorporating the use of live radar or simulators than by any other form of tests. Equipments which would conform to the abilities test should be provided. Some certain parts of the equipment can be dedicated solely for the examinations, in economic purpose. (3) Written or oral test In general, written or oral tests are excellent forms to evaluate trainees' knowledge, understanding and proficiency of the KUPs. However, if the goal is to evaluate a broad spectrum of material using only a sample of questions, care must be taken to protect the security of the examination from the trainees prior to the examination period. It is only natural for the trainees to focus on just the sample questions and not the broad spectrum of the material if the trainees have access to an examination prior to the examination period. Therefore, instructors should adjust the questions and format of their exams at reasonable periods of time. (4) Multiple choice questions Marking or scoring is easier if multiple-choice test items are used, but in some cases difficulties may arise in creating plausible distracters. Detailed sampling allows immediate identification of errors of principle and those of a clerical nature. It must be emphasised that this holds true, in general, only if the test item is based on a single step in the overall calculation. Multiple-choice items involving more than one step may, in some cases, have to be resorted to in order to allow the creation of a sufficient number of plausible distracters, but care must be exercised to ensure that distracters are not plausible for more than one reason if the nature of the error made (and hence the distracter chosen) is to affect the scoring of the test item.

184 Annex, page 182 Distracters The incorrect alternatives in multiple-choice questions are called "distracters", because their purpose is to distract the uninformed trainee from the correct response. The distracter must be realistic and should be based on misconceptions commonly held, or on mistakes commonly made. The options "none of the above" or "all of the above" are used in some tests. These can be helpful, but should be used sparingly. Distracters should distract the uninformed, but they should not take the form of "trick" questions that could mislead the knowledgeable trainee (for example, do not insert "not" into a correct response to make it a distracter). Guess factor The "guess factor" with four alternative responses in a multiple-choice test would be 25%. The pass mark chosen for all selective-response questions should take this into account. Scoring In simple scoring of objective tests one mark may be allotted to each correct response and zero for an incorrect or nil response. A more sophisticated scoring technique entails awarding one mark for a correct response, zero for a nil response and minus one for an incorrect response. Where a multiple-choice test involves four alternatives, this means that a totally uninformed guess involves a 25% chance of gaining one mark and a 75% chance of losing one mark. Scores can be weighted to reflect the relative importance of questions, or of sections of an evaluation. Example of assessment An example of examination paper. Multiple choices (choose the best or appropriate answer from the four options) 1 Which is not the function of a radar antenna? A. To receive microwave pulses from the transmitter.

185 B. To focus transmitter pulses into beam and then send them into space. HTW 3/3/2 Annex, page 183 C. To receive echo pulses coming from objects those have been struck by the antenna beam. D. To reflect microwave. 2 Which is not used in a modern radar? A. EBL. B. VRM. C. Mechanical cursor. D. Raster scan indicator. 3 Which typically extends from close as 0.1 nm out to 48 nm? A. EBL. B. VRM. C. STC. D. Target tracking range. 4 Although manual plotting works well for CPA, the workload can become overwhelming when confronted with. A. a large number of targets B. two targets C. three targets D. one target 5 PPI is the short for in marine radar. A. plan pulse indicator B. plan point indicator C. power pulse indicator D. plan position indicator 6 A S band radar as compared to a X band radar of similar specifications will. A. be more suitable for river and harbour navigation B. provide better range performance on a low lying target during good weather and calm seas C. have a wide horizontal beam width D. have more sea clutters during rough sea conditions 7 The correct method of switching off a marine radar is to turn power switch to position first, then to position. A. off; standby B. standby; off C. standby; ready D. ready; standby 8 The radar control that depresses echoes from the own ship to a limited distance is. A. sensitivity time control B. receiver gain control C. brilliance control D. fast time control

186 Annex, page What will cause an automatic tracking radar to give a visual alarm and an audible alarm? A. An acquired target entering into a guard zone. B. A tracked target lost for one radar scan. C. CPA of a tracked target is less than the CPA LIM, TCPA more than TCPA LIM. D. Both CPA and TCPA of a tracked target is less than the CPA LIM and TCPA LIM. 10 When using radar for position fixing, the best way is. A. using tangent bearing and range of one target B. using two radar bearings C. using ranges, the most rapidly changing range shall be measured last D. using ranges, the most rapidly changing range shall be measured first 11 You are observing a buoy fitted with a Racon on the radar screen. How should this target appear on the display? A. As a broken line from centre of radar picture to the buoy target. B. Starting with a dash and extending radially outward from the buoy target. C. Starting with a dash and extending to the right of the buoy target. D. Starting with a dash and extending radially inward from the buoy target. 12 Radar pulse width varies with range scales. Which of the following is correct? A. Short range for narrow pulse. B. Midium range for narrow pulse. C. Short range for wide pulse. D. Long range for narrow pulse. 13 For presentation mode, when the own ship alters course or yaws on rough sea, radar target will be unstable and the radar image will be blurring. A. north Up, relative motion B. north Up, true motion C. course Up D. head Up 14 For N-up and C-up orientation, signal shall be connected. A. EPFS B. COG C. GYRO D. SOG 15 Which of the following factor has no relationship with radar maximum detection range? A. Radar transmitting power. B. VBW. C. Antenna gain. D. Radar transmitting wavelength. 16 The main factor governing the range discrimination is. A. pulse duration B. horizontal beam width C. p. r. f. D. vertical beam width

187 17 Which of the following feature is false for the indirect false echo? A. It appears in shadow zone. HTW 3/3/2 Annex, page 185 B. The bearing of the indirect false echo is the same as the obstacle's bearing. C. Indirect false echo is weaker than real echo. D. The range of indirect false echo is less than the true target echo. 18 For modern radar, the past position mode is determined by mode. A. true motion B. motion C. vector D. relative motion 19 In order to reduce sea clutter, which of the following is false? A. Use narrow pulse. B. Use circular polarisation antenna. C. Use S band radar. D. Use STC control. 20 Which of the following feature is false for radar multiple echoes? A. Multiple echoes and true echoes can be reduced by STC control equally. B. It appears in the direction of real echo continuously with the same range interval. C. The range interval of each multiple echo is equal to real echo range. D. Multiple echoes are further; and the further the echo, the weaker the echo. 21 When a radar is used for navigation purpose, which of the following sensor shall be connected with the radar? A. A gyrocompass, a speed log. B. A gyrocompass, a speed log, an EPFS. C. A gyrocompass, a speed log, an EPFS, an echo sounder. D. A gyrocompass, a SDME, an AIS, an EPFS. 22 Which of the following statement is a right selection order for radar manual acquisition? A. Bow, starboard, long range. B. Bow, port, nearby. C. Bow, starboard, nearby. D. Bow, nearby, port. 23 In order to reduce rain clutters, which of the following operation is incorrect? A. Use narrow pulse. B. Use STC control. C. Use S band radar. D. Use a circular polarisation antenna. 24 According to the latest radar performance standards, if automatic anti-clutter processing could prevent the detection of targets in the absence of appropriate stabilisation, the processing should switch off automatically after the azimuth stabilisation has become ineffective? A. Within 1 minute. B. Within 2 minutes.

188 Annex, page 186 C. Within 3 minutes. D. Within 4 minutes. 25 Which of the following statement is false for relative vector (RV)? A. No relative vector for the own ship. B. Fixed targets or other moving targets (except for the target which has the same speed with the own ship) have RV. C. RV can be used to find CPA/TCPA usually. D. The accuracy of RV is less than TV. 26 When a radar is used for collision avoidance purpose, which of the following sensor shall be connected with the radar? A. A gyrocompass, a speed log. B. A gyrocompass, a speed log, an EPFS. C. A gyrocompass, a speed log, an EPFS, an echo sounder. D. A gyrocompass, a SDME, an AIS, an EPFS. 27 Which one has nothing to do with automatic acquisition function? A. Guard zone. B. Dangerous zone. C. Exclusive zone. D. Acquisition zone. 28 In order to reduce sea clutters, which of the following is incorrect? A. Use STC control. B. Use narrow pulse. C. Use S band radar. D. Use echo stretch. 29 If there is an error from gyrocompass when a target is being tracked, which data of the target cannot be affected? A. CPA. B. Course. C. Speed. D. TV. 30 Which of the following statement is true for true vector (TV)? A. TV can be used to assess the encounter situations usually. B. No true vector for the own ship. C. TV can be used to find CPA/TCPA usually. D. The accuracy of TV is better than the accuracy of RV. 31 You are observing the radar screen for a SART. How should this echo appear on the display? A. 8 spots and extending about 12 nm. B. An echo with Morse code. C. 12 spots and extending about 8 nm. D. An echo without Morse code. 32 The pulse repetition frequency varies with range scales. Which of the following descriptions is correct? A. Midium range for high PRF.

189 B. Short range for low PRF. C. Short range for high PRF. D. Long range for high PRF. HTW 3/3/2 Annex, page For presentation mode, the radar picture orientation is consistent with the navigational chart and the own ship is always fixed on the screen and the echo of an island moves on the screen. A. north Up, true motion B. north Up, relative motion C. course Up, relative motion D. head Up, true motion 34 Usually, C-up presentation is used for. A. fixing position B. collision avoidance C. navigation in narrow channel D. entering or leaving port 35 Which of the following factors has no relationship with radar minimum detection range? A. Radar transmitting power. B. Pulse width. C. Recovery time of duplexer. D. Height of antenna. 36 The main factor governing bearing discrimination is. A. HBW B. pulse width C. PRF D. VBW 37 Which of the following features is true for second trace false echo? A. It appears in shadow zone. B. There is no distortion for second trace false echo. C. The range of second trace false echo is same as the target's range. D. The bearing of second trace false echo is same as the target's bearing. 38 For a modern radar, which statement is false for trial manoeuvre? A. Trial manoeuvre is just a simulation. B. Delay time and dynamic characteristics should be considered. C. The COLREGs are not considered. D. The result can be reliable when target ships changing their course and speed. 39 In order to reduce radar interferences, which of the following is true? A. Use narrow pulse. B. Use S band radar. C. Use correction. D. Use STC control. 40 Which of the following features is false for radar side false echoes? A. The false echoes and real echo have the same range. B. The false echoes distribute on both sides of the real echo symmetrically.

190 Annex, page 188 C. The false echoes and real echo have the same bearing. D. The strength of false echoes is weaker than the real echo's.. Answer the following questions briefly 1 In which condition, the OOW may observe a indirect false echo? What are the features of the indirect false echo? How to identify the indirect false echo 2 Please list the image features of true motion presentation mode. If a radar can work on the true motion mode, which sensor should be connected? 3 What is the meaning of relative vector? Please list the applications of relative vector and the cautions. 4 (1) Please name the symbols of AIS reported target. (2) What is the concept of association of AIS reported and tracked targets? (3) Please list 5 boundary parameters that could be set for the association criteria. 5 Please analyse the figures below and answer the following questions. (1) Why T 2 has no vector in figure (a) & (b)? (2) Why T 4 has no vector in figure (c) & (d)? (3) Which figures are used to assess the risks of collision usually? Which target is the dangerous for the own ship and why? (4) Which figures are used to assess the encounter situations usually? There situations between the target and the own ship are crossing encounter situation and stand-on situation in the figures. Which one? 6. Please analyse the figures below and answer the following questions. (1) What is the name and function of the ring in figure (a)? (2) What are the names and how many kinds of dots the radar present in figure (b)? What kind of dots is in figure (b)? What information can the different kinds of dots provide to the OOW? (3) What are the names and how many kinds of line segment radar present in figure (b) except the HL? What kind of line segment is in figure (b)? What information can different kinds of line segments provide to the OOW except the HL?

191 Annex, page 189 (a) (b)

192 Annex, page 190 An example of assessment for practical training Topic 6 Operation of ARPA or TT and AIS reporting functions LESSON NUMBER: DURATION: 0.8 h Practical training 5 & 6-1: Operation of ARPA or TT and AIS reporting functions Training objectives: Set up and maintain ARPA or TT and AIS reporting functions correctly - Set up and check sensor and system parameters KUPs/Required performances 6 Operate ARPA or TT and AIS reporting functions / Set up and maintain ARPA or TT and AIS reporting functions correctly - Set up and check sensor and system parameters 1 check OS (the own ship) course Assessment elements Comparison of the radar heading with the gyrocompass 2 check OS speed Selection of STW/SOG 3 check OS position 4 check the credibility of AIS information 5 set up CPA LIM/TCPA LIM Comparison of the position data on radar display with the EPFS position Verification of AIS information Set-up congested waters at oper sea, coastal or Assessment elements and criteria Assessment methods Assessment criteria The radar heading is consistent with the indication of the gyrocompass and follow-up smoothly. Otherwise make corrections according to the manufacturer's manual. STW is selected and the speed indication is the same with the speed-log. Otherwise make corrections according to the manufacturer's manual. The position data on radar display is consistent with that of EPFS and the integrity information of EPFS is confirmed. AIS information is verified. If necessary, the information is verified by VHF radiotelephone. Reasonable setting according to navigational environments, normally nm 10 TCPA LIM 20 min ; CPA LIM

193 Annex, page 191 Appendix I Selections and Extracts of Publications This Appendix is prepared to provide the user with additional information that can be used in the final course development and approval process. It consists of eight documents which are selections or extracts from IMO publications mainly. 1. Regulation 19, Chapter V, Safety of Navigation of SOLAS Convention Carriage requirements for shipborne navigational systems and equipment 1 Application and requirements Subject to the provisions of regulation 1.4: 1.1 Ships constructed on or after 1 July 2002 shall be fitted with navigational systems and equipment which will fulfill the requirements prescribed in paragraphs 2.1 to Ships constructed before 1 July 2002 shall:.1 subject to the provisions of paragraphs and 1.2.3, unless they comply fully with this regulation, continue to be fitted with equipment which fulfils the requirements prescribed in regulationsv/11, V/12 and V/20 of the International Convention for the Safety of Life at Sea, 1974 in force prior to1 July 2002;.2 be fitted with the equipment or systems required in paragraph not later than referred to in V/12 (p) of the International Convention for the Safety of Life at Sea, 1974 in force prior to 1 July 2002 shall no longer be required; and.3 be fitted with the system required in paragraph 2.4 not later than the dates specified in paragraphs and Shipborne navigational equipment and systems 2.1 All ships irrespective of size shall have:.1 a properly adjusted standard magnetic compass, or other means, independent of any power supply to determine the ship's heading and display the reading at the main steering position;.2 a pelorus or compass bearing device, or other means, independent of any power supply to take bearings over an arc of the horizon of 360 ;.3 means of correcting heading and bearings to true at all times;.4 nautical charts and nautical publications to plan and display the ship's route for the intended voyage and to plot and monitor positions throughout the voyage. An electronic chart display and information system (ECDIS) is also accepted as meeting the chart carriage requirements of this subparagraph. Ships to which

194 Annex, page 192 paragraph 2.10 applies shall comply with the carriage requirements for ECDIS detailed therein;.5 back-up arrangements to meet the functional requirements of subparagraph 4, if this function is partly or fully fulfilled by electronic means;.6 a receiver for a global navigation satellite system or a terrestrial radio navigation system, or other means, suitable for use at all times throughout the intended voyage to establish and update the ship's position by automatic means;.7 if less than 150 gross tonnage and if practicable, a radar reflector, or other means, to enable detection by ships navigating by radar at both 9 and 3 GHz;.8 when the ship's bridge is totally enclosed and unless the Administration determines otherwise, a sound reception system, or other means, to enable the officer in charge of the navigational watch to hear sound signals and determine their direction;.9 a telephone, or other means, to communicate heading information to the emergency steering position, if provided. 2.2 All ships of 150 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to the requirements of paragraph 2.1, be fitted with:.1 a spare magnetic compass interchangeable with the magnetic compass, as referred to in paragraph 2.1.1, or other means to perform the function referred to in paragraph by means of replacement or duplicate equipment;.2 a daylight signaling lamp, or other means to communicate by light during day and night using an energy source of electrical power not solely dependent upon the ship's power supply..3 a bridge navigational watch alarm system (BNWAS), as follows:.1 ships of 150 gross tonnage and upwards and passenger ships irrespective of size constructed on or after 1 July 2011;.2 passenger ships irrespective of size constructed before 1 July 2011, not later than the first survey after 1 July 2012;.3 ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than the first survey after 1 July 2012;.4 ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before 1 July 2011, not later than the first survey after 1 July 2013; and.5 ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey after 1 July The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea;.4 a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organisation, at the discretion of the Administration. 2.3 All ships of 300 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to meeting the requirements of paragraph 2.2, be fitted with:

195 Annex, page an echo sounding device, or other electronic means, to measure and display the available depth of water;.2 a 9 GHz radar, or other means to determine and display the range and bearing of radar transponders and of other surface craft, obstructions, buoys, shore lines and navigational marks to assist in navigation and in collision avoidance;.3 an electronic plotting aid, or other means, to plot electronically the range and bearing of targets to determine collision risk;.4 speed and distance measuring device, or other means, to indicate speed and distance throughthe water;.5 a properly adjusted transmitting heading device, or other means to transmit heading information for input to the equipment referred to in paragraphs 2.3.2, and All ships of 300 gross tonnage and upwards engaged on international voyages and cargo ships of 500 gross tonnage and upwards not engaged on international voyages and passenger ships irrespective of size shall be fitted with an automatic identification system (AIS), as follows:.1 ships constructed on or after 1 July 2002;.2 ships engaged on international voyages constructed before 1 July 2002:.2.1 in the case of passenger ships, not later than 1 July 2003;.2.2 in the case of tankers, not later than the first survey for safety equipment on or after 1 July 2003;.2.3 in the case of ships, other than passenger ships and tankers, of 50,000 gross tonnage and upwards, not later than 1 July 2004;.2.4 in the case of ships, other than passenger ships and tankers, of 300 gross tonnage and upwards but less than 50,000 gross tonnage, not later than the first safety equipment survey after 1July 2004 or by 31 December 2004, whichever occurs earlier; and..3 ships not engaged on international voyages constructed before 1 July 2002, not later than 1July The Administration may exempt ships from the application of the requirements of this paragraph when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs.2 and.3..5 AIS shall:.1 provide automatically to appropriately equipped shore stations, other ships and aircraft information, including the ship's identity, type, position, course, speed, navigational status and other safety-related information; Refer to regulation I/8;.2 receive automatically such information from similarly fitted ships;.3 monitor and track ships; and.4 exchange data with shore-based facilities..6 The requirements of paragraph shall not be applied to cases where international agreements, rules or standards provide for the protection of navigational information; and

196 Annex, page AIS shall be operated taking into account the guidelines adopted by the Organisation. Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rulesor standards provide for the protection of navigational information. 2.5 All ships of 500 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.3 with the exception of paragraphs and 2.3.5, and the requirements of paragraph 2.4, have:.1 a gyro compass, or other means, to determine and display their heading by shipborne nonmagnetic means, being clearly readable by the helmsman at the main steering position. These means shall also transmit heading information for input to the equipment referred in paragraphs 2.3.2, 2.4 and 2.5.5;.2 a gyro compass heading repeater, or other means, to supply heading information visually at the emergency steering position if provided;.3 a gyro compass bearing repeater, or other means, to take bearings, over an arc of the horizon of 360º, using the gyro compass or other means referred to in subparagraph. However ships less than 1,600 gross tonnage shall be fitted with such means as far as possible;.4 rudder, propeller, thrust, pitch and operational mode indicators, or other means to determine and display rudder angle, propeller revolutions, the force and direction of thrust and, if applicable, theforce and direction of lateral thrust and the pitch and operational mode, all to be readable from the conning position; and.5 an automatic tracking aid, or other means, to plot automatically the range and bearing of other targets to determine collision risk. 2.6 On all ships of 500 gross tonnage and upwards, failure of one piece of equipment should not reduce the ship's ability to meet the requirements of paragraphs 2.1.1, and All ships of 3000 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.5, have:.1 a 3 GHz radar or where considered appropriate by the Administration a second 9 GHz radar, or other means to determine and display the range and bearing of other surface craft, obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance, which are functionally independent of those referred to in paragraph 2.3.2; and.2 a second automatic tracking aid, or other means to plot automatically the range and bearing of other targets to determine collision risk which are functionally independent of those referred to inparagraph All ships of 10,000 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.7 with the exception of paragraph 2.7.2, have:.1 an automatic radar plotting aid, or other means, to plot automatically the range and bearing of at least 20 other targets, connected to a device to indicate speed and distance through the water, to determine collision risks and simulate a trial manoeuvre; and

197 Annex, page a heading or track control system, or other means, to automatically control and keep to a heading and/or straight track. 2.9 All ships of 50,000 gross tonnage and upwards shall, in addition to meeting the requirements of paragraph 2.8, have:.1 a rate-of-turn indicator, or other means, to determine and display the rate of turn; and.2 a speed and distance measuring device, or other means, to indicate speed and distance over the ground in the forward and athwart ships direction Ships engaged on international voyages shall be fitted with an Electronic Chart Display and Information System (ECDIS) as follows:.1 passenger ships of 500 gross tonnage and upwards constructed on or after 1 July 2012;.2 tankers of 3,000 gross tonnage and upwards constructed on or after 1 July 2012;.3 cargo ships, other than tankers, of 10,000 gross tonnage and upwards constructed on or after1 July 2013;.4 cargo ships, other than tankers, of 3,000 gross tonnage and upwards but less than 10,000 gross tonnage constructed on or after 1 July 2014;.5 passenger ships of 500 gross tonnage and upwards constructed before 1 July 2012, not later than the first survey on or after 1 July 2014;.6 tankers of 3,000 gross tonnage and upwards constructed before 1 July 2012, not later than the first survey on or after 1 July 2015;.7 cargo ships, other than tankers, of 50,000 gross tonnage and upwards constructed before 1July 2013, not later than the first survey on or after 1 July 2016;.8 cargo ships, other than tankers, of 20,000 gross tonnage and upwards but less than 50,000 gross tonnage constructed before 1 July 2013, not later than the first survey on or after 1 July 2017; and.9 cargo ships, other than tankers, of 10,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2013, not later than the first survey on or after 1 July Administrations may exempt ships from the application of the requirements of paragraph 2.10 when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs.5 to.9 of paragraph When "other means" are permitted under this regulation, such means must be approved by Administration in accordance with regulation The navigational equipment and systems referred to in this regulation shall be so installed, tested and maintained as to minimise malfunction. 5 Navigational equipment and systems offering alternative modes of operation shall indicate the actual mode of use. 6 Integrated bridge systems shall be so arranged that failure of one sub-system is brought to immediate attention of the officer in charge of the navigational watch by audible and visual alarms, and does not cause failure to any other sub-system. In case of failure in one part of an integrated navigational system, it shall be possible to operate each other individual item of equipment or part of the system separately.

198 Annex, page Extracts from the Manila Amendments to the STCW Convention, 1978 CHAPTER 1 Section A-I/2 Approval of training courses 6 In approving training courses and programmers, Parties should take into account that the various IMO Model Courses identified by foot notes in part A of this Code can assist in the preparation of such courses and programmers and ensure that the detailed learning objectives recommended therein are suitably covered. Section A-I/6 Training and assessment 1 Each Party shall ensure that all training and assessment of seafarers for certification under the Convention is:.1 structured in accordance with written programmers, including such methods and media of delivery, procedures, and course material as are necessary to achieve the prescribed standard of competence; and.2 conducted, monitored, evaluated and supported by persons qualified in accordancewith paragraphs 4, 5 and 6. 2 Persons conducting in-service training or assessment on board ship shall only do so when such training or assessment will not adversely affect the normal operation of the ship and theycan dedicate their time and attention to training or assessment. Qualifications of instructors, supervisors and assessors 3 Each Party shall ensure that instructors, supervisors and assessors are appropriately qualified for the particular types and levels of training or assessment of competence of seafarers either on board or ashore, as required under the Convention, in accordance with the provisions of this section. In-service training 4 Any person conducting in-service training of a seafarer, either on board or ashore, which is intended to be used in qualifying for certification under the Convention, shall:.1 have an appreciation of the training programmer and an understanding of the specific training objectives for the particular type of training being conducted;.2 be qualified in the task for which training is being conducted; and.3 if conducting training using a simulator:.3.1 have received appropriate guidance in instructional techniques involving the use of simulators, and.3.2 have gained practical operational experience on the particular type of simulator being used. 5 Any person responsible for the supervision of in-service training of a seafarer intended to be used in qualifying for certification under the Convention shall have a full understanding of the training programmer and the specific objectives for each type of training being conducted. Assessment of competence

199 Annex, page Any person conducting in-service assessment of competence of a seafarer, either on board or ashore, which is intended to be used in qualifying for certification under the Convention, shall:.1 have an appropriate level of knowledge and understanding of the competence to be assessed;.2 be qualified in the task for which the assessment is being made;.3 have received appropriate guidance in assessment methods and practice;.4 have gained practical assessment experience; and.5 if conducting assessment involving the use of simulators, have gained practical assessment experience on the particular type of simulator under the supervision and to the satisfaction of an experienced assessor. Training and assessment within an institution 7 Each Party which recognises a course of training, a training institution, or a qualification granted by a training institution, as part of its requirements for the issue of a certificate required under the Convention, shall ensure that the qualifications and experience of instructors and assessors are covered in the application of the quality standard provisions of section A-I/8. Such qualification, experience and application of quality standards shall incorporate appropriate training in instructional techniques, and training and assessment methods and practice, and shall comply with all applicable requirements of paragraphs 4 to 6. Section A-I/12 Standards governing the use of simulators PART 1 PERFORMANCE STANDARDS General performance standards for simulators used in training 1 Each Party shall ensure that any simulator used for mandatory simulator-based training shall:.1 be suitable for the selected objectives and training tasks;.2 be capable of simulating the operating capabilities of shipboard equipment concerned, to a level of physical realism appropriate to training objectives, and include the capabilities, limitations and possible errors of such equipment;.3 have sufficient behavioral realism to allow a trainee to acquire the skills appropriate to the training objectives;.4 provide a controlled operating environment, capable of producing a variety of conditions, which may include emergency, hazardous or unusual situations relevant to the training objectives;.5 provide an interface through which a trainee can interact with the equipment, the simulated environment and, as appropriate, the instructor; and.6 permit an instructor to control, monitor and record exercises for the effective debriefing of trainees. General performance standards for simulators used in assessment of competence 2 Each Party shall ensure that any simulator used for the assessment of competence required under the Convention or for any demonstration of continued proficiency so required shall:.1 be capable of satisfying the specified assessment objectives;

200 Annex, page be capable of simulating the operational capabilities of the shipboard equipment concerned to a level of physical realism appropriate to the assessment objectives, and include the capabilities, limitations and possible errors of such equipment;.3 have sufficient behavioral realism to allow a candidate to exhibit the skills appropriate to the assessment objectives;.4 provide an interface through which a candidate can interact with the equipment and simulated environment;.5 provide a controlled operating environment, capable of producing a variety of conditions, which may include emergency, hazardous or unusual situations relevant to assessment objectives; and.6 permit an assessor to control, monitor and record exercises for the effective assessment of the performance of candidates. Additional performance standards 3 In addition to meeting the basic requirements set out in paragraphs 1 and 2, simulation equipment to which this section applies shall meet the performance standards given here under in accordance with their specific type. Radar simulation 4 Radar simulation equipment shall be capable of simulating the operational capabilities of navigational radar equipment which meets all applicable performance standards adopted by the Organisation and incorporate facilities to:.1 operate in the stabilised relative-motion mode and sea- and ground-stabilised true-motion modes;.2 model weather, tidal streams, current, shadow sectors, spurious echoes and other propagation effects, and generate coastlines, navigational buoys and search and rescue transponders; and.3 create a real-time operating environment incorporating at least two own-ship stations with ability to change own ship's course and speed, and include parameters for at least 20 target ships and appropriate communication facilities. Automatic Radar Plotting Aid (ARPA) simulation 5 ARPA simulation equipment shall be capable of simulating the operational capabilities of ARPAs which meet all applicable performance standards adopted by the Organisation, and shall incorporate the facilities for:.1 manual and automatic target acquisition;.2 past track information;.3 use of exclusion areas;.4 vector/graphic time-scale and data display; and.5 trial manoeuvres. PART 2 OTHER PROVISIONS Simulator training objectives 6 Each Party shall ensure that the aims and objectives of simulator-based training are defined within an overall training programmer and that specific training objectives and tasks are selected so as to relate as closely as possible to shipboard tasks and practices.

201 Training procedures HTW 3/3/2 Annex, page In conducting mandatory simulator-based training, instructors shall ensure that:.1 trainees are adequately briefed beforehand on the exercise objectives and tasks and are given sufficient planning time before the exercise starts;.2 trainees have adequate familiarisation time on the simulator and with its equipment before any training or assessment exercise commences;.3 guidance given and exercise stimuli are appropriate to the selected exercise objectives and tasks and to the level of trainee experience;.4 exercises are effectively monitored, supported as appropriate by audio and visual observation of trainee activity and pre- and post-exercise evaluation reports;.5 trainees are effectively debriefed to ensure that training objectives have been met and that operational skills demonstrated are of an acceptable standard;.6 the use of peer assessment during debriefing is encouraged; and.7 simulator exercises are designed and tested so as to ensure their suitability for the specified training objectives. Assessment procedures 8 Where simulators are used to assess the ability of candidates to demonstrate levels of competency, assessors shall ensure that:.1 performance criteria are identified clearly and explicitly and are valid and available to the candidates;.2 assessment criteria are established clearly and are explicit to ensure reliability anduniformity of assessment and to optimise objective measurement and evaluation, so that subjective judgments are kept to the minimum;.3 candidates are briefed clearly on the tasks and/or skills to be assessed and on the tasks and performance criteria by which their competency will be determined;.4 assessment of performance takes into account normal operating procedures and any behavioral interaction with other candidates on the simulator or withsimulator staff;.5 scoring or grading methods to assess performance are used with caution until they have been validated; and.6 the prime criterion is that a candidate demonstrates the ability to carry out a task safely and effectively to the satisfaction of the assessor. Qualifications of instructors and assessors 9 Each Party shall ensure that instructors and assessors are appropriately qualified and experienced for the particular types and levels of training and corresponding assessment of competence as specified in regulation I/6 and section A-I/6.

202 Annex, page 200 Table A II/1 Specification of minimum standard of competence for officers in charge of a navigation watch on ships of 500 gross tonnage or more Column 1 Column 2 Column 3 Column 4 Competence Knowledge, understanding and proficiency Methods for demonstrating Criteria for evaluating competence competence Use of radar and ARPA to maintain safety of navigation Note: Training Radar navigation Knowledge of the fundamentals of radar and automatic radar plotting aids (ARPA) Assessment of evidence obtained from approved radar simulator and ARPA simulator training plus Information obtained from radar and ARPA is correctly interpreted and analysed, taking into account the limitations of the equipment and prevailing and assessment in-service circumstances and Ability to operate and to in the use of experience conditions interpret and analyse ARPA is not information obtained from required for radar, including the following: those who serve Performance, including: exclusively on ships not fitted with ARPA. This.1 factors affecting performance and accuracy limitation shall be reflected in the endorsement.2 setting up and maintaining displays issued to the seafarer concerned.3 detection of misrepresentation of information, false echoes, sea return, etc. racons and SARTs Action taken to avoid a close Use, including:.1 range and bearing; course and speed of other ships; time and distance of closest approach of crossing, meeting overtaking ships encounter or collision with other vessels is in accordance with the International Regulations for Preventing Collisions at Sea, identification of critical echoes; detecting course and speed changes of other ships; effect of changes in own ship's course or speed or both Decisions to amend course and/or speed are both timely and in accordance with accepted navigation practice.3 application of the Adjustments made to the

203 Annex, page 201 Column 1 Column 2 Column 3 Column 4 Competence Knowledge, understanding and proficiency Methods for demonstrating Criteria for evaluating competence competence International Regulations for Preventing Collisions at Sea, 1972 ship's course and speed maintain safety of navigation Communication is clear,.4 plotting techniques and relative- and true-motion concepts concise and acknowledged at all times in a seamanlike Manner.5 parallel indexing Principal types of ARPA, their display characteristics, performance standards and the dangers of over-reliance on ARPA Manoeuvring signals are made at the appropriate time and are in accordance with the International Regulations for Preventing Collisions at Sea, 1972, as amended Ability to operate and to interpret and analyse information obtained from ARPA, including:.1 system performance and accuracy, tracking capabilities and limitations, and processing delays.2 use of operational warnings and system tests.3 methods of target acquisition and their limitations.4 true and relative vectors, graphic representation of target information and danger areas.5 deriving and analyzing

204 Annex, page 202 Column 1 Column 2 Column 3 Column 4 Competence Knowledge, understanding Methods for Criteria for evaluating and proficiency demonstrating competence competence information, critical echoes, exclusion areas and trial manoeuvres Section B-I/6 Guidance regarding training and assessment Qualifications of instructors and assessors 1 Each Party should ensure that instructors and assessors are appropriately qualified and experienced for the particular types and levels of training or assessment of competence of seafarers, as required under the Convention, in accordance with the guidelines in this section. In-service training and assessment 2 Any person, on board or ashore, conducting in-service training of a seafarer intended to be used in qualifying for certification under the Convention should have received appropriate guidance in instructional techniques. 3 Any person responsible for the supervision of in-service training of a seafarer intended to be used in qualifying for certification under the Convention should have appropriate knowledge of instructional techniques and of training methods and practice. 4 Any person, on board or ashore, conducting an in-service assessment of the competence of a seafarer intended to be used in qualifying for certification under the Convention should have:.1 received appropriate guidance in assessment methods and practice*; and.2 gained practical assessment experience under the supervision and to the satisfaction of an experienced assessor. 5 Any person responsible for the supervision of the in-service assessment of competence of a seafarer intended to be used in qualifying for certification under the Convention should have afull understanding of the assessment system, assessment methods and practice*. Use of distance learning and e-learning 6 Parties may allow the training of seafarers by distance learning and e-learning in accordance with the standards of training and assessment set forth in section A-I/6 and the guidance given below. Guidance for training by distance learning and e-learning 7 Each Party should ensure that any distance learning and e-learning programme:.1 is provided by an entity that is approved by the Party;.2 is suitable for the selected objectives and training tasks to meet the competence level for the subject covered;.3 has clear and unambiguous instructions for the trainees to understand how the programme operates;

205 Annex, page provides learning outcomes that meet all the requirements to provide the underpinning knowledge and proficiency of the subject;.5 is structured in a way that enables the trainee to systematically reflect on what has been learnt through both self assessment and tutor-marked assignments; and.6 provides professional tutorial support through telephone, facsimile or communications. 8 Companies should ensure that a safe learning environment is provided and that there has been sufficient time provided to enable the trainee to study. 9 Where e-learning is provided, common information formats such as XML (Extensible Markup Language), which is a flexible way to share both the format and the data on the WorldWide Web, intranets, and elsewhere, should be used. 10 The e-learning system should be secured from tampering and attempts to hack into the system. Guidance for assessing a trainee's progress and achievements by training by distance learningand e-learning 11 Each Party should ensure that approved assessment procedures are provided for any distance learning and e-learning programme, including:.1 clear information to the students on the way that tests and examinations are conducted and how the results are communicated;.2 have test questions that are comprehensive and will adequately assess a trainee's competence and are appropriate to the level being examined;.3 procedures in place to ensure questions are kept up to date and;.4 the conditions where the examinations can take place and the procedures for invigilation to be conducted;.5 secure procedures for the examination system so that it will prevent cheating;.6 secure validation procedures to record results for the benefit of the Party. Register of approved training providers, courses and programmers 12 Each Party should ensure that a register or registers of approved training providers, courses and programmers are maintained and made available to Companies and other Parties on request. Section B-I/10 Guidance regarding the recognition of certificates 1 Training carried out under the STCW Convention which does not lead to the issue of an appropriate certificate and on which information provided by a Party is found by the Maritime Safety Committee to give full and complete effect to the Convention in accordance with regulation I/7, paragraph 2 may be accepted by other Parties to the Convention as meeting therelevant training requirements thereof. 2 Contacted Administrations should issue documentary proof referred to in regulation I/10, paragraph 5 to enable port State control authorities to accept the same in lieu of endorsement of a certificate issued by another Party for a period of three months from the date of issue, providing the information listed below:.1 seafarer's name

206 Annex, page date of birth.3 number of the original Certificate of Competency.4 capacity.5 limitations.6 contact details of the Administration.7 dates of issue and expiry. 3 Such documentary proof may be made available by electronic means. Section B-I/11 Guidance regarding the revalidation of certificates 1 The courses required by regulation I/11 should include relevant changes in marine legislation, technology and recommendations concerning the safety of life at sea, security and the protection of the marine environment. 2 A test may take the form of written or oral examination, the use of a simulator or other appropriate means. 3 Approved seagoing service stated in section A-I/11, paragraph 1 may be served in an appropriate lower officer rank than the certificate held. 4 If an application for revalidation of a certificate referred to in paragraph 1 of regulation I/11 is made within six months before expiry of the certificate, the certificate may be revalidated until the fifth anniversary of the date of validity, or extension of the validity, of the certificate. Section B-I/12 Guidance regarding the use of simulators 1 When simulators are being used for training or assessment of competency, the following guidelines should be taken into consideration in conducting any such training or assessment. TRAINING AND ASSESSMENT IN RADAR OBSERVATION AND PLOTTING* 2 Training and assessment in radar observation and plotting should:.1 incorporate the use of radar simulation equipment; and.2 conform to standards not inferior to those given in paragraphs 3 to 17 below. 3 Demonstrations of and practice in radar observation should be undertaken, where General appropriate, on live marine radar equipment, including the use of simulators. Plotting exercises should preferably be undertaken in real time, in order to increase trainees' awareness of thehazards of the improper use of radar data and improve their plotting techniques to a standard of radar plotting commensurate with that necessary for the safe execution of collision-avoidance manoeuvring under actual seagoing conditions. Factors affecting performance and accuracy 4 An elementary understanding should be attained of the principles of radar, together with a full practical knowledge of:.1 range and bearing measurement, characteristics of the radar set which determine the quality of the radar display, radar antenna, polar diagrams, the effects ofpower radiated in directions outside the main beam, a non-technical description of the radar system, including variations in the features encountered in different types of radar set, performance monitors and equipment factors

207 Annex, page 205 which affect maximum and minimum detection ranges and accuracy of information;.2 the current marine radar performance specification adopted by the Organisation;.3 the effects of the siting of the radar antenna, shadow sectors and arcs of reduced sensitivity, false echoes, effects of antenna height on detection ranges and of sitting radar units and storing spares near magnetic compasses, including magnetic safe distances; and.4 radiation hazards and safety precautions to be taken in the vicinity of antenna and open wave guides. Detection of misrepresentation of information, including false echoes and sea returns 5 A knowledge of the limitations to target detection is essential, to enable the observer to estimate the dangers of failure to detect targets. The following factors should be emphasised:.1 performance standard of the equipment;.2 brilliance, gain and video processor control settings;.3 radar horizon;.4 size, shape, aspect and composition of targets;.5 effects of the motion of the ship in a seaway;.6 propagation conditions;.7 meteorological conditions; sea clutter and rain clutter;.8 anti-clutter control settings;.9 shadow sectors; and.10 radar-to-radar interference. 6 A knowledge should be attained of factors which might lead to faulty interpretation, including false echoes, effects of nearby pylons and large structures, effects of power lines crossing rivers and estuaries, echoes from distant targets occurring on second or later traces. 7 A knowledge should be attained of aids to interpretation, including corner reflectors Practice and radar beacons; detection and recognition of land targets; the effects of topographical features; effects of pulse length and beam width; radar-conspicuous and inconspicuous targets; factors which affect the echo strength from targets. Setting up and maintaining displays 8 A knowledge should be attained of:.1 the various types of radar display mode; unstabilised ship's-head-up relative motion; ship's-head-up, course-up and north-up stabilised relative motion and true motion;.2 the effects of errors on the accuracy of information displayed; effects of transmitting compass errors on stabilised and true-motion displays; effects of transmitting log errors on a true-motion display; and the effects of inaccurate manual speed settings on a true-motion display;

208 Annex, page methods of detecting inaccurate speed settings on true-motion controls; the effects of receiver noise limiting the ability to display weak echo returns, and the effects of saturation by receiver noise, etc.; the adjustment of operational controls; criteria which indicate optimum points of adjustment; the importance of proper adjustment sequence, and the effects of maladjusted controls; the detection of maladjustments and corrections of:.3.1 controls affecting detection ranges, and.3.2 controls affecting accuracy;.4 the dangers of using radar equipment with maladjusted controls; and.5 the need for frequent regular checking of performance, and the relationship of Range and bearing the performance indicator to the range performance of the radar set. 9 A knowledge should be attained of:.1 the methods of measuring ranges; fixed range markers and variable rangemarkers;.2 the accuracy of each method and the relative accuracy of the different methods;.3 how range data are displayed; ranges at stated intervals, digital counter and graduated scale;.4 the methods of measuring bearings; rotatable cursor on transparent disc covering the display, electronic bearing cursor and other methods;.5 bearing accuracy and inaccuracies caused by parallax, heading marker displacement, centre maladjustment;.6 how bearing data are displayed; graduated scale and digital counter; and.7 the need for regular checking of the accuracy of ranges and bearings, methods of checking for inaccuracies and correcting or allowing for inaccuracies. Plotting techniques and relative-motion concepts 10 Practice should be provided in manual plotting techniques, including the use of reflection plotters, with the objective of establishing a thorough understanding of the interrelated motion between own ship and other ships, including the effects of manoeuvring to avoid collision. At the preliminary stages of this training, simple plotting exercises should be designed to establish asound appreciation of plotting geometry and relative-motion concepts. The degree of complexity of exercises should increase throughout the training course until the trainee has mastered allaspects of the subject. Competence can best be enhanced by exposing the trainee to real-time exercises performed on a simulator or using other effective means. Identification of critical echoes 11 A thorough understanding should be attained of:.1 position fixing by radar from land targets and sea marks;.2 the accuracy of position fixing by ranges and by bearings;.3 the importance of cross-checking the accuracy of radar against other navigational aids; and.4 the value of recording ranges and bearings at frequent, regular intervals when using radar as an aid to collision avoidance.

209 Course and speed of other ships 12 A thorough understanding should be attained of: HTW 3/3/2 Annex, page the different methods by which course and speed of other ships can be obtained from recorded ranges and bearings, including:.1.1 the unstabilised relative plot,.1.2 the stabilised relative plot, and.1.3 the true plot; and.2 the relationship between visual and radar observations, including detail and the accuracy of estimates of course and speed of other ships, and the detection of changes in movements of other ships. Time and distance of closest approach of crossing, meeting or overtaking ships 13 A thorough understanding should be attained of:.1 the use of recorded data to obtain:.1.1 measurement of closest approach distance and bearing, and.1.2 time to closest approach, and.2 the importance of frequent, regular observations. Detecting course and speed changes of other ships 14 A thorough understanding should be attained of:.1 the effects of changes of course and/or speed by other ships on their tracks across the display;.2 the delay between change of course or speed and detection of that change; and.3 the hazards of small changes as compared with substantial changes of course or speed in relation to rate and accuracy of detection. Effects of changes in own ship's course or speed or both 15 A thorough understanding of the effects on a relative-motion display of own ship's movements, and the effects of other ships' movements and the advantages of compass stabilisation of a relative display. 16 In respect of true-motion displays, a thorough understanding should be attained of:.1 the effects of inaccuracies of:.1.1 speed and course settings, and.1.2 compass stabilisation data driving a stabilised relative-motion display;.2 the effects of changes in course or speed or both by own ship on tracks of other ships on the display; and.3 the relationship of speed to frequency of observations. Application of the International Regulations for Preventing Collisions at Sea, A thorough understanding should be attained of the relationship of the International Regulations for Preventing Collisions at Sea, 1972 to the use of radar, including:.1 action to avoid collision, dangers of assumptions made on inadequate information and the hazards of small alterations of course or speed;.2 the advantages of safe speed when using radar to avoid collision;.3 the relationship of speed to closest approach distance and time and to the manoeuvring characteristics of various types of ships;

210 Annex, page the importance of radar observation reports and radar reporting procedures being well defined;.5 the use of radar in clear weather, to obtain an appreciation of its capabilities and limitations, compare radar and visual observations and obtain an assessment of the relative accuracy of information;.6 the need for early use of radar in clear weather at night and when there are indications that visibility may deteriorate;.7 comparison of features displayed by radar with charted features; and.8 comparison of the effects of differences between range scales. TRAINING AND ASSESSMENT IN THE OPERATIONAL USE OF AUTOMATIC RADAR PLOTTING AIDS (ARPA) 18 Training and assessment in the operational use of automatic radar plotting aids (ARPA) should:.1 require prior completion of the training in radar observation and plotting or combine that training with the training given in paragraphs 19 to 35 below;*.2 incorporate the use of ARPA simulation equipment; and.3 conform to standards not inferior to those given in paragraphs 19 to 35 below. 19 Where ARPA training is provided as part of the general training under the 1978 STCW Convention, masters, chief mates and officers in charge of a navigational watch should understand the factors involved in decision-making based on the information supplied by ARPA in association with other navigational data inputs, having a similar appreciation of the operational aspects and of system errors of modern electronic navigational systems, including ECDIS. This training should be progressive in nature, commensurate with the responsibilities of the individual and the certificates issued by Parties under the 1978 STCW Convention. Theory and demonstration Possible risks of over-reliance on ARPA 20 Appreciation that ARPA is only a navigational aid and:.1 that its limitations, including those of its sensors, make over-reliance on ARPA dangerous, in particular for keeping a look-out; and.2 the need to observe at all times the Principles to be observed in keeping a navigational watch and the Guidance on keeping a navigational watch. Principal types of ARPA systems and their display characteristics 21 Knowledge of the principal types of ARPA systems in use; their various display characteristics and an understanding of when to use ground- or sea-stabilised modes and north-up, course-up or head-up presentations. IMO performance standards for ARPA 22 An appreciation of the IMO performance standards for ARPA, in particular the standards relating to accuracy. Factors affecting system performance and accuracy 23 Knowledge of ARPA sensor input performance parameters: radar, compass and speed inputs and the effects of sensor malfunction on the accuracy of ARPA data. 24 Knowledge of:

211 Annex, page the effects of the limitations of radar range and bearing discrimination and accuracy and the limitations of compass and speed input accuracies on the accuracy of ARPA data; and.2 factors which influence vector accuracy. Tracking capabilities and limitations 25 Knowledge of:.1 the criteria for the selection of targets by automatic acquisition;.2 the factors leading to the correct choice of targets for manual acquisition;.3 the effects on tracking of "lost" targets and target fading; and.4 the circumstances causing "target swap" and its effects on displayed data. Processing delays 26 Knowledge of the delays inherent in the display of processed ARPA information, particularly on acquisition and re-acquisition or when a tracked target manoeuvres. Operational warnings, their benefits and limitations 27 Appreciation of the uses, benefits and limitations of ARPA operational warnings and their correct setting, where applicable, to avoid spurious interference. System operational tests 28 Knowledge of:.1 methods of testing for malfunctions of ARPA systems, including functional self-testing; and.2 precautions to be taken after a malfunction occurs. Manual and automatic acquisition of targets and their respective limitations 29 Knowledge of the limits imposed on both types of acquisition in multi-target scenarios, and the effects on acquisition of target fading and target swap. True and relative vectors and typical graphic representation of target information anddanger areas 30 Thorough knowledge of true and relative vectors; derivation of targets' true courses and speeds, including:.1 threat assessment, derivation of predicted closest point of approach and predicted time to closest point of approach from forward extrapolation of vectors, the use of graphic representation of danger areas;.2 the effects of alterations of course and/or speed of own ship and/or targets on predicted closest point of approach and predicted time to closest point of approach and danger areas;.3 the effects of incorrect vectors and danger areas; and.4 the benefit of switching between true and relative vectors. Information on past positions of targets being tracked 31 Knowledge of the derivation of past positions of targets being tracked, recognition of Practice historic data as a means of indicating recent manoeuvring of targets and as a method of checking the validity of the ARPA's tracking. Setting up and maintaining displays 32 Ability to demonstrate:.1 the correct starting procedure to obtain the optimum display of ARPAinformation;

212 Annex, page the selection of display presentation; stabilised relative-motion displays and true-motion displays;.3 the correct adjustment of all variable radar display controls for optimum display of data;.4 the selection, as appropriate, of required speed input to ARPA;.5 the selection of ARPA plotting controls, manual/automatic acquisition, vector/graphic display of data;.6 the selection of the timescale of vectors/graphics;.7 the use of exclusion areas when automatic acquisition is employed by ARPA; and.8 performance checks of radar, compass, speed input sensors and ARPA. System operational tests 33 Ability to perform system checks and determine data accuracy of ARPA, including the trial manoeuvre facility, by checking against basic radar plot. Obtaining information from the ARPA display 34 Demonstrate the ability to obtain information in both relative- and true-motion modes of display, including:.1 the identification of critical echoes;.2 the speed and direction of target's relative movement;.3 the time to, and predicted range at, target's closest point of approach;.4 the courses and speeds of targets;.5 detecting course and speed changes of targets and the limitations of such information;.6 the effect of changes in own ship's course or speed or both; and.7 the operation of the trial manoeuvre facility. Application of the International Regulations for Preventing Collisions at Sea, Analysis of potential collision situations from displayed information, determination and execution of action to avoid close-quarters situations in accordance with the International Regulations for Preventing Collisions at Sea, 1972 in force.

213 Annex, page IMO Resolution MSC. 192(79) (Adopted on 6 December 2004) THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organisation concerning the functions of the Committee, RECALLING ALSO resolution A. 886(21) by which the Assembly resolved that the functions of adopting performance standards and technical specifications, as well as amendments thereto, shall be performed by the Maritime Safety Committee on behalf of the Organisation, NOTING resolutions A. 222(VII), A. 278(VIII), A. 477(XII), MSC. 64(67), annex 4, A. 820(19) and A. 823(19) containing performance standards applicable to marine radars being produced and installed at different time periods in the past, NOTING ALSO that marine radars are used in connection/integration with other navigational equipment required to carry on board ships such as, an automatic target tracking aid, ARPA, AIS, ECDIS and others, RECOGNIZING the need for unification of maritime radar standards in general, and, inparticular, for display and presentation of navigation-related information, HAVING CONSIDERED the recommendation on the revised performance standards for radar equipment made by the Sub-Committee on Safety of Navigation at its fiftieth session, 1. ADOPTS the Revised Recommendation on Performance Standards for radar equipment set out in the Annex to the present resolution; 2. RECOMMENDS Governments to ensure that radar equipment installed on or after1 July 2008 conform to performance standards not inferior to those set out in the Annex to the present resolution. Revised Recommendation on Performance Standards for Radar Equipment INDEX 1 SCOPE OF EQUIPMENT 2 APPLICATION OF THESE STANDARDS 3 REFERENCES 4 DEFINITIONS 5 OPERATIONAL REQUIREMENTS FOR THE RADAR SYSTEM 6 ERGONOMIC CRITERIA

214 Annex, page DESIGN AND INSTALLATION 8 INTERFACING 9 BACKUP AND FALLBACK ARRANGEMENTS 1 SCOPE OF EQUIPMENT The radar equipment should assist in safe navigation and in avoiding collision by providing an indication, in relation to own ship, of the position of other surface craft, obstructions and hazards, navigation objects and shorelines. For this purpose, radar should provide the integration and display of radar video, target tracking information, positional data derived from own ship's position (EPFS) and geo referenced data. The integration and display of AIS information should be provided to complement radar. The capability of displaying selected parts of Electronic Navigation Charts and other vector chart information may be provided to aid navigation and for position monitoring. The radar, combined with other sensor or reported information (e.g. AIS), should improve the safety of navigation by assisting in the efficient navigation of ships and protection of the environment by satisfying the following functional requirements: in coastal navigation and harbour approaches, by giving a clear indication of land and other fixed hazards; as a means to provide an enhanced traffic image and improved situation awareness; in a ship-to-ship mode for aiding collision avoidance of both detected and reported hazards; in the detection of small floating and fixed hazards, for collision avoidance and the safety of own ship; and in the detection of floating and fixed aids to navigation (see Table 2, note 3). 2 APPLICATION OF THESE STANDARDS These Performance Standards should apply to all shipborne radar installations, used in any configuration, mandated by the 1974 SOLAS Convention, as amended, independent of the type of ship; frequency band in use; and type of display, providing that no special requirements are specified in Table 1 and that additional requirements for specific classes of ships (in accordance with SOLAS chapters V and X) are met. The radar installation, in addition to meeting the general requirements as set out in Resolution A. 694 (17), should comply with the following performance standards. Close interaction between different navigational equipment and systems, makes it essential to consider these standards in association with other relevant IMO standards.

215 TABLE 1 Differences in the performance requirements for Various sizes/categories of ship/craft to which SOLAS applies Size of ship/craft <500 gt 500 gt to <10,000 gt and HSC<10,000 gt HTW 3/3/2 Annex, page 213 All ships/craft =10,000 gt Minimum operational display area diameter 180 mm 250 mm 320 mm Minimum display area 195 x 195 mm 270 x 270 mm 340 x 340 mm Auto acquisition of targets - - Yes Minimum acquired radar target capacity Minimum activated AIS target capacity Minimum sleeping AIS target capacity Trial Manoeuvre - - Yes 3 REFERENCES References are in appendix 1. 4 DEFINITIONS Definitions are in appendix 2. 5 OPERATIONAL REQUIREMENTS FOR THE RADAR SYSTEM The design and performance of the radar should be based on user requirements and up-to-date navigational technology. It should provide effective target detection within the safety-relevant environment surrounding own ship and should permit fast and easy situation evaluation. 5.1 Frequency Frequency spectrum The radar should transmit within the confines of the ITU allocated bands for maritime radar and meet the requirements of the radio regulations and applicable ITU-R recommendations Radar Sensor Requirements Radar systems of both X and S-Bands are covered in these performance standards: X-Band ( GHz) for high discrimination, good sensitivity and tracking performance; and S-Band ( GHz) to ensure that target detection and tracking capabilities are maintained in varying and adverse conditions of fog, rain and sea clutter. The frequency band in use should be indicated Interference susceptibility The radar should be capable of operating satisfactorily in typical interference conditions. 5.2 Radar Range and Bearing Accuracy The radar system range and bearing accuracy requirements should be: Range - within 30 m or 1% of the range scale in use, whichever is greater; Bearing - within Detection Performance and Anti-clutter Functions

216 Annex, page 214 All available means for the detection of targets should be used Detection Detection in Clear Conditions In the absence of clutter, for long range target and shoreline detection, the requirement for the radar system is based on normal propagation conditions, in the absence of sea clutter, precipitation and evaporation duct, with an antenna height of 15 m above sea level. Based on: an indication of the target in at least 8 out of 10 scans or equivalent; and a probability of a radar detection false alarm of 10-4, The requirement contained in Table 2 should be met as specified for X-Band and S-Band equipment. The detection performance should be achieved using the smallest antenna that is supplied with the radar system. Recognizing the high relative speeds possible between own ship and target, the equipment should be specified and approved as being suitable for classes of ship having normal (<30 kn) or high (>30 kn) own ship speeds (100 kn and 140 kn relative speeds respectively). TABLE 2 Minimum detection ranges in clutter-free conditions Target Description Target Feature Detection Range in nm Target description Height above sea level in meters X-Band nm S-Band nm Shorelines Rising to Shorelines Rising to Shorelines Rising to SOLAS ships (>5000 gross tonnage) SOLAS ships (>500 gross tonnage) Small vessel with radar reflector meeting IMO Performance Standards Navigation buoy with corner reflector Typical Navigation buoy Small vessel of length 10 m with no radar reflector Detection at Close Range The short-range detection of the targets under the conditions specified in Table 2 should be compatible with the requirement in paragraph Detection in Clutter Conditions Performance limitations caused by typical precipitation and sea clutter conditions will result in a reduction of target detection capabilities relative to those defined in and Table The radar equipment should be designed to provide the optimum and most consistent detection performance, restricted only by the physical limits of propagation.

217 Annex, page The radar system should provide the means to enhance the visibility of targets in adverse clutter conditions at close range Degradation of detection performance (related to the figures in Table 2) at various ranges and target speeds under the following conditions, should be clearly stated in the user manual: light rain (4 mm per hour) and heavy rain (16 mm per hour); sea state 2 and sea state 5; and and a combination of these The determination of performance in clutter and specifically, range of first detection, as defined in the clutter environment in , should be tested and assessed against a benchmark target, as specified in the Test Standard Degradation in performance due to a long transmission line, antenna height or any other factors should be clearly stated in the user manual Gain and Anti-Clutter Functions Means should be provided, as far as is possible, for the adequate reduction of unwanted echoes, including sea clutter, rain and other forms of precipitation, clouds, sandstorms and interference from other radars A gain control function should be provided to set the system gain or signal threshold level Effective manual and automatic anti-clutter functions should be provided A combination of automatic and manual anti-clutter functions is permitted There should be a clear and permanent indication of the status and level for gain and all anti-clutter control functions Signal Processing Means should be available to enhance target presentation on the display The effective picture update period should be adequate, with minimum latency to ensure that the target detection requirements are met The picture should be updated in a smooth and continuous manner The equipment manual should explain the basic concept, features and limitations of any signal processing Operation with SARTs and Radar Beacons The X-Band radar system should be capable of detecting radar beacons in the relevant frequency band The X-Band radar system should be capable of detecting SARTs and radar target enhancers It should be possible to switch off those signal processing functions, including polarisation modes, which might prevent an X-Band radar beacon or SARTs from being detected and displayed. The status should be indicated.

218 Annex, page Minimum Range With own ship at zero speed, an antenna height of 15 m above the sea level and in calm conditions, the navigational buoy in Table 2 should be detected at a minimum horizontal range of 40 m from the antenna position and up to a range of 1 nm, without changing the setting of control functions other than the range scale selector Compensation for any range error should be automatically applied for each selected antenna, where multiple antennas are installed. 5.5 Discrimination Range and bearing discrimination should be measured in calm conditions, on a range scale of 1.5 nm or less and at between 50% and 100% of the range scale selected: Range The radar system should be capable of displaying two point targets on the same bearing, separated by 40 m in range, as two distinct objects Bearing The radar system should be capable of displaying two point targets at the same range, separated by 2.5 in bearing, as two distinct objects. 5.6 Roll and Pitch The target detection performance of the equipment should not be substantially impaired when own ship is rolling or pitching up to +/ Radar Performance Optimisation and Tuning Means should be available to ensure that the radar system is operating at the best performance. Where applicable to the radar technology, manual tuning should be provided and additionally, automatic tuning may be provided An indication should be provided, in the absence of targets, to ensure that the system is operating at the optimum performance Means should be available (automatically or by manual operation) and while the equipment is operational, to determine a significant drop in system performance relative to a calibrated standard established at the time of installation. 5.8 Radar Availability The radar equipment should be fully operational (RUN status) within 4 minutes after switch ON from cold. A STANDBY condition should be provided, in which there is no operational radar transmission. The radar should be fully operational within 5 sec from the standby condition. 5.9 Radar Measurements Consistent Common Reference Point (CCRP) Measurements from own ship (e.g. range rings, target range and bearing, cursor, tracking data) should be made with respect to the consistent common reference point (e.g. conning position). Facilities should be provided to compensate for the offset between antenna position and the consistent common reference point on installation. Where multiple antennas are installed, there should be provision for applying different position

219 Annex, page 217 offsets for each antenna in the radar system. The offsets should be applied automatically when any radar sensor is selected Own ship's scaled outline should be available on appropriate range scales. The consistent common reference point and the position of the selected radar antenna should be indicated on this graphic When the picture is centred, the position of the Consistent Common Reference Point should be at the centre of the bearing scale. The off-centre limits should apply to the position of the selected antenna Range measurements should be in nautical miles (nm). In addition, facilities for metric measurements may be provided on lower range scales. All indicated values for range measurement should be unambiguous Radar targets should be displayed on a linear range scale and without a range index delay Display Range Scales Range scales of 0.25, 0.5, 0.75, 1.5, 3, 6, 12 and 24 nm should be provided. Additional range scales are permitted outside the mandatory set. Low metric range scales may be offered in addition to the mandatory set The range scale selected should be permanently indicated Fixed Range Rings An appropriate number of equally spaced range rings should be provided for the range scale selected. When displayed, the range ring scale should be indicated The system accuracy of fixed range rings should be within 1% of the maximum range of the range scale in use or 30 m, whichever is the greater distance Variable Range Markers (VRM) At least two variable range markers (VRMs) should be provided. Each active VRM should have a numerical readout and have a resolution compatible with the range scale in use The VRMs should enable the user to measure the range of an object within the operational display area with a maximum system error of 1% of the range scale in use or 30 m, whichever is the greater distance Bearing Scale A bearing scale around the periphery of the operational display area should be provided. The bearing scale should indicate the bearing as seen from the consistent common reference point The bearing scale should be outside of the operational display area. It should be numbered at least every 30 division and have division marks of at least 5. The 5 and 10 division marks should be clearly distinguishable from each other. 1 division marks may be presented where they are clearly distinguishable from each other Heading Line (HL)

220 Annex, page A graphic line from the consistent common reference point to the bearing scale should indicate the heading of the ship Electronic means should be provided to align the heading line to within 0.1. If there is more than one radar antenna (see 5.35) the heading skew (bearing offset) should be retained and automatically applied when each radar antenna is selected Provision should be made to temporarily suppress the heading line. This function may be combined with the suppression of other graphics Electronic Bearing Lines (EBLs) At least two electronic bearing lines (EBLs) should be provided to measure the bearing of any point object within the operational display area, with a maximum system error of 1 at the periphery of the display The EBLs should be capable of measurement relative to the ships heading and relative to true north. There should be a clear indication of the bearing reference (i.e. true or relative) It should be possible to move the EBL origin from the consistent common reference point to any point within the operational display area and to reset the EBL to the consistent common reference point by a fast and simple action It should be possible to fix the EBL origin or to move the EBL origin at the velocity of own ship Means should be provided to ensure that the user is able to position the EBL smoothly in either direction, with an incremental adjustment adequate to maintain the system measurement accuracy requirements Each active EBL should have a numerical readout with a resolution adequate to maintain the system measurement accuracy requirements Parallel Index lines (PI) A minimum of four independent parallel index lines, with a means to truncate and switch off individual lines, should be provided Simple and quick means of setting the bearing and beam range of a parallel index line should be provided. The bearing and beam range of any selected index line should be available on demand Offset Measurement of Range and Bearing There should be a means to measure the range and bearing of one position on the display relative to any other position within the operational display area User Cursor A user cursor should be provided to enable a fast and concise means to designate any position on the operational display area The cursor position should have a continuous readout to provide the range and bearing, measured from the consistent common reference point, and/or the latitude and longitude of the cursor position presented either alternatively or simultaneously.

221 Annex, page The cursor should provide the means to select and de-select targets, graphics or objects within the operational display area. In addition, the cursor may be used to select modes, functions, vary parameters and control menus outside of the operational display area Means should be provided to easily locate the cursor position on the display The accuracy of the range and bearing measurements provided by the cursor should meet the relevant requirements for VRM and EBL Azimuth Stabilisation The heading information should be provided by a gyrocompass or by an equivalent sensor with a performance not inferior to the relevant standards adopted by the Organisation Excluding the limitations of the stabilizing sensor and type of transmission system, the accuracy of azimuth alignment of the radar presentation should be within 0.5 with a rate of turn likely to be experienced with the class of ship The heading information should be displayed with a numerical resolution to permit accurate alignment with the ship gyro system The heading information should be referenced to the consistent common reference point (CCRP) Display Mode of the Radar Picture A True Motion display mode should be provided. The automatic reset of own ship may be initiated by its position on the display, or time related, or both. Where the reset is selected to occur at least on every scan or equivalent, this should be equivalent to True Motion with a fixed origin (in practice equivalent to the previous relative motion mode) North Up and Course Up orientation modes should be provided. Head Up may be provided when the display mode is equivalent to True Motion with a fixed origin (in practice equivalent to the previous relative motion Head Up mode) An indication of the motion and orientation mode should be provided Off-Centring Manual off-centring should be provided to locate the selected antenna position at any point within at least 50% of the radius from the centre of the operational display area On selection of off-centred display, the selected antenna position should be capable of being located to any point on the display up to at least 50%, and not more than 75%, of the radius from the centre of the operational display area. A facility for automatically positioning own ship for the maximum view ahead may be provided In True Motion, the selected antenna position should automatically reset up to a 50% radius to a location giving the maximum view along own ship's course. Provision for an early reset of selected antenna position should be provided Ground and Sea Stabilisation Modes Ground and Sea stabilisation modes should be provided.

222 Annex, page The stabilisation mode and stabilisation source should be clearly indicated The source of own ships' speed should be indicated and provided by a sensor approved in accordance with the requirements of the Organisation for the relevant stabilisation mode Target Trails and Past Positions Variable length (time) target trails should be provided, with an indication of trail time and mode. It should be possible to select true or relative trails from a reset condition for all true motion display modes The trails should be distinguishable from targets Either scaled trails or past positions or both, should be maintained and should be available for presentation within 2 scans or equivalent, following: the reduction or increase of one range scale; the offset and reset of the radar picture position; and a change between true and relative trails Presentation of Target Information Targets should be presented in accordance with the performance standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays adopted by the Organisation and with their relevant symbols according to SN/Circ The target information may be provided by the radar target tracking function and by the reported target information from the Automatic Identification System (AIS) The operation of the radar tracking function and the processing of reported AIS information is defined in these standards The number of targets presented, related to display size, is defined in Table 1. An indication should be given when the target capacity of radar tracking or AIS reported target processing/display capability is about to be exceeded As far as practical, the user interface and data format for operating, displaying and indicating AIS and radar tracking information should be consistent Target Tracking (TT) and Acquisition General Radar targets are provided by the radar sensor (transceiver). The signals may be filtered (reduced) with the aid of the associated clutter controls. Radar targets may be manually or automatically acquired and tracked using an automatic Target Tracking (TT) facility The automatic target tracking calculations should be based on the measurement of radar target relative position and own ship motion Any other sources of information, when available, may be used to support the optimum tracking performance TT facilities should be available on at least the 3, 6, and 12 nm range scales. Tracking range should extend to a minimum of 12 nm.

223 Annex, page The radar system should be capable of tracking targets having the maximum relative speed relevant to its classification for normal or high own ship speeds (see 5.3) Tracked Target Capacity In addition to the requirements for processing of targets reported by AIS, it should be possible to track and provide full presentation functionality for a minimum number of tracked radar targets according to Table There should be an indication when the target tracking capacity is about to be exceeded. Target overflow should not degrade the radar system performance Acquisition Manual acquisition of radar targets should be provided with provision for acquiring at least the number of targets specified in Table Automatic acquisition should be provided where specified in Table 1. In this case, there should be means for the user to define the boundaries of the auto-acquisition area Tracking When a target is acquired, the system should present the trend of the target's motion within one minute and the prediction of the targets' motion within 3 minutes TT should be capable of tracking and updating the information of all acquired targets automatically The system should continue to track radar targets that are clearly distinguishable on the display for 5 out of 10 consecutive scans or equivalent The TT design should be such that target vector and data smoothing is effective, while target maneuvers should be detected as early as possible The possibility of tracking errors, including target swap, should be minimised by design Separate facilities for cancelling the tracking of any one and of all target(s) should be provided Automatic tracking accuracy should be achieved when the tracked target has achieved a steady state, assuming the sensor errors allowed by the relevant performance standards of the Organisation For ships capable of up to 30 kn true speed, the tracking facility should present, within 1 min steady state tracking, the relative motion trend and after 3 minutes, the predicted motion of a target, within the following accuracy values (95% probability): TABLE 3 Tracked Target Accuracy (95% probability figures) Time of steady state (minutes) Relative Course (degrees) 1 min: Trend 11 Relative Speed (kn) 1.5 or 10% (whichever is greater) CPA (nm) TCPA (minutes) True Course (degrees) True Speed (kn)

224 Annex, page 222 Time of steady state (minutes) Relative Course (degrees) 3 min: Motion 3 Relative Speed (kn) 0.8 or 1%(whichever is greater) CPA (nm) TCPA (minutes) True Course (degrees) True Speed (kn) 0.5 or 1%(whichever is greater) Accuracy may be significantly reduced during or shortly after acquisition, own ship manoeuvre, a manoeuvre of the target, or any tracking disturbance and is also dependent on own ship's motion and sensor accuracy. Measured target range and bearing should be within 50 m (or +/-1% of target range) and 2. The testing standard should have detailed target simulation tests as a means to confirm the accuracy of targets with relative speeds of up to 100 kn. Individual accuracy values shown in the table above may be adapted to account for the relative aspects of target motion with respect to that of own ship in the testing scenarios used For ships capable of speeds in excess of 30 kn (typically High-Speed Craft (HSC)) and with speeds of up to 70 kn, there should be additional steady state measurements made to ensure that the motion accuracy, after 3 minutes of steady state tracking, is maintained with target relative speeds of up to 140 kn A ground referencing function, based on a stationary tracked target, should be provided. Targets used for this function should be marked with the relevant symbol defined in SN/Circ Automatic Identification System (AIS) Reported Targets General Reported targets provided by the AIS may be filtered according to user-defined parameters. Targets may be sleeping, or may be activated. Activated targets are treated in a similar way to radar tracked targets AIS Target Capacity In addition to the requirements for radar tracking, it should be possible to display and provide full presentation functionality for a minimum number of sleeping and activated AIS targets according to Table 1. There should be an indication when the capacity of processing/display of AIS targets is about to be exceeded Filtering of AIS Sleeping Targets To reduce display clutter, a means to filter the presentation of sleeping AIS targets should be provided, together with an indication of the filter status. (e.g. by target range, CPA/TCPA or AIS target class A/B, etc.). It should not be possible to remove individual AIS targets from the display Activation of AIS Targets A means to activate a sleeping AIS target and to deactivate an activated AIS target should be provided. If zones for the automatic activation of AIS targets are provided, they should be the same as for automatic radar target acquisition. In addition, sleeping AIS targets

225 Annex, page 223 may be automatically activated when meeting user defined parameters (e.g. target range, CPA/TCPA or AIS target class A/B) AIS Presentation Status TABLE 4 The AIS presentation status should be indicated as follows: Function Cases to be Presented Presentation AIS processing switched AIS processing switched Alphanumeric or AIS ON/OFF ON/graphical presentation ON/graphical presentation graphical switched OFF switched ON Filtering of sleeping Alphanumeric or Filter status Filter status AIS targets graphical Activation of Activation criteria Graphical Targets Function ON/OFF Function ON/OFF Alphanumeric and CPA/TCPA Alarm Sleeping targets included Sleeping targets included graphical Lost Target Function ON/OFF Alarm Lost target filter criteria Function ON/OFF Target Association criteria Association Default target priority 5.27 AIS Graphical Presentation Function ON/OFF Lost target filter criteria Function ON/OFF Association criteria Default target priority Alphanumeric and graphical Alphanumeric Targets should be presented with their relevant symbols according to the performance standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays adopted by the Organisation and SN/Circ AIS targets that are displayed should be presented as sleeping targets by default The course and speed of a tracked radar target or reported AIS target should be indicated by a predicted motion vector. The vector time should be adjustable and valid for presentation of any target regardless of its source A permanent indication of vector mode, time and stabilisation should be provided The consistent common reference point should be used for the alignment of tracked radar and AIS symbols with other information on the same display On large scale/low range displays, a means to present the true scale outline of an activated AIS target should be provided. It should be possible to display the past track of activated targets AIS and Radar Target Data It should be possible to select any tracked radar or AIS target for the alphanumeric display of its data. A target selected for the display of its alphanumeric information should be identified by the relevant symbol. If more than one target is selected for data display, the relevant symbols and the corresponding data should be clearly identified. There should be a clear indication to show that the target data is derived from radar or from AIS For each selected tracked radar target, the following data should be presented in alphanumeric form: source(s) of data, actual range of target, actual bearing of target, predicted target range at the closest point of approach (CPA), predicted time to CPA (TCPA), true course of target, true speed of target.

226 Annex, page For each selected AIS target the following data should be presented in alphanumeric form: Source of data, ship's identification, navigational status, position where available and its quality, range, bearing, COG, SOG, CPA and TCPA. Target heading and reported rate of turn should also be made available. Additional target information should be provided on request If the received AIS information is incomplete, the absent information should be clearly indicated as "missing" within the target data field The data should be displayed and continually updated, until another target is selected for data display or until the window is closed Means should be provided to present own ship AIS data on request Operational Alarms A clear indication of the cause for all alarm criteria should be given If the calculated CPA and TCPA values of a tracked target or activated AIS target are less than the set limits: A CPA/TCPA alarm should be given. The target should be clearly indicated The preset CPA/TCPA limits applied to targets from radar and AIS should be identical. As a default state, the CPA/TCPA alarm functionality should be applied to all activated AIS targets. On user request the CPA/TCPA alarm functionality may also be applied to sleeping targets If a user defined acquisition/activation zone facility is provided, a target not previously acquired/activated entering the zone, or is detected within the zone, should be clearly identified with the relevant symbol and an alarm should be given. It should be possible for the user to set ranges and outlines for the zone The system should alert the user if a tracked radar target is lost, rather than excluded by a pre-determined range or pre-set parameter. The target's last position should be clearly indicated on the display It should be possible to enable or disable the lost target alarm function for AIS targets. A clear indication should be given if the lost target alarm is disabled. If the following conditions are met for a lost AIS target: Then: The AIS lost target alarm function is enabled. The target is of interest, according to lost target filter criteria. A message is not received for a set time, depending on the nominal reporting rate of the AIS target. The last known position should be clearly indicated as a lost target and an alarm be given. The indication of the lost target should disappear if the signal is received again, or after the alarm has been acknowledged.

227 Annex, page 225 A means of recovering limited historical data from previous reports should be provided AIS and Radar Target Association An automatic target association function based on harmonised criteria avoids the presentation of two target symbols for the same physical target If the target data from AIS and radar tracking are both available and if the association criteria (e.g. position, motion) are fulfilled such that the AIS and radar information are considered as one physical target, then as a default condition, the activated AIS target symbol and the alphanumeric AIS target data should be automatically selected and displayed The user should have the option to change the default condition to the display of tracked radar targets and should be permitted to select either radar tracking or AIS alphanumeric data For an associated target, if the AIS and radar information become sufficiently different, the AIS and radar information should be considered as two distinct targets and one activated AIS target and one tracked radar target should be displayed. No alarm should be raised Trial Manoeuvre The system should, where required by table 1, be capable of simulating the predicted effects of own ships manoeuvre in a potential threat situation and should include own ship's dynamic characteristics. A trial manoeuvre simulation should be clearly identified. The requirements are: The simulation of own ship course and speed should be variable. A simulated time to manoeuvre with a countdown should be provided. During simulation, target tracking should continue and the actual target data should be indicated. Trial manoeuvre should be applied to all tracked targets and at least all activated AIS targets The Display of Maps, Navigation Lines and Routes It should be possible for the user to manually create and change, save, load and display simple maps/navigation lines/routes referenced to own ship or a geographical position. It should be possible to remove the display of this data by a simple operator action The maps/navigation lines/routes may consist of lines, symbols and reference points The appearance of lines, colours and symbols are as defined in SN/Circ The maps/navigation lines/route graphics should not significantly degrade the radar information The maps/navigation lines/routes should be retained when the equipment is switched OFF.

228 Annex, page The maps/navigation lines/route data should be transferable whenever a relevant equipment module is replaced The Display of Charts The radar system may provide the means to display ENC and other vector chart information within the operational display area to provide continuous and real-time position monitoring. It should be possible to remove the display of chart data by a single operator action The ENC information should be the primary source of information and should comply with IHO relevant standards. Status of other information should be identified with a permanent indication. Source and update information should be made available As a minimum, the elements of the ECDIS Standard Display should be made available for individual selection by category or layer, but not as individual objects The chart information should use the same reference and co-ordinate criteria as the radar/ais, including datum, scale, orientation, CCRP and stabilisation mode The display of radar information should have priority. Chart information should be displayed such that radar information is not substantially masked, obscured or degraded. Chart information should be clearly perceptible as such A malfunction of the source of chart data should not affect the operation of the radar/ais system Symbols and colours should comply with the performance standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays adopted by the Organisation (SN/Circ.243) Alarms and Indications Alarms and indications should comply with the performance standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays adopted by the Organisation A means should be provided to alert the user of "picture freeze" Failure of any signal or sensor in use, including; gyro, log, azimuth, video, sync and heading marker, should be alarmed. System functionality should be limited to a fall back mode or in some cases, the display presentation should be inhibited (see fallback modes, section 9) Integrating Multiple Radars The system should safeguard against single point system failure. Fail- safe condition should be applied in the event of an integration failure The source and any processing or combination of radar signals should be indicated The system status for each display position should be available.

229 Annex, page ERGONOMIC CRITERIA 6.1 Operational Controls The design should ensure that the radar system is simple to operate. Operational controls should have a harmonised user interface and be easy to identify and simple to use The radar system should be capable of being switched ON or OFF at the main system radar display or at a control position The control functions may be dedicated hardware, screen accessed or a combination of these; however the primary control functions should be dedicated hardware controls or soft keys, with an associated status indication in a consistent and intuitive position The following are defined as primary radar control functions and should be easily and immediately accessible: Radar Standby/RUN, Range scale selection, Gain, tuning function (if applicable), Anti-clutter rain, Anti-clutter sea, AIS reporting function on/off, Alarm acknowledge, Cursor, a means to set EBL/VRM, display brightness and acquisition of radar targets The primary functions may also be operated from a remote operating position in addition to the main controls. 6.2 Display Presentation The display presentation should comply with the performance standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays adopted by the Organisation The colours, symbols and graphics presented should comply with SN/Circ The display sizes should conform to those defined in Table Instructions and Documentation Documentation Language The operating instructions and manufacturer's documentation should be written in a clear and comprehensible manner and should be available at least in the English language Operating Instructions The operating instructions should contain a qualified explanation and/or description of information required by the user to operate the radar system correctly, including: appropriate settings for different weather conditions; monitoring the radar system's performance; operating in a failure or fall-back situation; limitations of the display and tracking process and accuracy, including any delays; using heading and SOG/COG information for collision avoidance; limitations and conditions of target association; criteria of selection for automatic activation and cancellation of targets;

230 Annex, page 228 methods applied to display AIS targets and any limitations; principles underlying the trial manoeuvre technology, including simulation of own ship's manoeuvring characteristics, if provided; alarms and indications; installation requirements as listed under section 7.5; radar range and bearing accuracies; and any special operation (e.g. tuning) for the detection of SARTs ; and the role of the CCRP for radar measurements and its specific value Manufacturer's Documentation The manufacturer's documentation should contain a description of the radar system and factors that may affect detection performance, including any latency in signal processing Documentation should describe the basis of AIS filter criteria and AIS/radar target association criteria The equipment documentation should include full details of installation information, including additional recommendations on unit location and factors that may degrade performance or reliability. 7 DESIGN AND INSTALLATION 7.1 Design for Servicing As far as is practical, the radar system should be of a design to facilitate simple fault diagnosis and maximum availability The radar system should include a means to record the total operational hours for any components with a limited life The documentation should describe any routine servicing requirements and should include details of any restricted life components. 7.2 Display The display device physical requirements should meet those specified in the performance standards for the Presentation of Navigation-related Information on Shipborne Navigational Displays adopted by the Organisation (SN/Circ.243) and those specified in Table Transmitter Mute The equipment should provide a mute facility to inhibit the transmission of radar energy over a preset sector. The mute sector should be set up on installation. An indication of sector mute status should be available. 7.4 Antenna The antenna should be designed to start operating and to continue to operate in relative wind speeds likely to be encountered on the class of ship on which it is installed The combined radar system should be capable of providing an appropriate information update rate for the class of ship on which it is installed.

231 Annex, page The antenna side lobes should be consistent with satisfying the system performance as defined in this standard There should be a means to prevent antenna rotation and radiation during servicing, or while personnel are in the vicinity of up-mast units. 7.5 Radar System Installation Requirements and guidelines for the radar system installation should be included in the manufacturers' documentation. The following subjects should be covered: The Antenna Blind sectors should be kept to a minimum, and should not be placed in an arc of the horizon from the right ahead direction to 22.5 abaft the beam and especially should avoid the right ahead direction (relative bearing 000 ). The installation of the antenna should be in such a manner that the performance of the radar system is not substantially degraded. The antenna should be mounted clear of any structure that may cause signal reflections, including other antenna and deck structure or cargo. In addition, the height of the antenna should take account of target detection performance relating to range of first detection and target visibility in sea clutter The Display The orientation of the display unit should be such that the user is looking ahead, the lookout view is not obscured and there is minimum ambient light on the display. 7.6 Operation and Training The design should ensure that the radar system is simple to operate by trained users A target simulation facility should be provided for training purposes. 8 INTERFACING 8.1 Input Data The radar system should be capable of receiving the required input information from: a gyro-compass or transmitting heading device (THD); a speed and distance measuring equipment (SDME); an electronic position fixing system (EPFS); an Automatic Identification System (AIS); or other sensors or networks providing equivalent information acceptable to the Organisation. The radar should be interfaced to relevant sensors required by these performance standards in accordance with recognised international standards. 8.2 Input Data Integrity and Latency The radar system should not use data indicated as invalid. If input data is known to be of poor quality this should be clearly indicated As far as is practical, the integrity of data should be checked, prior to its use, by comparison with other connected sensors or by testing to valid and plausible data limits.

232 Annex, page The latency of processing input data should be minimised. 8.3 Output Data Information provided by any radar output interface to other systems should be in accordance with international standards The radar system should provide an output of the display data for the voyage data recorder (VDR) At least one normally closed contact (isolated) should be provided for indicating failure of the radar The radar should have a bi-directional interface to facilitate communication so that alarms from the radar can be transferred to external systems and so that audible alarms from the radar can be muted from external systems, the interface should comply with relevant international standards. 9 BACKUP AND FALLBACK ARRANGEMENTS In the event of partial failures and to maintain minimum basic operation, the fallback arrangements listed below should be provided. There should be a permanent indication of the failed input information. 9.1 Failure of Heading Information (Azimuth Stabilisation) The equipment should operate satisfactorily in an unstabilised head-up mode The equipment should switch automatically to the unstabilised head up mode within 1 minute after the azimuth stabilisation has become ineffective If automatic anti-clutter processing could prevent the detection of targets in the absence of appropriate stabilisation, the processing should switch off automatically within 1 minute after the azimuth stabilisation has become ineffective An indication should be given that only relative bearing measurements can be used. 9.2 Failure of Speed through the Water Information A means of manual speed input should be provided and its use clearly indicated. 9.3 Failure of Course and Speed Over Ground Information The equipment may be operated with course and speed through the water information. 9.4 Failure of Position Input Information The overlay of chart data and geographically referenced maps should be disabled if only a single Reference Target is defined and used, or the position is manually entered. 9.5 Failure of Radar Video Input Information In the absence of radar signals, the equipment should display target information based on AIS data. A frozen radar picture should not be displayed. 9.6 Failure of AIS Input Information In the absence of AIS signals, the equipment should display the radar video and target database.

233 9.7 Failure of an Integrated or Networked System HTW 3/3/2 Annex, page 231 The equipment should be capable of operating equivalent to a stand alone system. Appendix 1 References IMO SOLAS chapters IV, V and X Carriage rules. IMO resolution A. 278(VII) Supplement to the recommendation on PS for navigational radar equipment. IMO resolution A. 424(XI) Performance standards for gyro-compasses. IMO resolution A. 477(XII) Performance standards for radar equipment. IMO resolution A. 694(17) General Requirements for shipborne radio equipment forming part of the global maritime distress and safety system and for electronically navigational aids. IMO resolution A. 817(19) asamended Performance standards for ECDIS. IMO resolution A. 821(19) Performance standards for gyrocompasses for high-speed craft. IMO resolution A. 824(19) Performance standards for devices to indicate speed and distance. IMO resolution MSC. 86(70) Performance standards for INS. IMO resolution MSC. 64(67) Recommendations on new and amended performance standards (Annex 2 revised by MSC. 114 (73)). IMO resolution MSC. 112(73) Revised performance standards for ship borne global positioning (GPS) receiver equipment. IMO resolution MSC. 114(73) Revised performance standards for shipborne DGPS and DGLONASS maritime radio beacon receiver equipment. IMO resolution MSC. 116(73) Performance standards for marine transmitting heading devices (THD). IMO MSC Circ.982 Guidelines on ergonomic criteria for bridge equipment and layout. IHO S-52 appendix 2 Color and symbol specification for ECDIS. IEC62388 Radar Test Standard (replacing and series of test standards). IEC60945 Maritime navigation and radio communication equipment and systems General requirements Methods of testing and required test results. IEC61162 Maritime navigation and radio communication equipment and systems Digital interfaces. IEC61174 Maritime navigation and radio communication equipment and systems Electronic chart display

234 Annex, page 232 IEC62288 ISO 9000 (all parts) and information system (ECDIS) Operational and performance requirements, methods of testing and required test results. Presentation and display of navigation information. Quality management/assurance standards. Appendix 2 Definitions Activated AIS target Acquisition of a radar target tracking. Activation of an AIS target Acquired radar target AIS AIS target Associated target Acquisition/activation zone CCRP A target representing the automatic or manual activation of a sleeping target for the display of additional graphically presented information. The target is displayed by an "activated target" symbol including: -a vector (COG/SOG); -the heading; and -ROT or direction of turn indication (if available) to indicate initiated course changes. Process of acquiring a target and initiating its Activation of a sleeping AIS target for the display of additional graphical and alphanumerical information. Automatic or manual acquisition initiates radar tracking. Vectors and past positions are displayed when data has achieved a steady state condition. Automatic Identification System. A target generated from an AIS message. See activated target, lost target, selected target and sleeping target. If an acquired radar target and an AIS reported target have similar parameters (e.g. position, course, speed) complying with an association algorithm, they are considered to be the same target and become an associated target. A zone set up by the operator in which the system should automatically acquire radar targets and activate reported AIS targets when entering the zone. Consistent Common Reference Point: A location on own ship, to which all horizontal measurements such as target range, bearing, relative course, relative speed, closest point of approach (CPA) or time to closest point of approach (TCPA) are referenced, typically the conning position of the bridge.

235 CPA/TCPA Course Over Ground (COG) HTW 3/3/2 Annex, page 233 Closest Point of Approach/Time to the Closest Point of Approach: Distance to the closest point of approach (CPA) and time to the closest point of approach (TCPA). Limits are set by the operator related to own ship. Direction of the ship's movement relative to the earth, measured on board the ship, expressed in angular units from true north. Course Through Water (CTW) Direction of the ship's movement through the water, Dangerous target Display modes Display orientation ECDIS ECDIS Display Base ECDIS Standard Display defined by the angle between the meridian through its position and the direction of the ship's movement through the water, expressed in angular units from true north. A target whose predicted CPA and TCPA are violating the values as preset by the operator. The respective target is marked by a "dangerous target" symbol. Relative motion: means a display on which the position of own ship remains fixed, and all targets move relative to own ship. True motion: a display across which own ship moves with its own true motion. North up display: an azimuth stabilised presentation which uses the gyro input (or equivalent) and north is uppermost on the presentation. Course up display: an azimuth stabilised presentation which uses the gyro input or equivalent and the ship's course is uppermost on the presentation at the time of selection. Head up display: an unstabilised presentation in which own ship's heading is uppermost on the presentation. Electronic Chart Display and Information System. The level of information which cannot be removed from the ECDIS display, consisting of information which is required at all times in all geographic areas and all circumstances. It is not intended to be sufficient for safe navigation. The level of information that should be shown when a chart is first displayed on ECDIS. The level of the information it provides for route planning or route monitoring may be modified by the mariner according to the mariner's needs. ENC Electronic Navigational Chart. The database standardised as to content, structure and format

236 Annex, page 234 EPFS ERBL Evaporation duct Heading HSC Latency Lost AIS target Lost tracked target Maps/Nav lines Operational display area Past positions Radar according to relevant IHO standards and issued by, or on the authority of, a government. Electronic Position Fixing System. Electronic bearing line carrying a marker, which is combined with the range marker, used to measure range and bearing from own ship or between two objects. A low lying duct (a change in air density) that traps the radar energy so that it propagates close to the sea surface. Ducting may enhance or reduce radar target detection ranges. Direction in which the bow of a ship is pointing expressed as an angular displacement from north. High-speed craft (HSC) are vessels which comply with the definition in SOLAS for high speed craft. The delay between actual and presented data. A target representing the last valid position of an AIS target before the reception of its data was lost. The target is displayed by a "lost AIS target" symbol. Target information is no longer available due to poor, lost or obscured signals. The target is displayed by a "lost tracked radar target" symbol. Operator defined or created lines to indicate channels, Traffic Separation Schemes or borders of any area important for navigation. Area of the display used to graphically present chart and radar information, excluding the user dialogue area. On the chart display this is the area of the chart presentation. On the radar display this is the area encompassing the radar image. Equally time-spaced past position marks of a tracked or reported target and own ship. The past positions' track may be either relative or true. (Radio direction and ranging) A radio system that allows the determination of distance and direction of reflecting objects and of transmitting devices. Radar beacon A navigation aid which responds to the radar Radar detection false alarm transmission by generating a radar signal to identify its position and identity. The probability of a radar false alarm represents the probability that noise will cross the detection threshold and be called a target when only noise is present.

237 Annex, page 235 Radar target Radar target enhancer Reference target Relative bearing Relative course Relative motion Relative speed Rate of turn SART SDME Selected target Sleeping AIS target Stabilisation modes Standard display Standard radar reflector Steady state tracking Any object fixed or moving whose position and motion is determined by successive radar measurements of range and bearing. An electronic radar reflector, the output of which is an amplified version of the received radar pulse without any form of processing except limiting. Symbol indicating that the associated tracked stationary target (e.g. a navigational mark) is used as a speed reference for the ground stabilisation. Direction of a target's position from own ship's reference location expressed as an angular displacement from own ship's heading. Direction of motion of a target relative to own ship's direction. (Bearing.) Combination of relative course and relative speed. Speed of a target relative to own ship's speed data. Change of heading per time unit Search And Rescue Transponder. Speed and Distance Measurement Equipment. A manually selected target for the display of detailed alphanumeric information in a separate data display area. The target is displayed by a "selected target" symbol. A target indicating the presence and orientation of a vessel equipped with AIS in a certain location. The target is displayed by a "sleeping target" symbol. No additional information is presented until activated. Ground stabilisation: Display mode in which speed and course information are referred to the ground, using ground track input data, or EPFS as reference. Sea stabilisation: Display mode in which speed and course information are referred to the sea, using gyro or equivalent and water speed log input as reference. The level of information that should be shown when a chart is first displayed on ECDIS. The level of the information it provides for route planning or route monitoring may be modified by the mariner according to the mariner's needs. Reference reflector mounted 3.5 m above sea level with 10 m 2 effective reflecting area at X-band. Tracking a target, proceeding at steady motion -after completion of the acquisition process, or -without a manoeuvre of target or own ship, or -without target swap or any disturbance

238 Annex, page 236 Speed Over Ground (SOG) Speed Through Water SOLAS Suppressed area Target swap Target's predicted motion Speed of the ship relative to the earth, measured on board of the ship. Speed of the ship relative to the water surface. International Convention for the Safety of Life at Sea. An area set up by the operator within which targets are not acquired. Situation in which the incoming radar data for a tracked target becomes incorrectly associated with another tracked target or a non-tracked radar echo. Prediction of a target's future course and speed based on line extrapolation from its present motion as determined by past measurements of its range and bearing on the radar. Target Tracking Computer process of observing the sequential Trails Trial manoeruvre True bearing True course True motion True speed Vector modes changes in the position of a radar target in order to establish its motion. Such a target is a Tracked Target. Tracks displayed by the radar echoes of targets in the form of an afterglow. Trails may be true or relative. Graphical simulation facility used to assist the operator to perform a proposed manoeuvre for navigation and collision avoidance purposes, by displaying the predicted future status of at least all acquired or activated targets as a result of own ship's simulated manoeuvres. Direction of a target from own ship's reference location or from another target's position expressed as an angular displacement from true north. Direction of motion relative to ground or to sea, of a target expressed as an angular displacement from north. Combination of true course and true speed. Speed of a target relative to ground, or to sea. True vector: Vector representing the predicted true motion of a target, showing course and speed with reference to the ground. Relative vector: Predicted movement of a target relative to own ship's motion. User Configured Presentation A display presentation configured by the user for a User Dialogue Area specific task at hand. The presentation may include radar and/or chart information, in combination with other navigation or ship related data. Is an area of the display consisting of data fields and/or menus that is allocated to the interactive presentation and entry or selection of operational parameters, data and commands mainly in alphanumeric form.

239 Annex, page IMO Resolution MSC. 64(67) (Adopted on 4 December 1996) Adoption of New and Amended Performance Standards THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organisation concerning the functions of the Committee, RECALLING ALSO resolution A. 825(19), by which the Assembly resolved that the functions of adopting performance standards for radio and navigational equipment, as well as amendments thereto, shall be performed by the Maritime Safety Committee on behalf of the Organisation, HAVING CONSIDERED new performance standards and amendments to existing performance standards adopted by the Assembly prepared by the forty-second session of the Sub-Committee on Safety of Navigation, 2. ALSO ADOPTS the amendments to the following performance standards adopted by the Assembly, set out in Annexes 3 to 5 to the present resolution: (a) (b) Resolution A. 447(XII) - Recommendation on Performance Standards for Radar Equipment (Annex 4); (c) 3. RECOMMENDS Member Governments to ensure that: (a) (b) heading control systems and radar equipment installed on or after 1 January 1999 conform respectively to performance standards not inferior to those set out in Annexes 3 and 4 to the present resolution; (c) ANNEX 4 Recommendation on Performance Standards for Radar Equipment 1 INTRODUCTION In addition to the general requirements contained in resolution A.694(17) all radar installations should comply with the following minimum requirements. 2 GENERAL The radar equipment should provide an indication, in relation to the ship of the position of other surface craft and obstructions and of buoys, shorelines and navigational marks in a manner which will assist in navigation and in avoiding collision. 3 RADAR 3.1 Range performance

240 Annex, page 238 The operational requirement under normal propagation conditions, when the radar antenna is mounted at a height of 15 m above sea level, is that the equipment should in the absence of clutter give a clear indication of:.1 Coastlines At 20 nautical miles when the ground rises to 60 m. At 7 nautical miles when the ground rises to 6 m..2 Surface objects At 7 nautical miles a ship of 5,000 gross tonnage, whatever her aspect. At 3 nautical miles a small vessel of 10 m in length. At 2 nautical miles an object such as a navigational buoy having an effective echoing area of approximately 10 m Minimum range The surface objects specified in should be clearly displayed from a minimum horizontal range of 50 m from the antenna position up to a range of 1 nautical mile, without changing the setting of controls other than the range selector. 3.3 Display The equipment should provide, without external magnification, a daylight display with a minimum effective diameter within the bearing scale of not less than: mm on ships of 150 gross tonnage and more but less than 1,000 gross tonnage; mm on ships of 1,000 gross tonnage and more but less than 10,000 gross tonnage; and mm on ships of 10,000 gross tonnage and upwards The equipment should provide the following set of range scales of display: 0.25, 0.5, 0.75, 1.5, 3, 6, 12 and 24 nautical miles Additional larger and smaller range scales may be provided The range scale displayed and the distance between range rings should be clearly indicated at all times Within the effective display radar video area, the display should only contain information which pertains to the use of the radar display for navigation or collision avoidance and which has to be displayed there because of its association with a target (e.g. target identifiers, vectors) or because of some other direct relationship with the radar display The origin of the range scale (radar video) should start at own ship, be linear and should not be delayed Multi-colour displays are permitted but the following requirements should be met:.1 target echoes should be displayed by means of the same basic colours and the echo strength should not be displayed in different colours; and.2 additional information may be shown in different colours The radar picture and information should be readable under all ambient light conditions. If a light shield is necessary to facilitate operation of the display in high ambient light levels, then means should be provided for its ready attachment and removal.

241 Annex, page Selected parts of the System Electronic Navigation Chart (SENC) information may be displayed in such a way that the radar information is not masked, obscured or degraded. If SENC information is made available for a radar display it should at least include coastlines, own ship's safety contour, dangers to navigation and fixed and floating aids to navigation. The mariner should be able to select those parts of the SENC, which can be made available and the mariner requires to be displayed For the superimposition of selected parts of the SENC:.1 Reference Management Reference management is required to ensure that the information displayed is correlated and in the same reference and co-ordinate system;.2 Display Area the whole effective display area should contain the available radar and SENC information;.3 Matching and Adjustment in case of any deviations between the chart image and the radar image through detectable causes, manual adjustment should be possible. Any manual adjustment should be clearly indicated as long as it is activated. Resetting should be possible in a simple manner;.4 Priority in the Display the display of radar information should have priority;.5 Stability The equipment should be capable of appropriately stabilizing the radar image, ARPA vectors and SENC information. The operating mode should be clearly indicated; and.6 Independence of Radar/ARPA and SENC.6.1 the SENC information should not have an adverse effect on the radar picture;.6.2 Radar/ARPA information and SENC information should be clearly recognisable as such; and.6.3 in the case of a malfunction of one component, the function of the other component should not be affected The frequency band in use should be indicated to the operator. 3.4 Range measurement Electronic fixed range rings should be provided for range measurements as follows:.1 on the range scale 0.25, 0.5, 0.75 nautical miles at least two and not more than six range rings should be provided, on each of the other mandatory range scales six range rings should be provided; and.2 where off-centred facilities have been provided, additional range rings should be provided at the same range intervals An electronic variable range marker in the form of a ring should be provided with a numeric readout of range. This readout should not display any other data. For ranges of less than 1 nautical mile, there should be only one zero before the decimal point. Additional variable range markers may be provided.

242 Annex, page The fixed range rings and the variable range markers should enable the range of an object to be measured with an error not exceeding 1% of the maximum range of the scale in use, or 30 m, whichever is the greater The accuracy should be maintained when the display is off-centred The thickness of the fixed range rings should not be greater than the maximum permissible thickness of the heading line On all range scales, it should be possible to set the variable range marker with the required precision within 5 s in all cases. A range that is set by the user should not change automatically when the range scale is changed. 3.5 Heading indication The heading of the ship should be indicated by a continuous line on the display with a maximum error of not greater than ±1. The thickness of the displayed heading line should not be greater than 0.5 measured at maximum range at the edge of the radar display. The heading line should extend from the trace origin to the edge of the display Provision should be made to switch off the heading indicator by a device which cannot be left in the "heading line off" position A heading marker should be displayed on the bearing scale. 3.6 Bearing measurement An Electronic Bearing Line, (EBL), should be provided with a numeric readout of bearing to obtain within 5 s the bearing of any object whose echo appears on the display The EBL should enable the bearing of a target whose echo appears at the edge of the display to be measured with a maximum error of not greater than The EBL should be displayed on the screen in such a way that it is clearly distinguishable from the heading indicator. It should not be thicker than the heading indicator It should be possible to vary the brilliance of the EBL. This variation may be separate or combined with the intensity of other markers. It should be possible to remove the EBL completely from the screen The rotation of the EBL should be possible in both directions continuously or in steps of not more than The numeric readout of the bearing of the EBL should be displayed with at least 4 digits, including one after the decimal point. The EBL readout should not be used to display any other data. There should be a positive identification of whether the bearing indicated is a relative bearing or a true bearing A bearing scale around the edge of the display should be provided. Linear or non-linear bearing scales may be provided The bearing scale should have division marks for at least each 5, with the 5 and 10 divisions clearly distinguishable from each other. Numbers should clearly identify at least each 30 division It should be possible to measure the bearing relative to the heading line and relative north A minimum of two independent lines of parallel index lines should be provided.

243 Annex, page It should be possible to move the position of the EBL origin away from own ship to any desired point on the effective display area. By a fast simple operation it should be possible to move the EBL origin back to own ship's position on the screen. On the EBL, it should be possible to display a variable range marker. 3.7 Discrimination Range The equipment should be capable of displaying as separate indications on a range scale of 1.5 nautical miles, two small similar targets at a range of between 50% and 100% of the range scale, and on the same bearing, separated by not more than 40 m in range Bearing The equipment should be capable of displaying as separate indications two small similar targets both situated at the same range between 50% and 100% of the 1.5 nautical mile range scale, and separated by not more than 2.5 in bearing. 3.8 Roll or pitch The performance of the equipment should be such that when the ship is rolling or pitching up to +10 the range performance requirements of 3.1 and 3.2 continue to be met. 3.9 Antenna Scan The scan should be clockwise, continuous and automatic through 360 of azimuth. The antenna rotation rate should be not less than 20 revolutions per minute. The equipment should start and operate satisfactorily in relative wind speeds of up to 100 knots. Alternative methods of scanning are permitted provided that the performance is not inferior Azimuth stabilisation Means should be provided to enable the display to be stabilised in azimuth by a gyro-compass, or its equivalent in performance. The accuracy of alignment with the compass transmission should be within 0.5 with a compass rotation rate of 2 revolutions per minute The equipment should operate satisfactorily in the head-up unstabilised mode when the azimuth stabilisation is inoperative Change over from one display mode to the other should be possible within 5 s and achieve the required bearing accuracy Performance monitoring Means should be available, while the equipment is used operationally, to determine readily a significant drop in system performance relative to a calibration standard established at the time of installation. Means should be provided to check that the equipment is correctly tuned in the absence of targets Anti-clutter devices Suitable means should be provided for the suppression of unwanted echoes from sea clutter, rain and other forms of precipitation, clouds, sandstorms and from other radars. It should be possible to adjust manually and continuously the anti-clutter controls. In addition, automatic anti-clutter controls may be provided; however, they should be capable of being switched off.

244 Annex, page The operational requirement, when the radar antenna is mounted at a height of 15 m above sea level, is that the equipment should, even in the presence of sea clutter, give a clear indication of a standard reflector up to 3.5 nautical miles Operation Availability After switching on from cold the equipment should become fully operational within 4 min. A stand-by condition should be provided from which the equipment can be brought to an operational condition within 15 s Controls Operational controls should be accessible and easy to identify and use. Controls should be identified and easy to operate.1 The equipment should be capable of being switched on and off and operated from the master display position. It should be possible to vary the brilliance of the fixed range rings and the variable range markers and electronic bearing lines and to remove them independently and completely from the display. For radars with additional synthetic information (e.g. target identifiers, vectors, navigational information), means should be provided capable of removing this additional information from the screen Operation with radar beacons and SARTS Radar should be able to detect and display signals from radar beacons and 9 GHz radars should also be able to detect and display signals from Search and Rescue Transponders (SARTs) All radars operating in the 9 GHz band should be capable of operating in a horizontally polarised mode. If other polarisation modes are available there should be a positive indication of their use on the display It should be possible to switch off those signal processing facilities which might prevent a radar beacon or SART from being shown on the radar display Display modes The equipment should be capable of operating in relative and true motion The radar origin should be capable of being off-set to at least 50% and not more than 75% of the radius of the display The radar should be capable of sea and ground stabilisation. With sea or ground stabilisation the accuracy and discrimination of the display should be at least equivalent to that required by this Performance Standard Speed and Distance Measuring Equipment (SDME) providing the ship's speed through the water to the radar should be capable of providing the speed in the fore and aft direction The ground stabilised input should be two-dimensional. It may be provided from the SDME, from an electronic position-fixing system or from radar tracked stationary targets. The speed accuracy should be in accordance with the requirements of resolution A. 824(19) The type of input and stabilisation in use should be displayed.

245 Annex, page It should also be possible to input the ship's speed manually from 0 (zero) knots to 30 knots in steps of not more than 0.2 knots Provision should be made for manual input of set and drift Interference from external magnetic fields After installation and adjustment on board, the bearing accuracy as prescribed in this Performance Standard should be maintained without further adjustment irrespective of the movement of the ship in the earth's magnetic field Radar installation The radar installation, including the antenna, should be in such a manner that the performance of the radar system is not substantially impaired. Guidance on installation should be given in manufacturer documentation Failure Warnings and Status indications If there is any detectable reason why the information presented to the operator is invalid, adequate and clear warning should be given to the operator. 4 MULTIPLE RADAR INSTALLATIONS 4.1 Where two radars are required to be carried they should be so installed that each radar can be operated individually and both can be operated simultaneously without being dependant upon one another. When an emergency source of electrical power is provided in accordance with the appropriate requirements of chapter II-1 of the 1974 SOLAS Convention, both radars should be capable of being operated from this source. 4.2 Where two radars are fitted, interswitching facilities may be provided to improve the flexibility and availability of the overall radar installation. They should be so installed that failure of either radar would not cause the other radar to be adversely affected. 5 INTERFACE 5.1 The radar system should be capable of receiving information from equipment such as gyro-compass, speed and distance measurement equipment (SDME) and electronic position-fixing systems (EPFS) in accordance with international standards.1 The source of received information should be capable of being displayed. 5.2 The radar should provide an indication when any input from an external sensor is absent. The radar should also repeat any alarms or status messages concerning the quality of the input data from its external sensors. 5.3 If any radar outputs are provided they should be in accordance with international standards.2 6 NAVIGATIONAL INFORMATION The radar display should be capable of presenting in graphical form, positions, navigational lines and maps, in addition to the radar information. It should be possible to adjust these points, lines and maps relative to a geographical reference. The source of the graphical information and the method of geographical referencing should be clearly indicated. 7 PLOTTING Plotting facilities should be provided with the radar as follows:

246 Annex, page Ships which are fitted with an electronic plotting aid should be fitted with an "electronic plotting aid" for manual direct plotting as defined in Appendix Ships which are fitted with an Auto Tracking Aid should be fitted with an "Auto Tracking Aid" as defined in Appendix Ships which are fitted with an Automatic Radar Plotting Aid should be fitted with ARPA with a minimum effective diameter of 250 mm as defined in resolution A.823(19). The second radar should be fitted with at least an "Auto Tracking Aid". 7.4 Ships of 10,000 gross tonnage and more should be fitted with ARPAs with a minimum effective diameter of 340 mm as defined in resolution A.823(19). 7.5 It should be possible to display the trails of radar echoes of targets in the form of synthetic afterglow. The trails may be either relative or true. The true trails may be sea or ground stabilised. The trails should be distinguishable from the targets. 8 ERGONOMICS 8.1 The following functions should be directly accessible and immediately effected: - On-/off-switch - Monitor brilliance - Tuning (if manual) - Range selection - Anticlutter rain - Electronic bearing line - Dimmer for panel illumination - Gain - Presentation made - Anticlutter sea - Variable range marker - Marker (cursor) 8.2 The following functions should be continuously variable or in small, quasi-analogue steps: - Monitor brilliance - Tuning (if manual) - Anticlutter rain - Electronic bearing line - Gain - Anticlutter sea - Variable range marker - Marker (cursor) 8.3 The settings of the following functions should be readable in all light conditions: - Dimmer for panel illumination - Gain - Anticlutter sea - Monitor brilliance - Tuning (if manual) - Anticlutter rain

247 Annex, page For the following functions additional automatic adjustment may be provided. The use of the automatic mode be indicated to the operator and be capable of being switched off: - Monitor brilliance - Gain - Anticlutter rain - Anticlutter sea 8.5 If discrete controls are available for the EBL and VRM they should be situated on the left and right hand side respectively.

248 Annex, page INTRODUCTION sea: APPENDIX 1 PERFORMANCE STANDARDS FOR "AUTO TRACKING" "Auto Tracking" should, in order to improve the standard of collision avoidance at.1 reduce the workload of observers by enabling them to obtain information about automatically plotted targets so that they can perform as well with several separate targets as they can by manually plotting a single target; and.2 provide continuous, accurate and rapid situation evaluation. 2 DEFINITIONS this appendix. Definitions of terms used in these performance standards are given in annex 1 to 3 PERFORMANCE STANDARDS 3.1 Detection Where a separate facility is provided for detection of targets, other than by the radar observer, it should have a performance not inferior to that which could be obtained by the use of the radar display. 3.2 Acquisition There should be a facility to provide for manual acquisition and cancellation for relative speeds up to 100 knots Manual acquisition should have a performance not inferior to that which could be obtained by the user of the radar display. 3.3 Tracking The "auto tracking" should be able to automatically track, process, simultaneously display and continuously update the information on at least 10 targets The "auto tracking" should continue to track an acquired target which is clearly distinguishable on the display for 5 out of 10 consecutive scans, provided the target is not subject to target swop The possibility of tracking errors, including target swop, should be minimised by "auto tracking" design. A qualitative description of the effects of error sources on the automatic tracking and corresponding errors should be provided to the user, including the effects of low signal-to-noise and low signal-to-clutter ratios caused by sea returns, rain, snow, low clouds and non-synchronous emissions. 3.4 Display The display may be a separate or integral part of the ship's radar. However the "auto tracking" display should include all the data required to be provided by a radar display in accordance with the performance standards for navigational radar equipment The design should be such that any malfunction of "auto tracking" parts producing data additional to information to be produced by the radar as required by the performance standards for navigational equipment should not affect the integrity of the basic radar presentation The "auto tracking" facilities should be available on at least the 3, 6 and 12 nautical mile range scales, and there could be a positive indication of the range scale in use "Auto tracking" facilities may also be provided on other range scales.

249 Annex, page The "auto tracking" should be capable of operating with a relative motion display with "north-up" and "course-up" azimuth stabilisation. In addition, the "auto tracking" may also provide for a true motion display. If true motion is provided, the operator should be able to select for his display either true or relative motion. There should be a positive indication of the display mode and orientation in use The course and speed information generated by the "auto tracking" for acquired targets should be displayed in a vector or graphic form which clearly indicates the target's predicted motion with relevant symbols. In this regard:.1 "auto tracking" presenting predicted information in vector form only should have the option of both true and relative vectors. There should be an indication of the vector mode selected, and if "true" is selected there should be a display of whether it is stabilised with reference to sea or ground;.2 an "auto tracking" which is capable of presenting target course and speed information in graphic form should also, on request, provide the target's true and/or relative vector;.3 vectors displayed should be time adjustable;.4 a positive indication of the time-scale of vector in use should be given; and.5 if stationary targets are being used for ground referencing then this should be indicated with the relevant symbol. In this mode, relative vectors including those of the targets used for ground referencing should be displayed when requested The "auto tracking" information should not obscure the visibility of radar targets. The display of "auto tracking" data should be under the control of the radar observer. It should be possible to cancel the display of unwanted "auto tracking" data within 3 s Means should be provided to adjust independently the brilliance of the "auto tracking" data and radar data, including complete extinction of the "auto tracking" data The method of presentation should ensure that the "auto tracking" data are clearly visible in general to more than one observer in the conditions of light normally experienced on the brige of a ship by day and by night. Screening may be provided to shade the display from sunlight but not to the extent that it will impair the observer's ability to maintain a proper look-out. Facilities to adjust the brightness should be provided Provisions should be made to obtain quickly the range and bearing of any object which appears on the "auto tracking" display The "auto tracking" should present in a period of not more than 1 min an indication of the target's motion trend and display within 3 min the target's predicted motion in accordance with paragraphs 3.4.6, 3.6, and of this Appendix After changing range scales on which the "auto tracking" facilities are available or resetting the display, full plotting information should be displayed within a period of time not exceeding one scan. 3.5 Operational warnings The "auto tracking" should have the capability to warn the observer with a visual and audible signal of any distinguishable target which closes to a range or transits a zone chosen by the observer. The target causing the warning should be clearly indicated with the relevant symbols on the display.

250 Annex, page The "auto tracking" should have the capability to warn the observer with a visual and audible signal of any tracked target which is predicted to close within a minimum range and time chosen by the observer. The target causing the warning should be clearly indicated with the relevant symbols on the display The "auto tracking" should clearly indicate if a tracked target is lost, other than out of range, and the target's last tracked position should be clearly indicated on the display It should be possible for the observer to activate or de-activate the audible warning capability. 3.6 Data requirements The observer should be able to select any tracked target to obtain data. Targets selected should be marked with the relevant symbol on the radar display. If data is required for more than one target at the same time each symbol shall be separately identified, for example with a number adjacent to the symbol The following data for each selected target should be clearly and unambiguously identified and displayed immediately and simultaneously in alpha-numeric form outside the radar area:.1 present range of the target;.2 present bearing of the target;.3 predicted target range at the closest point of approach (CPA);.4 predicted time to CPA (TCPA);.5 calculated true course of the target; and.6 calculated true speed of the target The display of 3.6.2, items 5 and 6 should include an identification of whether the data uses sea or ground reference When data for several targets is displayed, not less than two items should be displayed simultaneously for each target selected. If the items of data are displayed in pairs for each target the groupings should be: items 1 with 2, 3 with 4; and, 5 with Accuracy The "auto tracking" should provide accuracies not less than those given in paragraphs and for the four scenarios defined in annex 2 to this appendix. With the sensor errors specified in annex 3 to this appendix, the values given relate to the best possible manual plotting performance under environmental conditions of ±10 of roll The "auto tracking" should present within 1 min of steady state tracking the relative motion trend of a target with the following accuracy values (95% probability values). Data Scenario Relative course Relative speed CPA (degrees) (knots) (nautical miles) Note 1: In steady state tracking both own and target ship follow straight line course at constant speed. Note 2: Probability values are the same as confidence levels.

251 Annex, page An "auto tracking" should present within three minutes of steady state tracking the motion of a target with the following accuracy values (95% probability values). Data Relative Relative CPA True True Scenario course speed (nautical TCPA course speed (degrees) (knots) miles) (min) (degrees) (knots) When a tracked target, or own ship, has completed a manoeuvre, the system should present in a period of not more than 1 min an indication of the target's motion trend, and display within 3 min the target's predictedmotion, in accordance with 3.4.6, 3.6, and In this context, a "manoeuvre of own ship" should be deemed to consist of an alteration of course of + 45 in 1 min The ARPA should be designed in such a manner that under the most favourable conditions of own ship's motion the error contribution from the ARPA should remain in significant compared to the errors associated with the input sensors, for the scenarios of appendix Connections with other equipment The "auto tracking" should not degrade the performance of any equipment providing sensor inputs. The connection of the "auto tracking" to any other equipment should not degrade the performance of that equipment. This requirement should be met whether the "auto tracking" is operating or not. Additionally, the "auto tracking" should be designed to comply with this requirement under fault conditions as far as is practicable. 3.9 Performance tests and warnings The "auto tracking" should provide suitable warnings of "auto tracking" malfunction to enable the observer to monitor the proper operation of the system. Additionally, test programmes should be available so that the overall performance of "auto tracking" can be assessed periodically against a known solution. When a test programme is being executed, the relevant test symbols should be displayed Sea and ground stabilisation Log and speed indicators providing inputs to "auto tracking" equipment should be capable of providing the ship's speed through the water in the fore and aft direction If a ground stabilised input is also available from the log, from an electronic position-fixing system or from tracked stationary targets then the type of input in use should be displayed Equipment connected to "Auto Tracting" Speed and course measuring equipment should be connected to the "auto tracking" The speed input should provide speed through the water and may, in addition, provide speed over ground The type of measuring equipment in use should be indicated on the display.

252 Annex, page 250 ANNEX 1 to APPENDIX "Auto Tracking" DEFINITIONS OF TERMS TO BE USED IN CONNECTION WITH "AUTO TRACKING" AND RADAR PERFORMANCE STANDARDS Target any object fixed or moving whose position and motion is determined by measurements of range and bearing on radar. Relative course the direction of motion of a target relative to own ship's position expressed as an angular displacement from north. It is deduced from a number of measurements of target rangeand bearing on own ship's radar. Relative speed the speed of a target relative to own ship's position. It is deduced from a number of measurements of target range and bearing on own ship's radar. Relative motion the combination of relative course and relative speed. True course the true direction of motion of a target expressed as an angular displacement fromnorth. It is obtained by a vector combination of target relative motion and own ship's true motion. True speed the speed of a target obtained by a vector combination of target relative motionand own ship's true motion. True motion the combination of true course and true speed. True bearing the direction of a target from own ship or from another target expressed as an angular displacement from north. Relative bearing the direction of a target from own ship expressed as an angular displacement from own ship's heading. True motion display a display across which own ship and each target moves with its own truemotion. Relative motion display a display on which the position of own ship remains fixed and all targets move relative to own ship. Azimuth stabilised display a display in which the azimuth orientation relative to a nominated true bearing is fixed. North-up display an azimuth stabilised display in which a line connecting the centre with the top of the display is north true bearing. Course-up display an azimuth stabilised display in which a line connecting the centre with the top of the display is own ship's intended course. * For the purposes of these definitions there is no need to distinguish between sea and ground stabilisation. Heading the direction in which the bows of a ship are pointing expressed as an angulardisplacement from north. Target's predicted motion a prediction of future target motion based on linear extrapolation from its present motion as determined by past measurements of its range and bearing on the radar. Relative vector the predicted movement of a target relative to own ship.

253 True vector Acquisition Tracking Target swop Echo reference CPA/TCPA Bad echo Lost target Sea stabilisation Ground stabilisation Note: HTW 3/3/2 Annex, page 251 the predicted true motion of a target as a result of own ship's direction and speed input. The true vector may be either displayed with reference to the water or to the ground. the process of selecting a target or targets and initiating their tracking. the computer process of observing the sequential changes in the position of a targetin order to establish its motion. a situation in which the incoming radar data for a tracked target becomes incorrectly associated with another tracked target or a non-tracked radar echo. a facility for indicating that a particular fixed navigational mark which is beingtracked is to be used as a Ground Stabilised reference. closest point of approach (CPA) and time to closest point of approach (TCPA) limits from own ship as defined by the observer, to give warning of when a tracked target or targetswill close to within these limits. the name associated with a tracked target which appears to have been temporarily lost or which has a poorly defined radar aspect, so that it does not have tracking ability. the name associated with a target that is no longer being tracked due to having been lost or obscured. a mode of display whereby own ship and all targets are referenced to the sea, using gyro heading and single axis log water speed inputs. a mode of display whereby own ship and all targets are referenced to the ground, using ground track or set and drift inputs. This display is ideal for Navigational purpose. However it should be used with extreme caution when assessing close-quarters situations with other targets. Where reference is made to target range, bearing, relative course, relative speed, closest point of approach (CPA) or time to closest point of approach (TCPA), these measurements are made with respect to the radar antenna. ANNEX 2 to APPENDIX 1 "Auto Tracking" OPERATIONAL SCENARIOS For each of the following scenarios, predictions are made at the target position defined after previously tracking for the appropriate time of one or three minutes: Scenario 1 Own ship course 000 Own ship speed 10 knots Target range 8 nautical miles Bearing of target 000 Relative course of target 180

254 Annex, page 252 Scenario 2 Scenario 3 Scenario 4 Relative speed of target 20 knots Own ship course 000 Own ship speed Target range 10 knots Bearing of target 000 Relative course of target 090 Relative speed of target 1 nautical mile 10 knots Own ship course 000 Own ship speed Target range 5 knots Bearing of target 045 Relative course of target 225 Relative speed of target 8 nautical miles 20 knots Own ship course 000 Own ship speed Target range 25 knots Bearing of target 045 Relative course of target 225 Relative speed of target 8 nautical miles 20 knots ANNEX 3 to APPENDIX 1 "Auto Tracking" SENSOR ERRORS The accuracy figures quoted in 3.8 of these standards are based upon the following sensor errors, andare appropriate to equipment complying with the performance standards for shipborne navigational equipment. Note: "s" means "standard deviation". Radar Target glint (scintillation) (for 200 m length target) Along length of target s = 30 m (normal distribution) Across beam of target s = 1 m (normal distribution) Roll-pitch bearing: The bearing error will peak in each of the four quadrants around own ship for targets on relative bearings of 045, 135, 225 and 315, and will be zero at relative bearings of 0, 90, 180 and 270. This error has a sinusoidal variation at twice the roll frequency. For a 10 roll the mean error is 0.22 with a 0.22 peak sine wave superimposed. Beam shape - assumed normal distribution giving bearing error with s = 0.05 Pulse shape- assumed normal distribution giving range error with s = 20 m Antenna backlash - assumed rectangular distribution giving bearing error maximum

255 Quantisation Bearing - rectangular distribution maximum. Range - rectangular distribution nautical miles maximum. HTW 3/3/2 Annex, page 253 Bearing encoder assumed to be running from a remote synchro giving bearing errors with a normal distribution s = Gyro-compass Calibration error 0.5. Normal distribution about this with s = Log Calibration error 0.5 knots. Normal distribution about this, 3 s = 0.2 knots.

256 Annex, page IMO Resolution A. 823(19) (Adopted on 23 November 1995) Performance Standards for Automatic Radar Plotting Aids (ARPAs) THE ASSEMBLY, RECALLING Article 15(j) of the Convention on the International Maritime Organisation concerningthe functions of the Assembly in relation to regulations and guidelines concerning maritime safety, RECALLING ALSO the provisions of regulation V/12 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, RECALLING FURTHER resolution A. 422(XI), by which it adopted performance standards forautomatic radar plotting aids, RECOGNIZING that the proper use of automatic radar plotting aids will assist the interpretation of radar data and could reduce the risk of collision and pollution of the marine environment, RECOGNIZING ALSO the need to ensure that advances in technology are reflected in performancestandards, in order to improve the standard of collision avoidance at sea, BEARING IN MIND that automatic radar plotting aids with inadequate performance standards oroperated by insufficiently trained personnel might prejudice safety of navigation, HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at itssixty-fourth session, 1. ADOPTS the Recommendation on Performance Standards for Automatic Radar Plotting Aids (ARPAs) set out in the Annex to the present resolution; 2. RECOMMENDS Governments to ensure that: (a) automatic radar plotting aids installed on or after 1 January 1997 conform to performance standards not inferior to those specified in the Annex to the present resolution; (b) automatic radar plotting aids installed before 1 January 1997 conform, at least, to the performance standards set out in resolution A. 422(XI); and (c) adequate training is established in the proper use of automatic radar plotting aids to enable masters and deck officers to understand the basic principles of the operation of automatic radar plotting aids, including their capabilities, limitations and possible errors; 3. REQUESTS the Maritime Safety Committee to keep these Performance Standards under review and to adopt amendments thereto, as necessary.

257 ANNEX 1 Recommendation on Performance Standards for Automatic Radar Plotting Aids (ARPAs) HTW 3/3/2 Annex, page INTRODUCTION 1.1 Automatic radar plotting aids (ARPAs) should, in order to improve the standard of collision avoidance at sea:.1 reduce the workload of observers by enabling them automatically to obtain information about plotted targets, so that they can perform as well with several separate targets as they can bymanually plotting a single target; and.2 provide continuous, accurate and rapid situation evaluation. 1.2 The radar facilities provided by an ARPA display should comply with the performance standards for radar equipment (resolution A. 477(XII)) appropriate to its mode of use. 1.3 In addition to the general requirements contained in resolution A. 694(17), ARPA should comply with the following minimum performance standards. 2 DEFINITIONS Definitions of terms used in these performance standards are given in appendix 1. 3 PERFORMANCE STANDARDS 3.1 Detection Where a separate facility is provided for detection of targets, other than by the radar observer, it should have a performance not inferior to that which could be obtained by the use of the radar display. 3.2 Acquisition Target acquisition may be manual or automatic for relative speeds up to 100 knots. However, there should always be a facility to provide for manual acquisition and cancellation: ARPA with automatic acquisition should have a facility to suppress acquisition in certain areas. On any range scale where acquisition issuppressed over a certain area, the area of acquisition should be defined and indicated on the display Automatic or manual acquisition should have a performance not inferior to that which could be obtained by the user of the radar display. 3.3 Tracking The ARPA should be able automatically to track, process, simultaneously display and continuously update the information on at least 20 targets, whether automatically or manually acquired If automatic acquisition is provided, description of the criteria of selection of targets for tracking should be provided to the user. If the ARPA does not track all targets visible on the display, targets which are being tracked should be clearly indicated with the relevant symbol on the display. The reliability of tracking should not be less than that obtainable using manual recordings of successive target positions obtained from the radar display The ARPA should continue to track an acquired target which is clearly distinguishable on the display for 5 out of 10 consecutive scans, provided the target is not subject to target swop.

258 Annex, page The possibility of tracking errors, including target swop, should be minimised by ARPA design. Aqualitative description of the effects of error sources on the automatic tracking and corresponding errors should be provided to the user, including the effects of low signal-to-noise and low signal-to-clutter ratios caused bysea returns, rain, snow, low clouds and non-synchronous emissions The ARPA should be able to display on request with relevant symbol at least four equally time-spaced past positions of any targets being tracked over a period appropriate to the range scale in use. The time-scale of the past position plot should be indicated. The operating manual should contain an explanation of what the past position plots represent. 3.4 Display The display may be a separate or integral part of the ship's radar. However, the ARPA display should include all the data required to be provided by a radar display in accordance with the performance standards for navigational radar equipment The design should be such that any malfunction of ARPA parts producing data additional to information to be produced by the radar as required by the performance standards for navigational equipment should not affect the integrity of the basic radar presentation The ARPA facilities should be available on at least 3, 6 and 12 nautical mile range scales, and there should be a positive indication of the range scale in use ARPA facilities may also be provided on other range scales permitted by resolution A. 477(XII) and, if provided, should comply with these standards The ARPA should be capable of operating with a relative motion display with "north-up" and "course-up" azimuth stabilisation. In addition, the ARPA may also provide for a true motion display. If true motion is provided, the operator should be able to select for the display either true or relative motion. There should be a positive indication of the display mode and orientation in use The course and speed information generated by the ARPA for acquired targets should be displayed in a vector or graphic form which clearly indicates the target's predicted motion with relevant symbols. In thisregard:.1 an ARPA presenting predicted information in vector form only should have the option of both true and relative vectors. There should be an indication of the vector mode selected and, iftrue vector mode is selected, the display should show whether it is sea or ground stabilised;.2 an ARPA which is capable of presenting target course and speed information in graphic form should also, on request, provide the target's true and/or relative vector;.3 vectors displayed should be time-adjustable;.4 a positive indication of the time-scale of the vector in use should be given; and.5 if stationary targets are being used for ground referencing, this fact should be indicated by the relevant symbol. In this mode, relative vectors including those of the targets used for ground referencing should be displayed when requested.

259 Annex, page The ARPA information should not obscure the visibility of radar targets. The display of ARPA data should be under the control of the radar observer. It should be possible to cancel the display of unwanted ARPA data within 3 s Means should be provided to adjust independently the brilliance of the ARPA data and radar data, including complete extinction of the ARPA data The method of presentation should ensure that the ARPA data are clearly visible in general to more than one observer in the conditions of light normally experienced on the bridge of a ship by day and by night. Screening may be provided to shade the display from sunlight but not to the extent that it will impair the observer's ability to maintain a proper look-out. Facilities to adjust the brightness should be provided Provisions should be made to obtain quickly the range and bearing of any object which appears on thearpa display When a target appears on the radar display and, in the case of automatic acquisition, enters within the acquisition area chosen by the observer or, in the case of manual acquisition, has been acquired by theobserver, the ARPA should present in a period of not more than 1 min an indication of the target's motion trend, and display within 3 min the target's predicted motion in accordance with 3.4.6, 3.6, and After changing range scales on which the ARPA facilities are available or resetting the display, full plotting information should be displayed within a period of time not exceeding one scan. 3.5 Operational warnings The ARPA should have the capability to warn the observer with a visual and audible signal of anydistinguishable target which closes to a range or transits a zone chosen by the observer. The target causing the warning should be clearly indicated with relevant symbols on the display The ARPA should have the capability to warn the observer with a visual and audible signal of any tracked target which is predicted to close within a minimum range and time chosen by the observer. The target causing the warning should be clearly indicated with relevant symbols on the display The ARPA should clearly indicate if a tracked target is lost, other than out of range, and the target's last tracked position should be clearly indicated on the display It should be possible for the observer to activate or de-activate the audible warning signal. 3.6 Data requirements The observer should be able to select any tracked target to obtain data. Targets selected should be marked with the relevant symbol* on the radar display. If data is required for more than one target at the sametime each symbol should be separately identified, for example with a number adjacent to the symbol The following data for each selected target should be clearly and unambiguously identified and displayed immediately and simultaneously in alpha-numeric form outside the radar area:.1 present range of the target;.2 present bearing of the target;.3 predicted target range at the closest point of approach (CPA);

260 Annex, page predicted time to CPA (TCPA);.5 calculated true course of the target; and.6 calculated true speed of the target The display of the data in and should include an identification of whether the data provided is referenced to sea or ground stabilisation When data for several targets is displayed, no fewer than two items listed in should be displayed simultaneously for each target selected. If the items of data are displayed in pairs for each target, the groupings should be with , with , and with Trial manoeuvre The ARPA should be capable of simulating the effect on all tracked targets of an own ship manoeuvre with or without time delay before manoeuvre without interrupting the updating of target tracking and display ofactual target alpha-numeric data. The simulation should be indicated with the relevant symbol* on the display The operating manual should contain an explanation of the principles underlying the trial manoeuvre technique adopted including, if provided, the simulation of own ship's manoeuvring characteristics It should be possible to cancel a trial manoeuvre at any time. 3.8 Accuracy The ARPA should provide accuracies not less than those given in and for the four scenarios defined in appendix 2. With the sensor errors specified in appendix 3, the values given relate to the best possible manual plotting performance under environmental conditions of ±10 degrees of roll An ARPA should present within one minute of steady state tracking the relative motion trend of atarget with the following accuracy values (95% probability values). DataScenario Relative course Relative speed CPA (degrees) (knots) (nautical miles) Note 1: In steady state tracking both own and target ship follow straight line course at constant speed. Note 2: Probability values are the same as confidence levels An ARPA should present within three minutes of steady state tracking the motion of a target with thefollowing accuracy values (95% probability values).

261 Annex, page 259 Data Relative Relative CPA True True Scenario course speed (nautical TCPA course speed (degrees) (knots) miles) (min) (degrees) (knots) When a tracked target, or own ship, has completed a manoeuvre, the system should present in a period of not more than 1 min an indication of the target's motion trend, and display within 3 min the target's predictedmotion, in accordance with 3.4.6, 3.6, and In this context, a "manoeuvre of own ship" should be deemed to consist of an alteration of course of + 45 in 1 min The ARPA should be designed in such a manner that under the most favourable conditions of own ship's motion the error contribution from the ARPA should remain in significant compared to the errors associated with the input sensors, for the scenarios of appendix Connections with other equipment The ARPA should not degrade the performance of any equipment providing sensor inputs, and the connection of the ARPA to any other equipment should not degrade the performance of that equipment. This requirement should be met whether the ARPA is operating or not. Additionally, the ARPA should be designed to comply with this requirement under fault conditions as far as is practicable The ARPA should provide an indication when any input from an external sensor is absent. The ARPA should also repeat any alarm or status messages concerning the quality of the input data from its external sensors which may influence its operation Performance tests and warnings The ARPA should provide suitable warnings of ARPA malfunction to enable the observer to monitor the proper operation of the system. Additionally, test programmes should be available so that the overall performance of ARPA can be assessed periodically against a known solution. When a test programme is being executed, the relevant test symbols* should be displayed Sea and ground stabilisation The ARPA should be capable of sea and ground stabilisation Log and speed indicators providing inputs to ARPA equipment should be capable of providing the ship's speed through the water in the fore and aft direction The ground stabilised input may be provided from the log, from an electronic position-fixing system, if the speed measurement accuracy is in accordance with the requirements of resolution A. 824(19), or from tracked stationary targets The type of input and stabilisation in use should be displayed.

262 Annex, page 260 APPENDIX 1 DEFINITIONS OF TERMS TO BE USED IN CONNECTION WITH ARPA PERFORMANCE STANDARDS 1. Target means any object fixed or moving whose position and motion is determined by measurements of range and bearing on radar. 2. Relative course means the direction of motion of a target relative to own ship's position expressed as an angular displacement from north. It is deduced from a number of measurements of target rangeand bearing on own ship's radar. 3. Relative speed means the speed of a target relative to own ship's position. It is deduced from a number of measurements of target range and bearing on own ship's radar. 4. Relative motion means the combination of relative course and relative speed. 5. True course means the true direction of motion of a target expressed as an angular displacement fromnorth. It is obtained by a vector combination of target relative motion and own ship's true motion. 6. True speed means the speed of a target obtained by a vector combination of target relative motionand own ship's true motion. 7. True motion means the combination of true course and true speed. 8. True bearing means the direction of a target from own ship or from another target expressed as an angular displacement from north. 9. Relative bearing means the direction of a target from own ship expressed as an angular displacement from own ship's heading. 10. True motion display means a display across which own ship and each target moves with its own truemotion. 11. Relative motion display means a display on which the position of own ship remains fixed and all targets move relative to own ship. 12. Azimuth stabilised display means a display in which the azimuth orientation relative to a nominated true bearing is fixed. 13. North-up display means an azimuth stabilised display in which a line connecting the centre with the top of the display is north true bearing. 14. Course-up display means an azimuth stabilised display in which a line connecting the centre with thetop of the display is own ship's intended course. 15. Heading means the direction in which the bows of a ship are pointing expressed as an angulardisplacement from north. 16. Target's predicted motion means a prediction of future target motion based on linear extrapolation from its present motion as determined by past measurements of its range and bearing on the radar. 17. Relative vector means the predicted movement of a target relative to own ship. 18. True vector means the predicted true motion of a target as a result of own ship's direction and speed input. The true vector may be either displayed with reference to the water or to the ground. 19. Acquisition means the process of selecting a target or targets and initiating their tracking.

263 Annex, page Tracking means the computer process of observing the sequential changes in the position of a targetin order to establish its motion. 21. Target swop means a situation in which the incoming radar data for a tracked target becomes incorrectly associated with another tracked target or a non-tracked radar echo. 22. Acquisition area means an area set up by the observer which should automatically acquire a target when it enters such an area. 23. History means equally time-spaced past position of a target which is being tracked. The history maybe relative or true. 24. Trails means tracks displayed by the radar echoes of targets in the form of a synthetic afterglow. The trails may be either relative or true. The true trails may be sea or ground stabilised. 25. Echo reference means a facility for indicating that a particular fixed navigational mark which is beingtracked is to be used as a ground stabilised reference. 26. Trial manoeuvre means a facility to assist the observer in making the correct manoeuvre fornavigation and collision avoidance purposes. 27. Suppressed area means an area set up by the observer within which targets are not acquired. 28. ERBL means the electronic range and bearing line used to measure bearings and/or ranges. 29. CPA/TCPA stands for closest point of approach (CPA) and time to closest point of approach (TCPA) limits from own ship as defined by the observer, to give warning of when a tracked target or targetswill close to within these limits. 30. Bow passing prediction is the situation associated with a target which is crossing or predicted to cross ahead of own ship. 31. Bad echo is the name associated with a tracked target which appears to have been temporarily lost or which has a poorly defined radar aspect, so that it does not have tracking ability. 32. Lost target is the name associated with a target that is no longer being tracked due to having been lost or obscured. 33. Sea stabilisation is a mode of display whereby own ship and all targets are referenced to the sea, using gyro heading and single axis log water speed inputs. 34. Ground stabilisation is a mode of display whereby own ship and all targets are referenced to the ground, using ground track or set and drift inputs. 35. Predicted points of collision is a graphical representation of where predicted collision intercept points lie with respect to own ship and other targets. 36. PAD means the predicted area of danger defined around a predicted close quarter situation area. The size is determined by speed ratios between own ship and the target in question and CPA distance limits as defined by the observer. 37. Map lines means the navigational facility whereby the observer can define lines to indicate channels or Traffic Separation Schemes. Sometimes called Nav lines, these lines require ground stabilisation tostop them drifting.

264 Annex, page 262 Note: Where reference is made to target range, bearing, relative course, relative speed, closest point of approach (CPA) or time to closest point of approach (TCPA), these measurements are made with respect to the radar antenna. APPENDIX 2 OPERATIONAL SCENARIOS For each of the following scenarios, predictions are made at the target position defined after previously tracking for the appropriate time of one or three minutes: Scenario 1 Scenario 2 Scenario 3 Scenario 4 Own ship course 000 Own ship speed Target range 10 knots Bearing of target 000 Relative course of target 180 Relative speed of target Own ship course Own ship speed Target range 8 nautical miles 20 knots 10 knots Bearing of target 000 Relative course of target 090 Relative speed of target 1 nautical mile 10 knots Own ship course 000 Own ship speed Target range 5 knots Bearing of target 045 Relative course of target Relative speed of target 8 nautical miles 20 knots Own ship course 000 Own ship speed Target range 25 knots Bearing of target 045 Relative course of target 225 Relative speed of target 8 nautical miles 20 knots APPENDIX 3 SENSOR ERRORS The accuracy figures quoted in 3.8 of these standards are based upon the following sensor errors, andare appropriate to equipment complying with the performance standards for shipborne navigational equipment. Note: "s" means "standard deviation". Radar Target glint (scintillation) (for 200 m length target)

265 Along length of target s = 30 m (normal distribution) Across beam of target s = 1 m (normal distribution) HTW 3/3/2 Annex, page 263 Roll-pitch bearing: The bearing error will peak in each of the four quadrants around own ship for targets on relative bearings of 045, 135, 225 and 315, and will be zero at relative bearings of 0, 90, 180 and 270. This error has a sinusoidal variation at twice the roll frequency. For a 10 roll the mean error is 0.22 with a 0.22 peak sine wave superimposed. Beam shape - Pulse shape- assumed normal distribution giving range error with s = 20 m Antenna backlash - assumed rectangular distribution giving bearing error maximum Quantisation Bearing - rectangular distribution maximum. Range - rectangular distribution nautical miles maximum. Bearing encoder assumed to be running from a remote synchro giving bearing errors with a normal distribution s = Gyro-compass Calibration error 0.5. Normal distribution about this with s = Log Calibration error 0.5 knots. Normal distribution about this, 3 s = 0.2 knots.

266 Annex, page IMO Resolution A. 477(XII) (Adopted on 19 November) Performance Standards for Radar Equipment THE ASSEMBLY, RECALLING Article 16 of the Convention on the Inter-Governmental Maritime Consultative Organisation, BEARING IN MIND the provisions of Regulation 12, Chapter V of the International Convention for the Safety of Life at Sea, 1974, and the proposed amendments to that regulation, RECALLING ALSO resolution A. 222(VII) by which it adopted performance standards for radar equipment, RECOGNIZING the desirability of making such performance standards compatible with the Performance Standards for Automatic Radar Plotting Aids (ARPA) (resolution A.422(XI)) and with resolution A. 423(XI) on radar beacons and transponders, HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its forty-second session, 1. ADOPTS the Recommendation on Performance Standards for Radar Equipment set out in the Annex to the present resolution; 2. RECOMMENDS Member Governments to ensure that: (a) Radar equipment installed on or after 1 September 1984 conforms to performance standards not inferior to those specified in the Annex to the present resolution; (b) Radar equipment installed before 1 September 1984 conforms at least to the performance standards set out in resolution A. 222(VII). Recommendation on Performance Standards for Radar Equipment 1 APPLICATION 1.1 This Recommendation applies to all ships' radar equipment installed on or after 1September 1984 in compliance with Regulation 12, Chapter V of the International Convention for the Safety of Life at Sea, 1974, as amended. 1.2 Radar equipment installed before 1 September 1984 should comply at least with the performance standards recommended in resolution A. 222(VII). 2 GENERAL The radar equipment should provide an indication, in relation to the ship, of the position of other surface craft and obstructions and of buoys, shorelines and navigational marks in a manner which will assist in navigation and in avoiding collision. 3 ALL RADAR INSTALLATIONS All radar installations should comply with the following minimum requirements. 3.1 Range performance The operational requirement under normal propagation conditions, when the radar antenna is mounted at a height of 15 meters above sea level, is that the equipment should in the absence of clutter give a clear indication of:.1 Coastlines At 20 nautical miles when the ground rises to 60 meters At 7 nautical miles when the ground rises to 6 meters..2 Surface objects At 7 nautical miles a ship of 5,000 tons gross tonnage, whatever her aspect.

267 Annex, page 265 At 3 nautical miles a small vessel of 10 meters in length. At 2 nautical miles an object such as a navigational buoy having an effective echoing area of approximately 10 square meters. 3.2 Minimum range The surface objects specified in should be clearly displayed from a minimum range of 50 meters up to a range of one nautical mile, without changing the setting of controls other than the range selector. 3.3 Display The equipment should without external magnification provide a relative plan display in the head-up unstabilised mode with an effective diameter of not less than: millimeters on ships of 500 tons gross tonnage and more but less than 1,600 tons gross tonnage; millimeters on ships of 1,600 tons gross tonnage and more but less than 10,000 tons gross tonnage; millimeters* in the case of one display and 250 millimeters in the case of the other on ships of 10,000 tons gross tonnage and upwards The equipment should provide one of the two following sets of range scales of display:.1 1.5, 3, 6, 12 and 24 nautical miles and one range scale of not less than 0.5 and not greater than 0.8 nautical miles; or.2 1, 2, 4, 8, 16 and 32 nautical miles Additional range scales may be provided The range scale displayed and the distance between range rings should be clearly indicated at all times. 3.4 Range measurement Fixed electronic range rings should be provided for range measurements as follows:. 1 where range scales are provided in accordance with , on the range scale of between 0.5 and 0.8 nautical miles at least two range rings should be provided and on each of the other range scales six range rings should be provided, or.2 where range scales are provided in accordance with , four range rings should be provided on each of the range scales A variable electronic range marker should be provided with a numeric readout of range The fixed range rings and the variable range marker should enable the range of an object to be measured with an error not exceeding 1.5 per cent of the maximum range of the scale in use, or 70 meters, whichever is the greater It should be possible to vary the brilliance of the fixed range rings and the variable range marker and to remove them completely from the display. 3.5 Heading indicator The heading of the ship should be indicated by a line on the display with a maximum error not greater than plus or minus 1 degree. The thickness of the displayed heading line should not be greater than 0.5 degrees Provision should be made to switch off the heading indicator by a device which cannot be left in the "heading marker off" position.

268 Annex, page Bearing measurement Provision should be made to obtain quickly the bearing of any object whose echo appears on the display The means provided for obtaining bearings should enable the bearing of a target whose echo appears at the edge of the display to be measured with an accuracy of plus or minus 1 degree or better. 3.7 Discrimination The equipment should be capable of displaying as separate indications on a range scale of 2 nautical miles or less, two small similar targets at a range of between 50 percent and 100 percent of the range scale in use, and on the same azimuth, separated by not more than 50 meters in range The equipment should be capable of displaying as separate indications two small similar targets both situated at the same range between 50 per cent and 100 per cent of the 1.5 or 2 mile range scales, and separated by not more than 2.5 degrees in azimuth. 3.8 Roll or pitch The performance of the equipment should be such that when the ship is rolling or pitching up to plus or minus 10 degrees the range performance requirements of 3.1 and 3.2 continue to be met. 3.9 Scan The scan should be clockwise, continuous and automatic through 360 degrees of azimuth. The scan rate should be not less than 12 revolutions per minute. The equipment should operate satisfactorily in relative wind speeds of up to 100 knots Azimuth stabilisation Means should be provided to enable the display to be stabilised in azimuth by a transmitting compass. The equipment should be provided with a compass input to enable it to be stabilised in azimuth. The accuracy of alignment with the compass transmission should be within 0.5 degrees with a compass rotation rate of 2 revolutions per minute The equipment should operate satisfactorily in the unstabilised mode when the compass control is inoperative Performance check Means should be available, while the equipment is used operationally, to determine readily a significant drop in performance relative to a calibration standard established at the time of installation, and to check that the equipment is correctly tuned in the absence of targets Anti-clutter devices Suitable means should be provided for the suppression of unwanted echoes from sea clutter, rain and other forms of precipitation, clouds and sandstorms. It should be possible to adjust manually and continuously the anti-clutter controls. Anti-clutter controls should be inoperative in the fully anti-clockwise positions. In addition, automatic anti-clutter controls may be provided; however, they must be capable of being switched off Operation The equipment should be capable of being switched on and operated from the display position Operational controls should be accessible and easy to identify and use. Where symbols are used they should comply with the recommendations of the Organisation on symbols for controls on marine navigational radar equipment.

269 Annex, page After switching on from cold the equipment should become fully operational within 4 minutes A standby condition should be provided from which the equipment can be brought to an operational condition within 15 seconds Interference After installation and adjustment on board, the bearing accuracy as prescribed in this Recommendation should be maintained without further adjustment irrespective of the movement of the ship in the earth's magnetic field Sea or ground stabilisation (true motion display) Where sea or ground stabilisation is provided the accuracy and discrimination of the display should be at least equivalent to that required by this Recommendation The motion of the trace origin should not, except under manual override conditions, continue to a point beyond 75 per cent of the radius of the display. Automatic resetting may be provided Antenna system The antenna system should be installed in such a manner that the design efficiency of the radar system is not substantially impaired Operation with radar beacons All radars operating in the 3 centimetre band should be capable of operating in a horizontally polarised mode It should be possible to switch off those signal processing facilities which might prevent a radar beacon from being shown on the radar display. 4 MULTIPLE RADAR INSTALLATIONS 4.1 Where two radars are required to be carried they should be so installed that each radar can be operated individually and both can be operated simultaneously without being dependent upon one another. When an emergency source of electrical power is provided in accordance with the appropriate requirements of Chapter 11-1 of the 1974 SOLAS Convention, both radars should be capable of being operated from this source. 4.2 Where two radars are fitted, inter switching facilities may be provided to improve the flexibility and availability of the overall radar installation. They should be so installed that failure of either radar would not cause the supply of electrical energy to the other radar to be interrupted or adversely affected.

270 Annex, page Presentation of Navigation-related Symbols on Shipborne Navigational Radar Displays Table 1 Own ship symbols No Symbol name and description Symbol graphic(s) Own ship true scaled outline The user may select to present own ship as a true scaled outline oriented in the direction of heading relative to CCRP and drawn using a thick solid line style with the same basic colour used for own ship symbols. Automatic selection of the true scaled outline is permitted. 1.1a The true scaled outline shall not be used when heading is unknown in a gyro/thd-stabilised mode, or when the beam of the outline is less than 6 mm. In the radar mode, the true scale outline shall be used together with own ship minimised symbol. NOTE A loss of heading will force the radar into head-up mode; in this case, the true scaled outline is still permitted. Own ship simplified symbol If a navigation display presents the chart mode (with or without the radar image), a simplified symbol may be used for own ship. The simplified symbol may be combined with the minimised symbol (see 2-1.1c). 1.1b A simplified symbol shall be used when a chart is displayed in north-up presentation, without a radar image and in the absence of heading information. The outer circle shall be 6 mm in diameter. The inner circle shall be 3 mm in diameter. The circles shall be drawn using a thick solid line style, with the same basic colour used for own ship symbols. NOTE For a radar mode that is compliant with this standard, the simplified symbol shall not be used as the symbol does not permit the minimum range requirements. 1.1c Own ship minimised symbol If a navigation display presents the radar mode, own ship shall be presented as a minimised symbol. The minimised symbol is comprised of the heading line (see symbol 2-1.3) and the beam line (see symbol 2-1.4). Where appropriate, the minimised symbol shall be combined with the true scaled outline of own ship. NOTE A loss of heading will force the radar into head-up mode whereby the minimised symbol should be used.

271 Annex, page 269 No Symbol name and description Symbol graphic(s) Radar antenna position If a radar image is displayed and own ship is displayed as a true scaled outline, the user may select to present the radar antenna position as crossed lines centred at the physical location of the radar antenna (the source of the displayed radar image). The total extent of the crossed lines shall be at least 1 mm but not more than 2 mm in length. They shall be drawn using a thin solid line style with the same basic colour used for own ship symbols. Own ship heading line The heading line shall always be indicated (except when temporarily suppressed by the user), originating at CCRP and extending in the direction of own ship heading to the bearing scale. The line shall be drawn using a thin solid line style with the same basic colour used for own ship symbols. The heading line shall always be shown together with the beam line (see 2-1.4) Beam line The beam line forms part of the own ship minimised symbol. Own ship beam line shall be presented as a single line, perpendicular to the heading line, passing through the CCRP and extending a minimum of 5 mm each side of the CCRP. The line shall be drawn as a thin solid line style with the same basic colour used for own ship symbols. Stern line Optionally, the user may select a stern line that shall originate at CCRP and shall extend, in the direction 180 from the heading, to the bearing scale. The line shall be drawn using a thin dotted line style with the same basic colour used for own ship symbols. 1.6a 1.6b Velocity vector Optionally, the user may also select to present a velocity vector originating at CCRP and extending in the direction of COG or CTW, as appropriate, for a length representing the distance own ship will travel in a user-selected time interval. The vector shall be drawn using a thick short-dashed line style with the same basic colour used for own ship symbols. Velocity vector time increments Optionally, the user may also select to present time increments along the velocity vector perpendicular to the vector with their midpoint on it and extending not more than 1.5 mm on either side. They shall be spaced along the vector to represent the distance own ship will travel in a user-selected increment of the time interval used for the velocity vector. The increments shall be drawn using a thick solid line style with the same basic colour used for own ship symbols.

272 Annex, page 270 No Symbol name and description Symbol graphic(s) Velocity vector Stabilisation indicator Optionally, the user may select to present a stabilisation indicator, positioned at the end of the velocity vector. 1.6c The ground stabilisation indicator shall be presented as a double arrowhead. The water stabilisation indicator shall be presented as a single arrowhead. The arrowheads shall extend at least 1 mm but not more than 1.5 mm on either side of the vector (i.e. measured perpendicular to it). The arrowhead(s) shall be drawn using a thick solid line style with the same basic colour used for own ship symbols. 1.6d 1.7a 1.7b 1.7c Path predictor Optionally, the user may select to present a path predictor, in place of a velocity vector, as a curved line originating at CCRP and extending along the predicted path over ground own ship will travel in the time interval used for the velocity vector. The path shall be drawn using a thin long-dashed line style with the same basic colour used for own ship symbols. Past track The user may select to present a past track for the primary and/or secondary positioning sources. The past track shall be presented as line connecting own ship current and past positions. The primary past track shall be drawn using a thick solid line style with the same basic colour used for own ship symbol. The secondary past track shall be drawn using a thin solid line style with the same basic colour used for own ship symbols. Past track time increments Optionally, time increments along the past track may be shown. The time increments shall be presented as single lines perpendicular to the past track with their midpoint on it and extending at least 1 mm but not more than 1.5 mm on either side. They shall be spaced along the past track to represent the distance own ship travelled in the user-selected increment of the time interval used for the velocity vector. The time increments for the primary past track shall be drawn using a solid line style. Past track past positions Alternatively, the user may select to present past positions along the past track in place of time increments. Past positions shall be drawn as small filled circular symbols with a diameter of not more than 1.5 mm, with the same basic colour used for own ship symbols.

273 Annex, page 271 Table 2 Radar and AIS symbols Symbol name and description Symbol graphic(s) 2.1a 2.1b Radar targets in acquisition state A symbol drawn around radar targets in acquisition state shall be presented as a broken circle centred at the position of target acquisition. The circles shall be a nominal 5 mm in diameter and shall be drawn using a thin dashed line style with the same basic colour used for target symbols. Radar targets in acquisition state automatically detected A symbol drawn around radar targets in acquisition state that are automatically detected inside an acquisition area, shall be a nominal 5 mm in diameter and using a thick dashed line style, with the required colour red. The symbols shall flash until acknowledged by the user. Once acknowledged, the symbols shall cease flashing (even when they remain inside the acquisition area) and unless considered as dangerous, shall be drawn as a normal radar target in an acquisition state (i.e. detected outside an acquisition area) with the basic colour of other non-dangerous target symbols. 2.2a Tracked radar targets Tracked radar targets shall be presented as circles centred at the targets' tracked position. The circles shall be 3 mm in diameter and shall be drawn using a thick solid line style. Tracked radar targets generated from a target automatically detected in an acquisition area that have not been acknowledged, shall be the required red basic colour and shall continue to flash until acknowledged by the user (even when they move outside the acquisition area). Once acknowledged, the symbols shall cease flashing and unless considered as dangerous, shall be drawn as a normal radar target in an acquisition state (i.e. detected outside an acquisition area) with the basic colour of other non-dangerous target symbols. Tracked radar targets may be numbered. Alphanumeric text used to number radar targets shall be drawn with the same basic colour used for target symbols b Tracked radar targets alternative Alternatively, tracked radar targets may be presented as filled circles of not more than 2 mm in diameter c Tracked radar targets dangerous targets Tracked radar targets designated as dangerous targets may be presented using 5 mm diameter circles, and shall flash until acknowledged by the user. The required colour shall be red. Once acknowledged, the symbols shall cease flashing, but shall still be drawn with the required basic colour red until the target(s) cease to be a danger. 18

274 Annex, page 272 Symbol name and description Symbol graphic(s) Reference targets 2.3 Tracked radar targets designated as reference targets shall be labelled with the letter "R" adjacent to the symbol. Multiple reference targets shall be numbered as "R1", "R2", "R3", etc. R 4 18 The reference target labels shall be drawn with the same basic colour used for target symbols a Sleeping AIS targets Sleeping AIS targets shall be presented as acute isosceles triangles oriented to the targets' reported heading (or COG if heading is not reported) and centred at the targets' reported position. The base of the triangles shall be 3 mm and the height shall be 4.5 mm. The triangles shall be drawn using a thick solid line style (or a broken line if a collision avoidance computation cannot be done) with the same basic colour used for target symbols. A sleeping AIS target with neither a reported heading nor COG shall be oriented toward the top of the operational display area. Activated AIS targets Activated AIS targets shall be presented as acute isosceles triangles oriented to the targets' reported heading (or COG if heading is not reported) and centred at the targets' reported position. The base of the triangles shall be 4 mm and the height shall be 6 mm. The triangles shall be drawn using a thick solid line style (or a broken line if a collision avoidance computation cannot be done) with the basic colour used for target symbols. An activated AIS target with neither a reported heading nor COG shall be oriented toward the top of the operational display area. Sleeping AIS target with neither reported heading nor COG: Activated AIS target with neither reported heading nor COG: Activated AIS targets may be labelled. Alphanumeric text used to label AIS targets shall be drawn with the same basic colour as used for target symbols. Activated AIS targets true scaled outlines Alternatively, when own ship is presented as a true scaled outline, the user may select to add true scaled outlines to activated AIS target symbols. Sarah J Sarah 2.5b True scaled outlines for activated AIS targets shall be drawn around the AIS target symbol triangles relative to the targets' reported position according to the offsets, beam and length. The outline shall be drawn using a thick solid line style. True scaled outlines for activated AIS targets shall be drawn with the same basic colour used for target symbols. True scaled outlines for individual activated AIS targets shall not be used when a target's heading is not reported or when the beam of the outline is less than 7.5 mm. 2.5c Activated AIS targets dangerous targets Activated AIS targets designated as dangerous targets may be

275 Annex, page a 2.7b Symbol name and description presented with larger triangles, with a base of 5 mm and a height of 7.5 mm, shall be the required basic colour red, drawn with a thick solid line and shall flash until acknowledged by the user. Once acknowledged, the symbols shall cease flashing but shall still be presented using the required basic colour red until no longer considered to be a dangerous target. Associated targets alternative The user may select to present associated targets (i.e. activated AIS targets associated with tracked radar targets) as either activated AIS target symbols (see 2-2.5) or tracked radar target symbols (see 2-2.2). Alternatively, activated AIS target symbols representing associated targets may be modified by circumscribing a circle around the symbols' isosceles triangle. Tracked radar target symbols representing associated targets may be presented with larger diameter circles (up to 5 mm), modified by inscribing an isosceles triangle inside the symbols' circle. The circumscribed circle and inscribed triangle shall be drawn using a thick solid line style with the same basic colour used for target symbols. Associated targets may be labelled or numbered, as appropriate. Alphanumeric text used to label/number associated targets shall be drawn with the same basic colour as used for target symbols. Heading lines Heading lines may be selected for display for activated AIS targets and associated targets, represented by AIS target symbols. Heading lines shall originate at the apex of the AIS triangle and shall extend not less than 4 mm and at least 4 mm beyond the bow of the true scaled outline when it is used. They shall be drawn using a solid line style with the same basic colour as used for target symbols. Heading lines for dangerous AIS targets shall flash with their base symbol until acknowledged by the user. Heading lines turn indicators The user may select to display turn indicators for activated AIS targets and associated targets represented by AIS target symbols. Turn indicators shall be presented as a single line extending at least 1 mm but not more than 2 mm perpendicular to the heading line in the direction of turn. The indicator shall be drawn using a thin solid line style with the same basic colour as used for their target symbols. Turn indicators for dangerous targets shall be the required colour red (until no longer dangerous) and shall flash with their symbol until acknowledged by the user. Symbol graphic(s) Activated AIS target with neither a reported heading nor COG: Sarah J Sarah Associated targets represented by AIS target symbols: Associated targets represented by radar target symbols:

276 Annex, page a Velocity vectors Symbol name and description Velocity vectors for targets may be selected for display. Velocity vectors shall be presented as single lines originating at the targets' tracked/reported position and extending in the direction of course CTW or COG, as appropriate, for a length representing the distance the target will travel in the time interval used for own ship's velocity vector. Vectors shall be drawn using a thick short-dashed line style with the same basic colour used for target symbols. Velocity vectors for dangerous targets shall be the required red basic colour and shall flash with their base target symbols until acknowledged by the user. Once acknowledged, the symbols shall cease flashing and unless considered as dangerous, shall assume the basic colour of other non-dangerous target symbols. Symbol graphic(s) Radar target velocity vectors: AIS target velocity vectors: Associated target velocity vectors: 2.8b Velocity vectors time increments Time increments may be shown drawn across target velocity vectors. Time increments shall be presented as single lines perpendicular to the vectors with their midpoint on them and extending not more than 1.5 mm on either side. They shall be spaced along the vectors to represent the distance the target will travel in the time increment of the time interval used for own ship's velocity vector. The increments shall be drawn using a thick solid line style with the same basic colour as for target symbols. Radar target time increments: AIS target time increments: Time increments for dangerous targets shall be the required red basic colour and shall flash with their base target symbols until acknowledged by the user. Once acknowledged, the symbols shall cease flashing and unless considered as dangerous, shall use the basic colour of other non-dangerous target symbols. Associated target time increments: 2.8c Predicted area of dangers Optionally, predicted area of dangers (PADs) may be shown along the path of target velocity vectors. PADs shall be presented as an outline area geographically representing a target's predicted CPA/TCPA violations. (The PAD's shape may be modified by knowledge of own ship manoeuvring characteristics, safety contour limits, etc.). PADs shall be oriented in the direction of their velocity vectors. The PADs shall be drawn using a thick solid line style with the same basic colour as their target symbols. PADs for dangerous targets shall flash with their base symbols until acknowledged by the user. When a target is selected, the associated PAD may be highlighted for identification. Radar target PADs: NOTENot to scale AIS target PADs: NOTENot to scale