IEC 62065:2014
(Main)Maritime navigation and radiocommunication equipment and systems - Track control systems - Operational and performance requirements, methods of testing and required test results
Maritime navigation and radiocommunication equipment and systems - Track control systems - Operational and performance requirements, methods of testing and required test results
IEC 62065:2014 specifies the minimum operational and performance requirements, methods of testing and required test results conforming to performance standards adopted by the IMO in resolution MSC.74(69) Annex 2 Recommendation on Performance Standards for Track Control Systems. In addition, it takes into account IMO resolution A.694(17) to which IEC 60945 is associated. When a requirement of this standard is different from IEC 60945, the requirement in this standard takes precedence. Also it takes into account IMO resolution MSC.302(87) on bridge alert management (BAM). This second edition cancels and replaces the first edition published in 2002 and constitutes a technical revision. This edition includes the following significant technical changes with respect to the previous edition:
- alarms and warnings have been brought into line with the requirements for Bridge Alert Management;
- requirements for the category B system have been revised;
- the parameters of the ship models of Annex I have been adjusted to resemble more Newtonian-like behaviour and the tidal current has been modelled;
- a new Annex K has been added with interface requirements.
Matériels et systèmes de navigation et de radiocommunication maritimes - Systèmes de contrôle de route - Exigences opérationnelles et de fonctionnement, méthodes d'essai et résultats exigibles
L'IEC 62065:2014 spécifie les exigences opérationnelles et de fonctionnement minimales, les méthodes d'essai et les résultats d'essai exigibles conformément aux normes de performances adoptées dans la Résolution MSC.74(69) Annexe 2 de l'OMI, Recommandation sur les normes de fonctionnement des systèmes de contrôle de la route. De plus, elle tient compte de la Résolution A.694(17) de l'OMI à laquelle est associée l'IEC 60945.
Si une exigence de la présente norme diffère de l'IEC 60945, l'exigence de la présente norme prévaut. Elle prend également en compte la résolution MSC.302(87) sur la gestion des alertes à la passerelle de l'OMI.
Cette deuxième édition annule et remplace la première édition publiée en 2002 et constitue une révision technique.
Cette édition inclut les principales modifications techniques suivantes par rapport à l'édition précédente:
- les alarmes et mises en garde ont été mis en correspondance avec les exigences relatives à la gestion des alertes à la passerelle;
- les exigences pour le système de catégorie B ont été révisées;
- les paramètres des modèles de navire de l'Annexe I ont été ajustés afin de ressembler à un comportement newtonien plus fidèle et le courant de marée a été modélisé;
- une nouvelle Annexe K a été ajoutée avec des exigences d'interface.
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Standards Content (Sample)
IEC 62065 ®
Edition 2.0 2014-02
INTERNATIONAL
STANDARD
colour
inside
Maritime navigation and radiocommunication equipment and systems – Track
control systems – Operational and performance requirements, methods of
testing and required test results
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IEC 62065 ®
Edition 2.0 2014-02
INTERNATIONAL
STANDARD
colour
inside
Maritime navigation and radiocommunication equipment and systems – Track
control systems – Operational and performance requirements, methods of
testing and required test results
INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
PRICE CODE
XD
ICS 47.020.70 ISBN 978-2-8322-1381-0
– 2 – 62065 © IEC:2014(E)
CONTENTS
FOREWORD . 5
1 Scope . 7
2 Normative references . 7
3 Terms, definitions and abbreviations . 8
3.1 Terms and definitions . 8
3.2 Abbreviations . 12
4 Application of this standard . 12
5 Requirements . 14
5.1 Operational requirements . 14
5.1.1 Functionality . 14
5.1.2 Accuracy and performance constraint documentation . 17
5.1.3 Alerts . 18
5.2 Ergonomic criteria . 20
5.2.1 Operational controls . 20
5.2.2 Presentation of information . 21
5.3 Design and installation . 21
5.4 Interfacing . 22
5.4.1 Sensors . 22
5.4.2 Status information . 22
5.4.3 Standards . 22
5.5 Fall-back arrangements . 22
5.5.1 Failure of track control . 22
5.5.2 Failure of position sensor . 23
5.5.3 Failure of the heading measuring system . 23
5.5.4 Failure of the speed sensor . 24
6 Test requirements and results . 25
6.1 General . 25
6.2 General requirements . 25
6.2.1 Environmental tests . 25
6.2.2 Documentation . 26
6.2.3 Declarations . 27
6.3 Environment setup . 27
6.3.1 General . 27
6.3.2 Ship motion simulator . 29
6.3.3 Test scenarios . 30
6.3.4 Planning . 30
6.4 Test execution . 31
6.4.1 General . 31
6.4.2 Check the track . 31
6.4.3 Execution of the scenarios . 33
6.4.4 Execution of additional tests . 39
6.4.5 Monitoring and alerts . 41
6.4.6 Fallback and manual change over . 47
6.4.7 Display of information . 50
6.4.8 Operational controls . 50
Annex A (normative) Graphical description of sequences . 51
62065 © IEC:2014(E) – 3 –
Annex B (informative) Speed control . 53
Annex C (informative) Track control systems with dual controllers . 55
Annex D (informative) Management of static and dynamic data. 56
Annex E (informative) Limits . 58
Annex F (informative) Data flow diagram . 59
Annex G (normative) Scenario definitions and plots . 61
Annex H (informative) Sensor errors and noise models . 67
Annex I (normative) Ship model specification . 73
Annex J (informative) Explanation of adaptation tests (6.4.4.1) . 94
Annex K (normative) IEC 61162 interfaces . 97
Bibliography . 100
Figure 1 – Functional model of track control as part of an integrated navigation system . 26
Figure 2 – Block diagram . 28
Figure 3 – High level block diagram . 29
Figure A.1 – Sequence of course change alerts (~A) . 51
Figure A.2 – Handling of the Back-up Navigator Alarm (NA) . 52
Figure G.1 – Scenario 1 plot . 62
Figure G.2 – Scenario 2 plot . 63
Figure G.3 – Scenario 3 plot . 64
Figure G.4 – Scenario 4 plot . 66
Figure H.1 – Spectral distribution of modelled GPS errors . 68
Figure H.2 – Wave sequence – sea state 5 . 70
Figure H.3 – Wave spectrum – sea state 5 . 70
Figure H.4 – Supertanker – sea state 5 . 71
Figure H.5 – Container ship – sea state 5 . 71
Figure H.6 – Fast ferry – sea state 5 . 71
Figure H.7 – Container ship – sea state 2 . 72
Figure I.1 – High level model block diagram . 74
Figure I.2 – Model block diagram . 86
Figure I.3 – Application with simple follow-up . 87
Figure I.4 – Control system using actuator outputs and feedback . 87
Figure I.5 – System with actuator mechanism, bypassing the rudder response model . 88
Figure I.6 – System with actuator mechanism using a fast rudder response time in the
model . 88
Figure I.7 – Turning circle manoeuvre – Ferry . 91
Figure I.8 – Turning circle manoeuvre – Container ship . 92
Figure I.9 – Turning circle manoeuvre – Tanker . 93
Figure J.1 – Adaptation to speed change . 94
Figure J.2 – Adaptation to changes along a leg . 95
Figure J.3 – Adaptation to current changes during turn . 95
Figure J.4 – Adaptation to sea state during turn . 96
Figure J.5 – Adaptation to sea state change on a leg . 96
– 4 – 62065 © IEC:2014(E)
Figure K.1 – Track control system logical interfaces . 97
Table 1 – Simulator input rate . 29
Table 2 – Simulator output rate . 30
Table E.1 – Limits . 58
Table G.1 – Scenario 1 . 61
Table G.2 – Scenario 2 . 62
Table G.3 – Scenario 3 . 63
Table G.4 – Scenario 4 . 65
Table H.1 – Heights and periods for half-waves . 69
Table I.1 – Relationship between thrust lever and rudder models . 76
Table I.2 – Constant parameters of the model . 83
Table I.3 – Run-time inputs . 85
Table I.4 – Model outputs . 85
Table I.5 – Parameter sets for three ships . 89
Table I.6 – Results from turning circle manoeuvres . 90
Table K.1 – IEC 61162-1 sentences transmitted by the track control system . 97
Table K.2 – IEC 61162-1 sentences received by the track control system . 98
62065 © IEC:2014(E) – 5 –
INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
MARITIME NAVIGATION AND
RADIOCOMMUNICATION EQUIPMENT AND SYSTEMS –
TRACK CONTROL SYSTEMS –
Operational and performance requirements,
methods of testing and required test results
FOREWORD
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International Standard IEC 62065 has been prepared by IEC technical committee 80: Maritime
navigation and radiocommunication equipment and systems.
This second edition cancels and replaces the first edition published in 2002 and constitutes a
technical revision.
This edition includes the following significant technical changes with respect to the previous
edition:
– alarms and warnings have been brought into line with the requirements for Bridge Alert
Management;
– requirements for the category B system have been revised;
– 6 – 62065 © IEC:2014(E)
– the parameters of the ship models of Annex I have been adjusted to resemble more
Newtonian-like behaviour and the tidal current has been modelled;
– a new Annex K has been added with interface requirements.
The text of this standard is based on the following documents:
FDIS Report on voting
80/716/FDIS 80/729/RVD
Full information on the voting for the approval of this standard can be found in the report on
voting indicated in the above table.
This publication has been drafted in accordance with the ISO/IEC Directives, Part 2.
All text of this standard that is identical to that in IMO resolution MSC.74(69), Annex 2, is
printed in italics and the resolution (abbreviated to – A2) and paragraph numbers are
indicated in brackets i.e. (A2/3.3).
The committee has decided that the contents of this publication will remain unchanged until
the stability date indicated on the IEC web site under "http://webstore.iec.ch" in the data
related to the specific publication. At this date, the publication will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.
A bilingual version of this publication may be issued at a later date.
IMPORTANT – The 'colour inside' logo on the cover page of this publication indicates
that it contains colours which are considered to be useful for the correct
understanding of its contents. Users should therefore print this document using a
colour printer.
62065 © IEC:2014(E) – 7 –
MARITIME NAVIGATION AND
RADIOCOMMUNICATION EQUIPMENT AND SYSTEMS –
TRACK CONTROL SYSTEMS –
Operational and performance requirements,
methods of testing and required test results
1 Scope
This International Standard specifies the minimum operational and performance requirements,
methods of testing and required test results conforming to performance standards adopted by
the IMO in resolution MSC.74(69) Annex 2 Recommendation on Performance Standards for
Track Control Systems. In addition, it takes into account IMO resolution A.694(17) to which
IEC 60945 is associated.
When a requirement of this standard is different from IEC 60945, the requirement in this
standard takes precedence. Also it takes into account IMO resolution MSC.302(87) on bridge
alert management (BAM).
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and
are indispensable for its application. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any
amendments) applies.
IEC 60945, Maritime navigation and radiocommunication equipment and systems – General
requirements – Methods of testing and required test results
IEC 61162 (all parts), Maritime navigation and radiocommunication equipment and systems –
Digital interfaces
IEC 61162-1, Maritime navigation and radiocommunication equipment and systems – Digital
interfaces – Part 1: Single talker and multiple listeners
IEC 61162-2, Maritime navigation and radiocommunication equipment and systems – Digital
interfaces – Part 2: Single talker and multiple listeners, high-speed transmission
IEC 61924-2, Maritime navigation and radiocommunication equipment and systems –
Integrated navigation systems – Part 2: Modular structure for INS – Operational and
performance requirements, methods of testing and required test results
IEC 62288, Maritime navigation and radiocommunication equipment and systems –
Presentation of navigation-related information on shipborne navigational displays – General
requirements, methods of testing and required test results
IEC 62616, Maritime navigation and radiocommunication equipment and systems – Bridge
navigational watch alarm system (BNWAS)
IMO MSC.74(69) Annex 2, Recommendation on Performance Standards for Track Control
Systems
– 8 – 62065 © IEC:2014(E)
IMO resolution A.694(17), General requirements for shipborne radio equipment forming part
of the Global Maritime Distress and Safety System (GMDSS) and for electronic navigational
aids
IMO MSC.302(87), Performance standards for bridge alert management (BAM)
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this standard, the following terms and definitions apply
3.1.1
active track
track activated for track control
3.1.2
alarm
high-priority alert
Note 1 to entry: Condition requiring immediate attention and action by the bridge team, to maintain the safe
navigation of the ship.
3.1.3
alert
announcement of abnormal situations and conditions requiring attention
Note 1 to entry: Alerts are divided in four priorities: emergency alarms, alarms, warnings and cautions.
Note 2 to entry: Alerts are additionally classified in two different categories for navigational purposes: category A
and category B as described in IMO resolution MSC.302(87).
Note 3 to entry: An alert provides information about a defined state change in connection with information about
how to announce this event in a defined way to the system and the operator.
3.1.4
along-track speed control
automatic control of the ship's speed during track control based on a pre-planned track
3.1.5
assisted turn
manoeuvre of a ship automatically controlled by a pre-set radius or rate of turn but not based
on the ship's position to perform an approximation of a curved track
3.1.6
back-up navigator
any individual, generally an officer, who has been designated by the ships master to be on
call if assistance is needed on the bridge
3.1.7
back-up navigator alarm
signal automatically sent from the TCS to call assistance to the bridge when the officer of the
watch fails to acknowledge certain alarms within a defined time period
Note 1 to entry: Note that the back-up navigator alarm does not represent an alarm as defined in 3.1.2.
3.1.8
consistent common reference system
sub-system or function of a TCS for acquisition, processing, storage, surveillance and
distribution of data and information providing identical and obligatory reference to sub-
62065 © IEC:2014(E) – 9 –
systems and subsequent functions within a TCS and to other connected equipment, if
available
3.1.9
course
for marine navigation, horizontal direction in which a vessel is steered or intended to be
steered, expressed as angular distance from north, usually 000° at north, clockwise through
360°
Note 1 to entry: 360° is indicated as 000°.
3.1.10
course difference limit
maximum difference between track course and heading before a warning is activated
3.1.11
cross-track distance
cross-track error
perpendicular distance of a predefined point on the ship from the track including direction
(negative if the ship is left of the intended track)
3.1.12
cross-track limit
maximum cross-track distance before an alarm is activated
3.1.13
curved track
non-straight track between two legs
3.1.14
fall-back arrangements
automatic reaction of the TCS by using data, function or hardware of degraded quality in
relation to the failed one
EXAMPLE Dead reckoning for position information, heading control in case of a failure of track control.
3.1.15
FROM-waypoint
last passed waypoint
3.1.16
great circle sailing
sailing on the intersection of the earth surface and a plane containing the points A, B and the
centre of the sphere
3.1.17
heading
horizontal direction in which a ship actually points or heads at any instant, expressed in
angular units from a reference direction, usually from 000° at the reference direction
clockwise through 360°
Note 1 to entry: 360° is indicated as 000°.
3.1.18
heading control
control of the ship's heading
– 10 – 62065 © IEC:2014(E)
3.1.19
heading monitor function
monitoring of the actual heading sensor by an independent second source
3.1.20
leg
straight line between two waypoints and/or curved track(s)
3.1.21
main conning position
place on the bridge with a commanding view providing the necessary information and
equipment for the conning officer to carry out his functions
3.1.22
minimum manoeuvring speed for track control
lowest fore/aft speed through the water at which the track control system is capable of
maintaining its performance within the specified accuracy limits
Note 1 to entry: The value depends on the ship's design and loading and on the present environmental
conditions.
3.1.23
NEXT-waypoint
waypoint following the TO-waypoint
3.1.24
override facility
control to perform the override function
3.1.25
override function
intentional fast change-over from automatic to temporary manual control
3.1.26
position monitor function
monitoring of the actual position sensor by an independent second source
3.1.27
primary position-fixing system
electronic position-fixing system (EPFS) used for track control and approved by the
International Maritime Organization (see 5.1.1.3)
3.1.28
radius of turn
radius of a curved track
3.1.29
rate of turn
change of heading per time unit
3.1.30
rhumb line sailing
sailing on a line on the surface of the earth making the same angle with each meridian
crossed
3.1.31
ship manoeuvring characteristics
range-of-manoeuvre possible for the ship
62065 © IEC:2014(E) – 11 –
Note 1 to entry: Examples of the range-of-manouvres are: maximum rate of turn, minimum radius of turn,
maximum turn acceleration and deceleration.
3.1.32
single operator action
procedure achieved by no more than one hard-key or soft-key action, excluding any
necessary cursor movements, or voice actuation using programmed codes
3.1.33
speed
absolute value of velocity
Note 1 to entry: May either be the ship's speed through the water, or the speed made good over the ground.
3.1.34
steering mode selector
switch provided for the selection of manual steering modes and automatic steering devices
3.1.35
surge
forward component of ship motion
3.1.36
sway
athwartships component of ship motion (positive to starboard)
3.1.37
temporary track
track that originates at the current position of the ship and joins the pre-planned track
Note 1 to entry: The temporary track may include temporary waypoints which can be identified as different from
the waypoints of the pre-planned track.
3.1.38
TO-waypoint
waypoint which the ship is approaching
3.1.39
track
path to be followed over ground
3.1.40
track control
control of the ship's movement along a track, where corrections made by the controller to
compensate for wind, drift and other influences, are based on the cross-track error and not
only on the bearing to the destination waypoint (TO-waypoint)
3.1.41
track course
direction from one waypoint to the next, a constant course on a rhumb line track and a varying
course on a Great Circle track
3.1.42
warning
alert for condition requiring immediate attention, but no immediate action by the bridge team
Note 1 to entry: Warnings are presented for precautionary reasons to make the bridge team aware of changed
conditions which are not immediately hazardous, but may become so if no action is taken.
– 12 – 62065 © IEC:2014(E)
3.1.43
waypoint
geographic position together with its associated data
3.1.44
wheel-over-line
WOL
line where the ship has to initiate a curved track to eliminate the effect of any offset with
respect to the new course, taking into consideration the distance required for the ship to build
up the necessary rate of turn
3.1.45
wheel-over-time
WOT
point in time when the track control system initiates the planned course change
3.1.46
yaw
rate of turn (positive to starboard)
3.2 Abbreviations
~A Not applicable for category A systems
ACCA Actual course change alarm
ACCW Actual course change warning
BAM Bridge alert management
CCRP Consistent common reference point
CCRS Consistent common reference system
COG Course over ground
DGPS Differential GPS
DR Dead reckoning
ECCA Early course change alarm
ECCW Early course change warning
ENC Electronic navigational chart
EPFS Electronic position fixing system
EUT Equipment under test
GC Great circle
GPS Global positioning system
INS Integrated navigation system
NA (Back up) Navigator alarm
RL Rhumb line
ROT Rate-of-turn
SDME Speed and distance measuring equipment
SWH Significant wave height
TCS Track control system
WOL Wheel-over-line
WOT Wheel-over-time
4 Application of this standard
The application of this standard is as follows.
62065 © IEC:2014(E) – 13 –
a) (A2/1) Track control systems in conjunction with their sources of position, heading and
speed information are intended to keep a ship automatically on a pre-planned track over
ground under various conditions and within the limits related to the ship's manoeuvrability.
A track control system may additionally include or be combined with
– heading control;
– along-track speed control (see Annex B).
b) Planning the track by waypoints may be performed
– as part of the track control system, or
– by importing waypoint or track data.
c) The track control system shall ensure the integrity of the geodetic datum, the ship
manoeuvring characteristics and the curved tracks of the imported data.
d) This standard applies for track control systems which can exchange data with a heading
sensor, speed sensor, EPFS and/or heading controller but excludes waypoint data
exchange.
e) If a track control system automatically receives additional data, including waypoints, from
other navigational aids, the requirements of IEC 61924-2 for this data exchange shall also
apply.
f) If a track control system is integrated into an INS, the corresponding requirements of INS
(as defined in IEC 61924-2) shall apply, for example concerning
– route planning by waypoints,
– data transfer of safety-checked waypoints and
– monitoring of navigational safety for example by charts.
g) Track control does not necessarily require that ENC or other geographic data such as
shallow area information be taken into consideration by the track control system.
h) (A2/2.1) These IMO Performance Standards are applicable for track control systems
working
– at ship's speed from minimum manoeuvring speed up to 30 kn; and
– at ship's maximum rate of turn not greater than 10°/s.
i) These performance standards do not apply to High Speed Craft as defined by SOLAS
chapter 10.
j) (A2/2.2)Track control systems fitted on ships shall meet all requirements of the IMO
Performance Standards (MSC.74(69) Annex 2 Recommendation on Performance
Standards for Track Control Systems) relating to straight tracks.
k) Systems fitted on ships requiring curved track control shall additionally meet all the
requirements relating to curved tracks (category C).
l) This standard applies to three categories of track control systems:
Category A: Single leg track control or multiple leg track control without assisted turns
between legs;
Category B: Multiple leg track control with assisted turns between legs;
Category C: Full track control on legs and turns.
Some requirements contained in this clause cannot be verified by objective measurements.
The manufacturer shall declare that compliance to these requirements is achieved and shall
provide relevant documentation. The declaration(s), documentation and, where necessary, the
equipment shall be checked. The manufacturer shall also declare the general hardware and
functional composition of the equipment and the relevant category of IEC 60945 for each unit.
– 14 – 62065 © IEC:2014(E)
5 Requirements
5.1 Operational requirements
5.1.1 Functionality
5.1.1.1 Track control steering modes
(See 6.4.3.2)
(A2/5.1.1) A track control system shall be able to steer the ship from its position
.1 to a single waypoint; or
.2 along a track containing a sequence of waypoints
using rhumb line or great circle sailing.
5.1.1.2 Starting requirements
(See 6.4.2.1, 6.4.2.2, 6.4.2.3, 6.4.2.4, 6.4.3.1)
(A2/5.1.2) The system shall allow the officer of the watch (user) to start or restart track
control only if
– the required position, heading and speed sensor data are valid and selected.
– the pre-planned track has been checked for plausibility and correctness of geometric and
ship-dependent limits (see Annex E) before becoming the active track
and if
– the ship's position relative to the selected track,
– the difference between track course and actual heading,
– the ship's manoeuvrability
will result in a safe approach manoeuvre to the track. A safe approach manoeuvre is a
planned manoeuvre which is within the manoeuvring characteristics of the vessel and which
does not result in an unexpected turning direction.
For this purpose, the system shall allow the user at least one of the following options:
a) to select the TO-waypoint or a leg on a pre-planned track and to select the maximum
allowable difference between the bearing to the TO-waypoint and the actual heading;
or
b) to define a temporary track to go to the pre-planned track. The temporary track shall meet
all ship manoeuvring characteristics which apply to a pre-planned track (~A).
5.1.1.3 Primary position-fixing system
(See 6.2.2.2)
(A2/5.1.3) The primary position-fixing system used for track control shall be an electronic
position-fixing system (EPFS) approved by the International Maritime Organization.
5.1.1.4 Position monitoring
(See 6.4.5.3)
(A2/5.1.4) The ship's position shall be continuously monitored by a second or additional
independent position source. If the ship is fitted with a second EPFS and position is available
from this EPFS its position shall be used for position monitoring. Otherwise, estimated
position by dead reckoning (DR) as a minimum shall be used as the second position source
for position monitoring. The DR position shall be derived from a shipborne heading sensor
62065 © IEC:2014(E) – 15 –
and a speed and distance measuring equipment (SDME). Means shall be provided to adapt
the acceptable deviation to the required steering accuracy. This monitoring need not be an
integral part of the track control system.
5.1.1.5 Early course change warning (~A)
(See 6.4.5.12)
A graphical description of the sequences described here is given in Annex A Figure A.1.
(A2/5.1.5) In the case of track control by a sequence of waypoints, an 'early course change
warning' shall be given up to 6 min, and no later than 3 min, before the wheel-over time.
If the early course change warning is not acknowledged within 30 s, at the latest 2 min 30 s
before the wheel-over-time, the alert priority shall change from warning to alarm.
The early course change alarm is defined to be associated with NA activation (see 5.1.3.11).
5.1.1.6 Actual course change warning (~A)
(See 6.4.5.12)
A graphical description of the sequences described here is given in Annex A Figure A.1.
(A2/5.1.6.1) In the case of track control by a sequence of waypoints an actual course
change warning shall be given 30 s before the wheel-over time.
If the actual course change warning is not confirmed/acknowledged by the officer of the watch
(user) within 30 s the alert priority shall change from warning to alarm.
NOTE This warning is superfluous, if the NA from the unacknowledged early course change alarm is already
active.
(A2/5.1.6.2) The system shall provide means for the officer of the watch (user) to
confirm/acknowledge the actual course change alerts.
(A2/5.1.6.3) With or without the confirmation/acknowledgement, the ship shall follow
automatically the track.
(A2/5.1.6.4) If the actual course change alarm is not confirmed/acknowledged by the officer
of the watch (user) within 30 s of wheel-over a back-up navigator alarm shall be given as fully
described in 5.1.3.11.
5.1.1.7 Change of waypoints
(See 6.4.2.2, 6.4.2.3, 6.4.2.4, 6.4.2.5, 6.4.3.1.6, 6.4.3.1.8, 6.4.3.1.9)
(A2/5.1.7) In the case of track control by a pre-planned sequence of waypoints, it shall not
be possible to modify the TO-waypoint, the FROM-waypoint and (~A) the NEXT-waypoint of
the active track and their relevant associated waypoint data while in the track control mode
without creating a new track and until:
a) the pre-planning of the new track is completed;
and
b) the starting requirements (5.1.1.2) are fulfilled.
5.1.1.8 Turn performance (~A)
(See 6.4.3.2)
– 16 – 62065 © IEC:2014(E)
(A2/5.1.8) The track control shall enable the ship to sail from one leg to another by turns
based:
a) on a preset radius of turn;
or
b) on a radius calculated on the base of a preset rate of turn and the planned speed;
and
within the turning capability of the ship.
The planned track shall be checked for plausibility and correctness of geometry and of ship-
dependent limits before becoming the active track.
5.1.1.9 Adaptation to steering characteristics
(See 6.4.4.1, 6.4.4.3)
(A2/5.1.9) The track control shall be capable of manual or automatic adjustment to different
steering characteristics of the ship under various weather, speed and loading conditions.
5.1.1.10 Permitted tolerance
(See 6.4.4.2)
(A2/5.1.10) Means shall be incorporated to prevent unnecessary activation of the rudder due
to normal yaw or sway motion, sensor data resolution and statistically scattered position
errors.
The quality of the track control shall be so that overshoot, oscillation and constant track
deviation are within tolerable limits both for straight and curved tracks.
Category B TCS shall comply with the requirements for curved track TCS, except that, after
having passed the wheel-over, the actual cross-track distance is merely used for monitoring
until completion of the automatic course change manoeuvre. Manual or automatic means shall
be provided to adapt to variable drift and speed changes during a turn (e.g. facilitating manual
adjustments of rate of turn or radius of turn).
5.1.1.11 Override function
(See 6.4.6.5, 6.4.8)
(A2/5.1.11) A track control system shall be able to accept a signal from the override facilities
to terminate track control mode and switch to these override facilities. After change-over to
override, return to track control shall require user intervention (see 5.1.1.2).
5.1.1.12 Heading control mode
(A2/5.1.12) A track control system may be operated in heading control mode. In this case,
the performance standards of heading control systems are to be applied.
NOTE The IMO performance standards for heading control are given in IMO resolution MSC.64(67) annex 3 and
these are incorporated into ISO 11674.
5.1.1.13 Manual change over from track control to manual steering
(See 6.4.6.5)
(A2/5.1.13.1) Change over from track control to manual steering shall be possible at any
rudder angle.
62065 © IEC:2014(E) – 17 –
(A2/5.1.13.2) Change over from track control to manual steering shall be possible under any
conditions, including any failure in the track control system.
(A2/5.1.13.3) After change over to manual control, return to automatic control shall require
operator (user) intervention.
5.1.1.14 Manual change over from track control to heading control
(See 6.4.6.6)
This subclause only applies if the heading control is included in the track control system.
(A2/5.1.14.1) Any change over from track control to heading control shall be possible under
all conditions of normal operation.
(A2/5.1.14.2) To maintain the course, the heading control system
...
IEC 62065 ®
Edition 2.0 2014-02
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
colour
inside
Maritime navigation and radiocommunication equipment and systems – Track
control systems – Operational and performance requirements, methods of
testing and required test results
Matériels et systèmes de navigation et de radiocommunication maritimes –
Systèmes de contrôle de route – Exigences opérationnelles et de
fonctionnement, méthodes d'essai et résultats exigibles
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IEC 62065 ®
Edition 2.0 2014-02
INTERNATIONAL
STANDARD
NORME
INTERNATIONALE
colour
inside
Maritime navigation and radiocommunication equipment and systems – Track
control systems – Operational and performance requirements, methods of
testing and required test results
Matériels et systèmes de navigation et de radiocommunication maritimes –
Systèmes de contrôle de route – Exigences opérationnelles et de
fonctionnement, méthodes d'essai et résultats exigibles
INTERNATIONAL
ELECTROTECHNICAL
COMMISSION
COMMISSION
ELECTROTECHNIQUE
INTERNATIONALE
ICS 47.020.70 ISBN 978-2-8322-4858-4
– 2 – IEC 62065:2014 © IEC 2014
CONTENTS
FOREWORD . 5
1 Scope . 7
2 Normative references . 7
3 Terms, definitions and abbreviations . 8
3.1 Terms and definitions . 8
3.2 Abbreviations . 12
4 Application of this standard . 12
5 Requirements . 14
5.1 Operational requirements . 14
5.1.1 Functionality . 14
5.1.2 Accuracy and performance constraint documentation . 17
5.1.3 Alerts . 18
5.2 Ergonomic criteria . 20
5.2.1 Operational controls . 20
5.2.2 Presentation of information . 21
5.3 Design and installation . 21
5.4 Interfacing . 22
5.4.1 Sensors . 22
5.4.2 Status information . 22
5.4.3 Standards . 22
5.5 Fall-back arrangements . 22
5.5.1 Failure of track control . 22
5.5.2 Failure of position sensor . 23
5.5.3 Failure of the heading measuring system . 23
5.5.4 Failure of the speed sensor . 24
6 Test requirements and results . 25
6.1 General . 25
6.2 General requirements . 25
6.2.1 Environmental tests . 25
6.2.2 Documentation . 26
6.2.3 Declarations . 27
6.3 Environment setup . 27
6.3.1 General . 27
6.3.2 Ship motion simulator . 29
6.3.3 Test scenarios . 30
6.3.4 Planning . 30
6.4 Test execution . 31
6.4.1 General . 31
6.4.2 Check the track . 31
6.4.3 Execution of the scenarios . 33
6.4.4 Execution of additional tests . 39
6.4.5 Monitoring and alerts . 41
6.4.6 Fallback and manual change over . 47
6.4.7 Display of information . 50
6.4.8 Operational controls . 50
Annex A (normative) Graphical description of sequences . 51
Annex B (informative) Speed control . 53
Annex C (informative) Track control systems with dual controllers . 55
Annex D (informative) Management of static and dynamic data. 56
Annex E (informative) Limits . 58
Annex F (informative) Data flow diagram . 59
Annex G (normative) Scenario definitions and plots . 61
Annex H (informative) Sensor errors and noise models . 67
Annex I (normative) Ship model specification . 73
Annex J (informative) Explanation of adaptation tests (6.4.4.1) . 94
Annex K (normative) IEC 61162 interfaces . 97
Bibliography . 100
Figure 1 – Functional model of track control as part of an integrated navigation system . 26
Figure 2 – Block diagram . 28
Figure 3 – High level block diagram . 29
Figure A.1 – Sequence of course change alerts (~A) . 51
Figure A.2 – Handling of the Back-up Navigator Alarm (NA) . 52
Figure G.1 – Scenario 1 plot . 62
Figure G.2 – Scenario 2 plot . 63
Figure G.3 – Scenario 3 plot . 64
Figure G.4 – Scenario 4 plot . 66
Figure H.1 – Spectral distribution of modelled GPS errors . 68
Figure H.2 – Wave sequence – sea state 5 . 70
Figure H.3 – Wave spectrum – sea state 5 . 70
Figure H.4 – Supertanker – sea state 5 . 71
Figure H.5 – Container ship – sea state 5 . 71
Figure H.6 – Fast ferry – sea state 5 . 71
Figure H.7 – Container ship – sea state 2 . 72
Figure I.1 – High level model block diagram . 74
Figure I.2 – Model block diagram . 86
Figure I.3 – Application with simple follow-up . 87
Figure I.4 – Control system using actuator outputs and feedback . 87
Figure I.5 – System with actuator mechanism, bypassing the rudder response model . 88
Figure I.6 – System with actuator mechanism using a fast rudder response time in the
model . 88
Figure I.7 – Turning circle manoeuvre – Ferry . 91
Figure I.8 – Turning circle manoeuvre – Container ship . 92
Figure I.9 – Turning circle manoeuvre – Tanker . 93
Figure J.1 – Adaptation to speed change . 94
Figure J.2 – Adaptation to changes along a leg . 95
Figure J.3 – Adaptation to current changes during turn . 95
Figure J.4 – Adaptation to sea state during turn . 96
Figure J.5 – Adaptation to sea state change on a leg . 96
– 4 – IEC 62065:2014 © IEC 2014
Figure K.1 – Track control system logical interfaces . 97
Table 1 – Simulator input rate . 29
Table 2 – Simulator output rate . 30
Table E.1 – Limits . 58
Table G.1 – Scenario 1 . 61
Table G.2 – Scenario 2 . 62
Table G.3 – Scenario 3 . 63
Table G.4 – Scenario 4 . 65
Table H.1 – Heights and periods for half-waves . 69
Table I.1 – Relationship between thrust lever and rudder models . 76
Table I.2 – Constant parameters of the model . 83
Table I.3 – Run-time inputs . 85
Table I.4 – Model outputs . 85
Table I.5 – Parameter sets for three ships . 89
Table I.6 – Results from turning circle manoeuvres . 90
Table K.1 – IEC 61162-1 sentences transmitted by the track control system . 97
Table K.2 – IEC 61162-1 sentences received by the track control system . 98
INTERNATIONAL ELECTROTECHNICAL COMMISSION
____________
MARITIME NAVIGATION AND
RADIOCOMMUNICATION EQUIPMENT AND SYSTEMS –
TRACK CONTROL SYSTEMS –
Operational and performance requirements,
methods of testing and required test results
FOREWORD
1) The International Electrotechnical Commission (IEC) is a worldwide organization for standardization comprising
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8) Attention is drawn to the Normative references cited in this publication. Use of the referenced publications is
indispensable for the correct application of this publication.
9) Attention is drawn to the possibility that some of the elements of this IEC Publication may be the subject of
patent rights. IEC shall not be held responsible for identifying any or all such patent rights.
International Standard IEC 62065 has been prepared by IEC technical committee 80: Maritime
navigation and radiocommunication equipment and systems.
This second edition cancels and replaces the first edition published in 2002 and constitutes a
technical revision.
This edition includes the following significant technical changes with respect to the previous
edition:
– alarms and warnings have been brought into line with the requirements for Bridge Alert
Management;
– requirements for the category B system have been revised;
– 6 – IEC 62065:2014 © IEC 2014
– the parameters of the ship models of Annex I have been adjusted to resemble more
Newtonian-like behaviour and the tidal current has been modelled;
– a new Annex K has been added with interface requirements.
This bilingual version (2017-09) corresponds to the monolingual English version, published in
2014-02.
The text of this standard is based on the following documents:
FDIS Report on voting
80/716/FDIS 80/729/RVD
Full information on the voting for the approval of this standard can be found in the report on
voting indicated in the above table.
The French version of this standard has not been voted upon.
This publication has been drafted in accordance with the ISO/IEC Directives, Part 2.
All text of this standard that is identical to that in IMO resolution MSC.74(69), Annex 2, is
printed in italics and the resolution (abbreviated to – A2) and paragraph numbers are
indicated in brackets i.e. (A2/3.3).
The committee has decided that the contents of this publication will remain unchanged until
the stability date indicated on the IEC web site under "http://webstore.iec.ch" in the data
related to the specific publication. At this date, the publication will be
• reconfirmed,
• withdrawn,
• replaced by a revised edition, or
• amended.
IMPORTANT – The 'colour inside' logo on the cover page of this publication indicates
that it contains colours which are considered to be useful for the correct
understanding of its contents. Users should therefore print this document using a
colour printer.
MARITIME NAVIGATION AND
RADIOCOMMUNICATION EQUIPMENT AND SYSTEMS –
TRACK CONTROL SYSTEMS –
Operational and performance requirements,
methods of testing and required test results
1 Scope
This International Standard specifies the minimum operational and performance requirements,
methods of testing and required test results conforming to performance standards adopted by
the IMO in resolution MSC.74(69) Annex 2 Recommendation on Performance Standards for
Track Control Systems. In addition, it takes into account IMO resolution A.694(17) to which
IEC 60945 is associated.
When a requirement of this standard is different from IEC 60945, the requirement in this
standard takes precedence. Also it takes into account IMO resolution MSC.302(87) on bridge
alert management (BAM).
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and
are indispensable for its application. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any
amendments) applies.
IEC 60945, Maritime navigation and radiocommunication equipment and systems – General
requirements – Methods of testing and required test results
IEC 61162 (all parts), Maritime navigation and radiocommunication equipment and systems –
Digital interfaces
IEC 61162-1, Maritime navigation and radiocommunication equipment and systems – Digital
interfaces – Part 1: Single talker and multiple listeners
IEC 61162-2, Maritime navigation and radiocommunication equipment and systems – Digital
interfaces – Part 2: Single talker and multiple listeners, high-speed transmission
IEC 61924-2, Maritime navigation and radiocommunication equipment and systems –
Integrated navigation systems – Part 2: Modular structure for INS – Operational and
performance requirements, methods of testing and required test results
IEC 62288, Maritime navigation and radiocommunication equipment and systems –
Presentation of navigation-related information on shipborne navigational displays – General
requirements, methods of testing and required test results
IEC 62616, Maritime navigation and radiocommunication equipment and systems – Bridge
navigational watch alarm system (BNWAS)
IMO MSC.74(69) Annex 2, Recommendation on Performance Standards for Track Control
Systems
– 8 – IEC 62065:2014 © IEC 2014
IMO resolution A.694(17), General requirements for shipborne radio equipment forming part
of the Global Maritime Distress and Safety System (GMDSS) and for electronic navigational
aids
IMO MSC.302(87), Performance standards for bridge alert management (BAM)
3 Terms, definitions and abbreviations
3.1 Terms and definitions
For the purposes of this standard, the following terms and definitions apply
3.1.1
active track
track activated for track control
3.1.2
alarm
high-priority alert
Note 1 to entry: Condition requiring immediate attention and action by the bridge team, to maintain the safe
navigation of the ship.
3.1.3
alert
announcement of abnormal situations and conditions requiring attention
Note 1 to entry: Alerts are divided in four priorities: emergency alarms, alarms, warnings and cautions.
Note 2 to entry: Alerts are additionally classified in two different categories for navigational purposes: category A
and category B as described in IMO resolution MSC.302(87).
Note 3 to entry: An alert provides information about a defined state change in connection with information about
how to announce this event in a defined way to the system and the operator.
3.1.4
along-track speed control
automatic control of the ship's speed during track control based on a pre-planned track
3.1.5
assisted turn
manoeuvre of a ship automatically controlled by a pre-set radius or rate of turn but not based
on the ship's position to perform an approximation of a curved track
3.1.6
back-up navigator
any individual, generally an officer, who has been designated by the ships master to be on
call if assistance is needed on the bridge
3.1.7
back-up navigator alarm
signal automatically sent from the TCS to call assistance to the bridge when the officer of the
watch fails to acknowledge certain alarms within a defined time period
Note 1 to entry: Note that the back-up navigator alarm does not represent an alarm as defined in 3.1.2.
3.1.8
consistent common reference system
sub-system or function of a TCS for acquisition, processing, storage, surveillance and
distribution of data and information providing identical and obligatory reference to sub-
systems and subsequent functions within a TCS and to other connected equipment, if
available
3.1.9
course
for marine navigation, horizontal direction in which a vessel is steered or intended to be
steered, expressed as angular distance from north, usually 000° at north, clockwise through
360°
Note 1 to entry: 360° is indicated as 000°.
3.1.10
course difference limit
maximum difference between track course and heading before a warning is activated
3.1.11
cross-track distance
cross-track error
perpendicular distance of a predefined point on the ship from the track including direction
(negative if the ship is left of the intended track)
3.1.12
cross-track limit
maximum cross-track distance before an alarm is activated
3.1.13
curved track
non-straight track between two legs
3.1.14
fall-back arrangements
automatic reaction of the TCS by using data, function or hardware of degraded quality in
relation to the failed one
EXAMPLE Dead reckoning for position information, heading control in case of a failure of track control.
3.1.15
FROM-waypoint
last passed waypoint
3.1.16
great circle sailing
sailing on the intersection of the earth surface and a plane containing the points A, B and the
centre of the sphere
3.1.17
heading
horizontal direction in which a ship actually points or heads at any instant, expressed in
angular units from a reference direction, usually from 000° at the reference direction
clockwise through 360°
Note 1 to entry: 360° is indicated as 000°.
3.1.18
heading control
control of the ship's heading
– 10 – IEC 62065:2014 © IEC 2014
3.1.19
heading monitor function
monitoring of the actual heading sensor by an independent second source
3.1.20
leg
straight line between two waypoints and/or curved track(s)
3.1.21
main conning position
place on the bridge with a commanding view providing the necessary information and
equipment for the conning officer to carry out his functions
3.1.22
minimum manoeuvring speed for track control
lowest fore/aft speed through the water at which the track control system is capable of
maintaining its performance within the specified accuracy limits
Note 1 to entry: The value depends on the ship's design and loading and on the present environmental
conditions.
3.1.23
NEXT-waypoint
waypoint following the TO-waypoint
3.1.24
override facility
control to perform the override function
3.1.25
override function
intentional fast change-over from automatic to temporary manual control
3.1.26
position monitor function
monitoring of the actual position sensor by an independent second source
3.1.27
primary position-fixing system
electronic position-fixing system (EPFS) used for track control and approved by the
International Maritime Organization (see 5.1.1.3)
3.1.28
radius of turn
radius of a curved track
3.1.29
rate of turn
change of heading per time unit
3.1.30
rhumb line sailing
sailing on a line on the surface of the earth making the same angle with each meridian
crossed
3.1.31
ship manoeuvring characteristics
range-of-manoeuvre possible for the ship
Note 1 to entry: Examples of the range-of-manouvres are: maximum rate of turn, minimum radius of turn,
maximum turn acceleration and deceleration.
3.1.32
single operator action
procedure achieved by no more than one hard-key or soft-key action, excluding any
necessary cursor movements, or voice actuation using programmed codes
3.1.33
speed
absolute value of velocity
Note 1 to entry: May either be the ship's speed through the water, or the speed made good over the ground.
3.1.34
steering mode selector
switch provided for the selection of manual steering modes and automatic steering devices
3.1.35
surge
forward component of ship motion
3.1.36
sway
athwartships component of ship motion (positive to starboard)
3.1.37
temporary track
track that originates at the current position of the ship and joins the pre-planned track
Note 1 to entry: The temporary track may include temporary waypoints which can be identified as different from
the waypoints of the pre-planned track.
3.1.38
TO-waypoint
waypoint which the ship is approaching
3.1.39
track
path to be followed over ground
3.1.40
track control
control of the ship's movement along a track, where corrections made by the controller to
compensate for wind, drift and other influences, are based on the cross-track error and not
only on the bearing to the destination waypoint (TO-waypoint)
3.1.41
track course
direction from one waypoint to the next, a constant course on a rhumb line track and a varying
course on a Great Circle track
3.1.42
warning
alert for condition requiring immediate attention, but no immediate action by the bridge team
Note 1 to entry: Warnings are presented for precautionary reasons to make the bridge team aware of changed
conditions which are not immediately hazardous, but may become so if no action is taken.
– 12 – IEC 62065:2014 © IEC 2014
3.1.43
waypoint
geographic position together with its associated data
3.1.44
wheel-over-line
WOL
line where the ship has to initiate a curved track to eliminate the effect of any offset with
respect to the new course, taking into consideration the distance required for the ship to build
up the necessary rate of turn
3.1.45
wheel-over-time
WOT
point in time when the track control system initiates the planned course change
3.1.46
yaw
rate of turn (positive to starboard)
3.2 Abbreviations
~A Not applicable for category A systems
ACCA Actual course change alarm
ACCW Actual course change warning
BAM Bridge alert management
CCRP Consistent common reference point
CCRS Consistent common reference system
COG Course over ground
DGPS Differential GPS
DR Dead reckoning
ECCA Early course change alarm
ECCW Early course change warning
ENC Electronic navigational chart
EPFS Electronic position fixing system
EUT Equipment under test
GC Great circle
GPS Global positioning system
INS Integrated navigation system
NA (Back up) Navigator alarm
RL Rhumb line
ROT Rate-of-turn
SDME Speed and distance measuring equipment
SWH Significant wave height
TCS Track control system
WOL Wheel-over-line
WOT Wheel-over-time
4 Application of this standard
The application of this standard is as follows.
a) (A2/1) Track control systems in conjunction with their sources of position, heading and
speed information are intended to keep a ship automatically on a pre-planned track over
ground under various conditions and within the limits related to the ship's manoeuvrability.
A track control system may additionally include or be combined with
– heading control;
– along-track speed control (see Annex B).
b) Planning the track by waypoints may be performed
– as part of the track control system, or
– by importing waypoint or track data.
c) The track control system shall ensure the integrity of the geodetic datum, the ship
manoeuvring characteristics and the curved tracks of the imported data.
d) This standard applies for track control systems which can exchange data with a heading
sensor, speed sensor, EPFS and/or heading controller but excludes waypoint data
exchange.
e) If a track control system automatically receives additional data, including waypoints, from
other navigational aids, the requirements of IEC 61924-2 for this data exchange shall also
apply.
f) If a track control system is integrated into an INS, the corresponding requirements of INS
(as defined in IEC 61924-2) shall apply, for example concerning
– route planning by waypoints,
– data transfer of safety-checked waypoints and
– monitoring of navigational safety for example by charts.
g) Track control does not necessarily require that ENC or other geographic data such as
shallow area information be taken into consideration by the track control system.
h) (A2/2.1) These IMO Performance Standards are applicable for track control systems
working
– at ship's speed from minimum manoeuvring speed up to 30 kn; and
– at ship's maximum rate of turn not greater than 10°/s.
i) These performance standards do not apply to High Speed Craft as defined by SOLAS
chapter 10.
j) (A2/2.2)Track control systems fitted on ships shall meet all requirements of the IMO
Performance Standards (MSC.74(69) Annex 2 Recommendation on Performance
Standards for Track Control Systems) relating to straight tracks.
k) Systems fitted on ships requiring curved track control shall additionally meet all the
requirements relating to curved tracks (category C).
l) This standard applies to three categories of track control systems:
Category A: Single leg track control or multiple leg track control without assisted turns
between legs;
Category B: Multiple leg track control with assisted turns between legs;
Category C: Full track control on legs and turns.
Some requirements contained in this clause cannot be verified by objective measurements.
The manufacturer shall declare that compliance to these requirements is achieved and shall
provide relevant documentation. The declaration(s), documentation and, where necessary, the
equipment shall be checked. The manufacturer shall also declare the general hardware and
functional composition of the equipment and the relevant category of IEC 60945 for each unit.
– 14 – IEC 62065:2014 © IEC 2014
5 Requirements
5.1 Operational requirements
5.1.1 Functionality
5.1.1.1 Track control steering modes
(See 6.4.3.2)
(A2/5.1.1) A track control system shall be able to steer the ship from its position
.1 to a single waypoint; or
.2 along a track containing a sequence of waypoints
using rhumb line or great circle sailing.
5.1.1.2 Starting requirements
(See 6.4.2.1, 6.4.2.2, 6.4.2.3, 6.4.2.4, 6.4.3.1)
(A2/5.1.2) The system shall allow the officer of the watch (user) to start or restart track
control only if
– the required position, heading and speed sensor data are valid and selected.
– the pre-planned track has been checked for plausibility and correctness of geometric and
ship-dependent limits (see Annex E) before becoming the active track
and if
– the ship's position relative to the selected track,
– the difference between track course and actual heading,
– the ship's manoeuvrability
will result in a safe approach manoeuvre to the track. A safe approach manoeuvre is a
planned manoeuvre which is within the manoeuvring characteristics of the vessel and which
does not result in an unexpected turning direction.
For this purpose, the system shall allow the user at least one of the following options:
a) to select the TO-waypoint or a leg on a pre-planned track and to select the maximum
allowable difference between the bearing to the TO-waypoint and the actual heading;
or
b) to define a temporary track to go to the pre-planned track. The temporary track shall meet
all ship manoeuvring characteristics which apply to a pre-planned track (~A).
5.1.1.3 Primary position-fixing system
(See 6.2.2.2)
(A2/5.1.3) The primary position-fixing system used for track control shall be an electronic
position-fixing system (EPFS) approved by the International Maritime Organization.
5.1.1.4 Position monitoring
(See 6.4.5.3)
(A2/5.1.4) The ship's position shall be continuously monitored by a second or additional
independent position source. If the ship is fitted with a second EPFS and position is available
from this EPFS its position shall be used for position monitoring. Otherwise, estimated
position by dead reckoning (DR) as a minimum shall be used as the second position source
for position monitoring. The DR position shall be derived from a shipborne heading sensor
and a speed and distance measuring equipment (SDME). Means shall be provided to adapt
the acceptable deviation to the required steering accuracy. This monitoring need not be an
integral part of the track control system.
5.1.1.5 Early course change warning (~A)
(See 6.4.5.12)
A graphical description of the sequences described here is given in Annex A Figure A.1.
(A2/5.1.5) In the case of track control by a sequence of waypoints, an 'early course change
warning' shall be given up to 6 min, and no later than 3 min, before the wheel-over time.
If the early course change warning is not acknowledged within 30 s, at the latest 2 min 30 s
before the wheel-over-time, the alert priority shall change from warning to alarm.
The early course change alarm is defined to be associated with NA activation (see 5.1.3.11).
5.1.1.6 Actual course change warning (~A)
(See 6.4.5.12)
A graphical description of the sequences described here is given in Annex A Figure A.1.
(A2/5.1.6.1) In the case of track control by a sequence of waypoints an actual course
change warning shall be given 30 s before the wheel-over time.
If the actual course change warning is not confirmed/acknowledged by the officer of the watch
(user) within 30 s the alert priority shall change from warning to alarm.
NOTE This warning is superfluous, if the NA from the unacknowledged early course change alarm is already
active.
(A2/5.1.6.2) The system shall provide means for the officer of the watch (user) to
confirm/acknowledge the actual course change alerts.
(A2/5.1.6.3) With or without the confirmation/acknowledgement, the ship shall follow
automatically the track.
(A2/5.1.6.4) If the actual course change alarm is not confirmed/acknowledged by the officer
of the watch (user) within 30 s of wheel-over a back-up navigator alarm shall be given as fully
described in 5.1.3.11.
5.1.1.7 Change of waypoints
(See 6.4.2.2, 6.4.2.3, 6.4.2.4, 6.4.2.5, 6.4.3.1.6, 6.4.3.1.8, 6.4.3.1.9)
(A2/5.1.7) In the case of track control by a pre-planned sequence of waypoints, it shall not
be possible to modify the TO-waypoint, the FROM-waypoint and (~A) the NEXT-waypoint of
the active track and their relevant assoc
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