RADAR PLOTTING and ARPA

The purpose of this module is to give the trainees sufficient

knowledge of the fundamental principles of radar and the
knowledge and understanding of the factors that affect the
reliability and performance of the radar.
Introduction
Radar is an object-detection system which
uses electromagnetic waves—specifically radio
waves—to determine the range, altitude,
direction, or speed of both moving and fixed
objects such as aircraft, ships, spacecraft, guided
missiles, motor vehicles, weather formations,
and terrain. The radar dish, or antenna, transmits
pulses of radio waves or microwaves which
bounce off any object in their path. The object
returns a tiny part of the wave's energy to a dish
or antenna which is usually located at the same
site as the transmitter.
The military applications of radar were developed
in secret in nations across the world during World
War II. The term RADAR was coined in 1940 by
the U.S. Navy as an acronym for radio
detection and ranging. The term radar has since
entered the English and other languages as the
common noun radar, losing all capitalization. In
the United Kingdom, the technology was initially
called RDF (range and direction finding), using
the same initials used for radio direction finding
to conceal its ranging capability
Fundamental Theory wavelengths and frequencies used

Radio waves are

electromagnetic motions
and consist of Crests and
Troughs

The wavelength is the

distance between two
successive crest s of waves
it is measured between 0.1
– 30000-mm
Fundamental Theory wavelengths and frequencies used

Frequencies are number

crest, which passes a fixed
point per unit time

Frequencies are closely

associated

If the wavelength is far

apart it is Low frequency
And if more wavelength
passes per second it is
called High Frequency
Fundamental Theory Radar bands
S band radars (10 cm) operate on
a wavelength of 8-15 cm and a
frequency of 2-4 GHz. Because of
the wavelength and frequency, S
band radars are not easily
attenuated. This makes them useful
for near and far range weather
observation. The National Weather
Service (NWS) uses S band radars
on a wavelength of just over 10 cm.
The drawback to this band of radar
is that it requires a large antenna
dish and a large motor to power it.
It is not uncommon for a S band
dish to exceed 25 feet in size.
Fundamental Theory Radar bands
C band radars (5cm) operate on a wavelength of 4-8 cm and a
frequency of 4-8 GHz. Because of the wavelength and frequency,
the dish size does not need to be very large. This makes C band
radars affordable for TV stations. The signal is more easily
attenuated, so this type of radar is best used for short range
weather observation. The frequency allows C band radars to create
a smaller beam width using a smaller dish.
Fundamental Theory Radar bands
X band radars (3 cm) operate on a wavelength of 2.5-4 cm and a frequency of
8-12 GHz. Because of the smaller wavelength, the X band radar is more sensitive
and can detect smaller particles. These radars are used for studies on cloud
development because they can detect the tiny water particles and also used to
detect light precipitation such as snow. X band radars also attenuate very easily, so
they are used for only very short range weather observation. Also, due to the small
size of the radar, it can therefore be portable like the Doppler on Wheels. (DOW)
Most major airplanes are equipped with an X band radar to pick up turbulence and
other weather phenomenon.
Radar Components ANTENNA
It transmits the radio wave in a
concentrated beam.

It rotates by the help on a rotor

The signals which returns via the
antenna are converted into lower
frequency signal, which are amplified
Signal becomes visible to the operator
in the form of a radar picture
Radar Components POWER SUPPLY

If the ships main power supply is

run by DC, power must be
supplied Via a converter
If the ship’s main is in AC power
to the radar must by supplied via
a transformer

Radar echoes are displayed on a

Cathode-Ray Tube (CRT) it is
utilized by A-scan or short
persistence Tube
Plan position Indicator
Raster Scan Display
Radar Components POWER SUPPLY
• In a radar receiver the incoming signal is fed to a
series of amplifiers and further to a detector or
demodulator which smoothens out the signal
• The greatest problem is to keep the noise level
down
• On the radar noise appears as speckled
background on the screen and must be kept as
low as possible for the navigator to see weak
echoes
• The main task of the receiver is to amplify the
reflected weak echoes and make them suitable for
transmission to the indicator.
Radar Components POWER SUPPLY
• The trigger transfer pulses to the modulator
• The magnetron converts the input into high
frequency oscillations
• High frequency oscillation are fed via a wave-guide
or coaxial cable to the transmitter / receiver switch

• Duration of the transmitted radar pulse may vary

from less than 0.1 microsecond to as much as 1.5
– 2 microseconds. Intervals between the pulses
are typically between 500 to 4000 microseconds
Radar Components Five main Parts
• It is not necessary for the operator to know all the details about each
radar components
• A basic understanding of how radar works its capabilities and
limitations is minimum requirements

• Antenna
• Transmitter with
Magnetron, modulator
and trigger
• Receiver with Mixer,
amplifier Equalizer
and video amplifier
• Display unit
• Power supply with
power transformer
Radar Components Five main Parts
• Radar sweep is the
transmission of one radar
pulse only

• Radar scan is one

complete 360 degrees
rotation of the antenna

Parameters in taking up targets

Antenna Height
Height of target Radar range varies with the following
Size of target Vertical beam width
Target reflecting area Selected pulse range
Material of the target Height of antenna
Shape of the target Installation of antenna
Weather condition Ship’s trim
Normal Transmission of RADAR Waves
We have normal transmission of radar waves when conditions are such that the
radar range is approximately 10-15% greater than the distance to the optical
horizon
Such conditions normally exist with cold air masses.
The longer the wavelength, the greater the tendency to bend round objects.
Hence you can expect the 10cm radar to have greater range than the 3 cm radar.
Sub-refraction
• When warm moist air remain over cold water. The air is cooled from below
and fog often the result
• Temperature and humidity will increase with altitude and the radar wave will
bend upwards ; decreasing the radar range and this is called Sub-refraction

SUB-REFRACTION DECREASE RADAR RANGE

• With conditions of light and low clouds over cold water we often get a condition
called “Ducting”
• That is radar beam is reflected several times between the fog and sea surface, the
radar ran can be increased considerably. Ducting can be expected to take place
when temperature inversion exist s and the atmosphere is calm.
Radar Blockout
• With conditions of considerable ground fog we can gat a total radar blackout
• All radar waves are reflected from the top of the fog
• Stationary warm air masses located on top of cold sea.
• If the height of the fog is less than the height of the radar antenna, a total
refraction of the radar signal from the top of the fog may take place.

• Be particularly watchful during conditions when warm air masses can be expected
to move in over cold sea. When this occurs, together with rapid changes in air
moisture content, the situations should be carefully observed.
Weather Condition
• During weather condition including heavy
rain, thunderstorms etc. S-Band radar is a
better choice than the X-Band radar
Weather Condition

SEA CLUTTER – echoes are caused by

reflection of the radar pulse against the
sea waves marine radars are equipped
with rejection system to minimize the
effect of the sea clutter. This control is
often named “Anti-Clutter Sea” or “STC”

RAIN CLUTTER - rain squalls and

showers appear on the screen as a woolly
mass. An intense rainstorm can be detected
up to 25 miles Echoes inside the rainstorm
will be obscured by rain clutter
False Echoes and disturbances
Own ship’s antenna receives signals
from another radar .
Fan shape broken lines emanating from
the center of the screen

Most radar equipment and disturbance

on the radar screen may have many
different appearance and causes

Some faults can affect the accuracy, so

whenever disturbances are observed be
especially aware of this possibility.
False Echoes and disturbances
If the radar signal is
reflected from objects
onboard own ship in such a
way that the pulse hits a
target it may receive a false
echo at almost the same
distance as to the real target
but in a different bearing.
This false echo often be
located on the ships blind
sector

It is advisable that the

navigator knows the exact
location of his blind sectors.
This is important in order to
take actions to minimize the
effect of the blind sectors
Blind Sector
Antenna not placed at the
ships highest point
Structures above antenna
will create blind sectors on
radar screen. Objects
within these sectors will
normally be invisible in the
radar screen

It is relatively easy to plot

the blind sector s if this is
done during a period with a
lot of sea clutter. the blind
sectors can be seen as
distinctly dark sector in the
sea clutter area.
Plot each sector on a
plotting sheet and place
this so it can easily be seen
from the radar observers
position.
Multiple Echoes
Multiple echoes can be
created by reflection
between own ships and an
object before the scanner
finally collects its energy
A line of target on the
same bearing and with
equal distance between
them. True echoes is the
one nearest to the ship
The shapes of multiple
echoes are less defined
than that of the original
echo and they are
weakening in intensity
outwards.
Reduction of gain and
clutter will remove the
false echo before the true
echo
Side Echoes
Side echoes are caused
by the side echoes
Nearby targets are picked
up by the side lobes as
well as by the main lobe.

It is impossible to design
a scanner without side
lobes although the
construction of an aerial
affects the magnitude of
the side lobes. however
today many slotted wave
guides scanners have
almost eliminated the
visual effect of side
echoes
Heading Marker Error

Correct
Early
Late activation
activation
activationof
ofofHM-switch
HM-switch
HM-switch
Heading Marker Error
Radar waves transmit in a straight
line radar coastline echo appearance
will be determined by the
topography. The radar picture can be
quite different from the map. radar
picture at low tide will be very
different from that at high tide if
there is Large difference between
high and low water knowledge of
the topography affects on the radar
picture can be of great importance
whenever own ship’s position
determination must be based only on
information form the radar display.

Another important reason for the

difference between sea map and the
radar image is the radar range and
bearing discrimination parameters,
i.e. how much the radar “magnifies”
the echo in range and bearing.
Measurement of Range
The range accuracy of the
radar is generally high. Range
can be measured on radar with
reference to fixed range rings
equally spaced around own
ship’s position on the radar
screen. For more accurate
measurement of range modern
radars provide a variable range
ring which can be positioned in
any range on the screen. It
should be constantly check for
accuracy against fixed rings
which is more stable.

Fixed range rings can be used

when the need for high
accuracy is not important.
RADAR Controls

POWER

ANTENNA

RADAR

POWER
RADAR WARNING
ANTENNA FAILURE
FAILURE 12v LOW When
ROTATION
MAGNITUDE flashing LOW
UNSTABLE
CURRENT this
When
warning
flashing button
this
When flashing indicates
warning
this a serious
indicates
warning some power
indicates failure
problems
some with
problems
from
the the
the main
withradar power supply to the radar
antenna
radar
RADAR Controls
This is the main power
switch for the radar and To stop transmission
Radar Radar and high tension Scanner Starts and stop
is normally connected to
ON/OFF a timing device , which
St. by supply while keeping ON/OFF the scanner
automatically provides the filaments warm
the warm up time thus having the
necessary prior to radar ready for use
operation within seconds
RADAR Controls
The brilliance or video control adjust the signal
Brilliance Brilliance
intensity of the PPI
+ -
Correct the adjustment when the sweep is barely
visible on the screen
RADAR Controls
The control can be compared at the volume
Gain Gain control on the radio
+ - Correct the gain setting is when the noise is
barely visible on the screen
RADAR Controls
The control can be compared at the tuning control on
Tunning Tunning the radio
+ - For optimal receiver sensitivity the “transmitter” must
tuned must be tuned as accurately as possible On
some radars this control is automatic.
RADAR Controls
This control determines the sharpness and clarity of
Focus Focus the radar picture focus setting is easy with the range
+ - ring on.
On some radars this control is automatic.
RADAR Controls
Whenever excessive sea echoes are presented, sea
clutter should be applied so that only few sea echoes
Sea clutter Sea clutter remains on the radar screen
+ - This function is active only to a distance of 4-5 n.mi. do
not operate the radar with the radar with the sea clutter
in a fixed position
RADAR Controls

The purpose of this function is to reduce echoes from rain.

Rainclutter Rainclutter This function activates a differentiator which automatically
+ - breaks p large echoes to enable visibility of other objects. Do
not operate the radar with a fixed anti clutter rain setting
RADAR Controls

Range Range This control switches adjust the fixed range ring
Rings Rings intensity The intensity of the rings should be
+ kept to a minimum at all times. If not in used,
- keep it switched off
RADAR Controls
The variable electronic bearing line is utilized to
EBL EBL
obtain bearing information mainly used when
+ - own ship is not located in the center of the
display
RADAR Controls

VRM VRM The variable range marker or ring is used to

obtain the distance from sweep center to any
+ - position on the display
RADAR Controls

Manual Drift
Manual
Gyro
LogDrift
Manual
Direction
ON/OFF
Speed

Used together with the roller ball to increase of decrease

Used
Used
Connect
the Connect
together
together orfor
with
withdisconnect
the
or disconnect
required value the
roller
roller
the
manualGyrolog
ball
speedtofrom
ball to
compass the
specify radar
Specify
input estimated
from
to drift
the
the radar
radar
drift direction
magnitude
RADAR Controls

Fixed Rings
Panel
Cursor
A/N
Illum.
Bearing
ON/OFF
Brill.
Scale

Used
Used
Used together
together
together with
with the
the
with roller
roller
the ballball
ball
roller totoregulate
adjust thethe
to adjust fixed
range
backgroundringsofillumination
illumination
intensity ofthethe
theelectronic
A/N
cursor
displayed
ofon
thethe
push
display
databuttons
bearing scale
RADAR Controls

Relative
Course
North
Head
True
Motion
Up

When
When lit, lit,
When lit,this
this this button
button buttonindicates
indicates thethe
indicates relative
a the true Motion
stabilised North
un-stabilised
CourseUp
Head
motion Up
Up presentation
presentation
presentation
presentation isisisselected
is selectedselected
selected
RADAR Controls

Range
Range
+
-

Afterglow
Afterglow
+
-

Every time this button is pressed, the range is increased/

decreased by one step. This switch also controls the
selection of the
Every time pulse lengthis as
button all ranges
pressed from 6 n.mi.
the afterglow timeand
is
below are given
decreased
increased byone
by a step.
one short
step. pulse while all ranges above 6
n.mi. received a long pulse settings
RADAR Controls

Reset
H/L
Set
Supress
Center

Pressing this button will place the sweep center in the

This function
position of theismarker
used to remove the heading line for a
short period to see if weak echoes are hidden. The switch
is spring-loaded
Pressing so itwill
this button cannot
reset be leftsweep
the in thecenter
off position.
in the
default position
RADAR Controls

The roller ball is used to position marker in required

The
TheEBL
VRMControl
Control
is used
is used
to to
position
position
thethe
electronic
variable bearing
range
position used for example to define new sweep center
line
marker
in theinrequired
the required
position
range
ARPA
ARPA is an abbreviation for:

AUTOMATIC RADAR PLOTTING AID

Basically an ARPA is a computerized radar

plotting system, which can perform radar
plotting manually or automatically
according to the operators' choice
RADAR Plotting
Modern radar now-a-days are
equipped with an electronic plotting
feature known as ARPA this feature
makes plotting directly on the radar
display very convenient and replaced
the need for the reflection plotter or
plotting sheet.
Principal ARPA System
Computer based radar
system have been used on
board naval vessels since
the 1950’s but not until the
end of the 1960’s did
systems for merchant
maritime use come onto the
market

These system were well

received because of new, more
economical technology and
good business conditions for
shipping.
Principal ARPA System

It is not by chance that the

transition from
conventional radar to ARPA
has been compared to the
pre- and post-radar era
onboard ships. We can
expect some of the same
problem as in that first
transition if proper and
thorough training is not
received.

When it works properly, ARPA is a fantastic tool in the hands of a

qualified navigator with proper training. In the hands of untrained
personnel, it is a dangerous tool, which can add to the cause of
collision.
Principal ARPA System
One main requirement
for all users of ARPA is
to have good knowledge
of the principles of
manual plotting in order
to understand the
information given by the
instrument.
on the same principles,
it is necessary to obtain
maximum usage of the
equipment in a safe and
responsible manner
Principal ARPA System
Since the first computerized radar
system was introduced up to this
present time many different ways of
presenting the information has been
developed, produced and delivered,
today, regardless of graphic
presentation.

All ARPA systems must be able to

present target information in form of
both relative and true vectors
Both types of vectors should be time
adjustable, in addition to displaying
targets information graphically, all
ARPAs also display targets information
digitally on the traffic display or on a
separate screen.
Principal ARPA System
Since the first in addition a number of graphical symbols are used fro
different purposes

Z
• Defining Stationary targets
• Indicating Navigational Marks
• Sailing Routes
• Pointing out targets that causes alarms
ARPA Display Information
Warning about the technical problem of the ARPA
Defining stationary targets
Indicating navigational landmarks
Sailing routes
Pointing out targets that causes alarms etc.

True speed vector indicates he targets

TV speed and course

Relative speed vector indicates targets

RV relative course and speed

Track History should be provided on

TH request to indicate the targets pass
track history

Point of possible collision is the point

PPC at which a collision could take place

Predicted Area of danger is the area to be

PAD avoided based on CPA and TCPA setting and
relative target speed
ARPA Display Information
000
350 010
Range 340 020 CURSOR: ( T) 102.8° 08° 45.879 N

6 330 030
5.4 n.mi. 121° 25.574 E
Ship Data
320 040
HDG: 240.5°
RINGS OFF SPD: 20.4 kn
310 050
COG: 241.3°
TX 8 (S) SOG: 20.0 kn
MASTER 300 060

STND BY NO ALARMS
290 070 TARGET DATA
Rng --.- N.M.

MP
T Brg ---.- °
CPA --.- N.M.
TCPA --.- Min
280 080 COG ---.- °
SOG ---.- Kt
BCR --.- N.M.
BCT --.- Min

270 090
WAYPOINT DATA
WPT 0034 Brg 347.3°
DTG 0.86 N.M.
260 100
XTG (L) 0.24 N.M
TTG 00:45

110
250
HL GPS

240 120
LAT: 24° 15’ N
EVENT LONG: 124° 37’ E
ENH OFF 230 130

GAIN 220 140

AZ PI TOOLS

210 150 ARPA SYSTEM NAV

RAIN
MAN 200 160 CENTRE TRIALS NAV BRILL
190 180 170
SEA
ARPA Display Information
Most ARPA system today has 2 to 3 type s of acquisition for plotting

Manual Manual Auto

Acq. Acq.

Manual mode means that the

operator by a means of a pointing
device place a acquisition symbol on
top of an ARPA echo and presses the
MANUAL bottom to tell the computer
to register time and position

After a few minutes the operator must

re position the mouse on top of the
echo and press the acquisition again ,
the computer will now calculate target
information and present to the
operator in form of a symbol of target
vector.
ARPA Display Information
Most ARPA system today has 2 to 3 type s of acquisition for plotting

Manual Manual Auto

Acq. Acq.

Manual acquisition means that the

operator by a means of a pointing
device place a acquisition symbol
on top of an ARPA echo and
presses the MANUAL
ACQUISITION bottom

After a some time normally less

than 60 seconds the computer
presented the operator with the
calculated target information.
ARPA Display Information
Most ARPA system today has 2 to 3 type s of acquisition for plotting

Manual Auto
Manual Acq. Acq.

Before ARPAS can be operated in

Automatic Acquisition Mode. The
search criteria must be specified

The operator should remember

that most ARPA systems are more
sensitive in manual mode that in
automatic mode. This is
particularly important under
difficult operational conditions
such as during restricted visibility. Guard Ring
ARPA Display Information
Most ARPA system today has 2 to 3 type s of acquisition for plotting

Manual Manual Auto

Acq. Acq.

Before ARPAS can be operated in

Automatic Acquisition Mode. The
search criteria must be specified

The operator should remember

that most ARPA systems are more
sensitive in manual mode that in
automatic mode. This is
particularly important under
difficult operational conditions
such as during restricted visibility.
Search Area
ARPA Display Information
Most ARPA systems can operate in
several acquisition modes , when
operating the ARPA system in
manual or manual acquisition
mode the operator decide all the
time how many echoes should be
plotted. Since the capacity of the
tracking system are limited the
operator should make it a working
habit to cancel target that are no
longer required
When operating the ARPA in
automatic acquisition mode, the
operator must be aware of the
following tracking system
limitations
Normally the sensitivity of the
ARPA tracking system is r educed
when operating in Automatic
Acquisition Mode.
ARPA Display Information

Guard
Ring

When the Guard Ring

Philosophy is used by the
ARPA tracking system,
echoes can escape
acquisition because they are
detected by the radar at a
range closer than the
distance to the inner guard
ring or the echoes remain
between guard rings
ARPA Display Information

Search
Area

When the search Area philosophy

is used, echoes can escape
acquisition because they are
outside the specified area or too
many echoes are picked up,
resulting in system overload.
ARPA Display Information
When the operator is acquiring the target
what he it actually doing is telling the ARPA
to search a target in that position since a
target is hit by several radar sweep the area
pointed should have several target size
range and bearing. This area is called
Tracking gate or tracking window

The number of sweeps digitized in each

tracking gate depends on the tracking
philosophy used by the actual ARPA
manufacturer. Several sweep is always
required.

In order to start digitising the analogue radadr echo, the echo must have a
certain size or amplitude. Another important requirement is that the echo is
not lost by too many scans during a specified time, as this will result in
rejection of defining the echo as a possible target and no further processing
will be executed
ARPA Display Information
As soon as the ARPA tracking system
defined a target as a “manoeuvring target”
the fast filter is connected, this means that
the updating of the information presented to
the operator represents the average target
data calculated from the last 3 to 5 scans
depending of ARPA manufacturers software
configurations. In other words, it takes time
before the ARPA detects a manoeuvre, once
the manoeuvre is detected the ARPA will
update the information more often, but the
information will always be behind the real
situation.

The information on the ARPA is always delayed in relation to “real Life” and
this fact must be taken into account at all times

Only a few samples are used for calculations of target data during target
manoeuvring. Still what you see in the ARPA is history
ARPA Display Information

VECTOR VIEW

Familiarization with the

target presentation on your Z

ARPA is very important.

Use the ARPA in good
visibility to understand
better the system
limitations.
ARPA Display Information

PAD VIEW

Familiarization with the

target presentation on your Z

ARPA is very important.

Use the ARPA in good
visibility to understand
better the system
limitations.
ARPA Display Information
The ARPA should clearly warns the
operator of Lost targets

Reasons for losing targets

• Target moved outside radar
range
• Target Lost in Clutter
• Target entering Blind Sector
• The target is a submarine

The operator should make it a habit to try

to figure out the reason for a lost target as
this can help to understand the ARPA
system limitations
In the ARPA manual technical conditions
for triggering a lost target should be given
Often this is related to a fixed number of
“no hits” during specified number of scans
ARPA Display Information
The ARPA system starts up procedure varies from system to system however, the following
points outline the minimum of what must be checked before ARPA is operated in basic
mode, i.e. For traffic surveillance.
Overlooking one or more of these points may cause serious consequences
ARPA Display Information
• switch on the ARPA and check that the
required radar in connected and properly
adjusted
• Check that the ships corrected course is feed
up into the system, i.e. Correct the gyro course
if necessary
• Check the radar antenna alignment is correct, if
not correct it.
• Check that the required log is selected (the log
should provide speed through water, no
correction for drift and current)
• Select required radar mode, normally True
motion course Up or True Motion North Up
should be used for traffic surveillance purposes.
• Select required range. Vector length and
collision warning criteria
• Familiarize yourself with the ARPA
manufacturers recommended start up
procedures and other recommendations.
ARPA Display Information
If a navigation features are available on your ARPA and you intend to use
them, the following additional points must be checked
• Date and time should be
displayed correctly on the
ARPA information system
• Own ship position input
must be kept correct on
the ARPA at all times,
otherwise all positions
calculated by the ARPA will
be incorrect
• In coastal area, navigation
check-points should be
marked on the ARPA in
order to assist the
navigator in detecting a
possible positioning error
as soon as possible.
• Special requirements
pointed out by the ARPA
manufacturer.
ARPA Display Information
If a navigation features are available on your ARPA and you intend to use
them, the following additional points must be checked
• The main purpose of the ARPA is to provide the navigator with the best possible overview of
the traffic situation at all times, in order to do so nowadays ARPA can display any traffic
situation which is easy to understand mode
• today's navigator prefers the True motion course up true vector sea stability mode
ARPA View

• The ARPA picture is stabilized at 240°, own ship’s heading is 240°, speed 15 knots, selected
vector length is 12 minutes.
ARPA View

• The ARPA picture is stabilized at 240°, own ship’s heading is 240°, speed 15 knots, selected
vector length is 12 minutes.
ARPA View

• The ARPA picture is stabilized at 240°, own ship’s heading is 240°, speed 15 knots, selected
vector length is 12 minutes.
ARPA View

• Same traffic situation but the ship change course to 30° to starboard observe that not
rotation that ARPA display has change. Observe that radar picture remains stabilized on the
intended course during avoiding actions.
ARPA View

• True motion
Own ship course
is now up istowithout
steady 270° anda doubt theARPA
on the best presentation
the course upforreference
traffic surveillance
has changeand
to
for
samemaintaining
reference overview
270°. theof the situation
change can be around
done atthe
anyship
timeatasallthe
times
navigator feels to do so.
• True motion, course Up, true Vector is the closest we can get to what is referred to as
positive “Instrumentation”. That is, the instrument should provide the simplest and best
possible overview of the information provided to the operator at all times
ARPA View

• Whenever CPA / TCPA information is needed this can be graphically easily obtained by
pressing the spring loaded relative vector button. Target CPA/TCPA is also available in
alpha numerical format on the screen.
ARPA View

• Same situation as before the course change was executed to course up but the ARPA is
stabilized relative to North. When this mode is used the navigator has to turn the image 180
in his head in order to correct the direction of the image,
• Many navigators don’t like the North stabilised picture, especially sailing on southerly
courses, as they get the feeling of sailing in the wrong direction from this ARPA presentation
ARPA View

240° 15 kts

• This presentation is available to some ARPA system. However it is not recommended. As

long as Course Up or North Up is available. The main reason being that the picture is very
much distort is being caused by the ships yawing and course changes
• An unstabilized True Motion presentation should be regarded as a last resort, i.e. an
emergency presentation to be used when stabilized presentation are failing for one reason
or another.
ARPA View
240° 15 kts

• The relative motion north up is good presentation for navigation, however is cannot
recommended for traffic surveillance as it is not giving any information about calculating
target aspect.
• The relative motion presentation is difficult to interpret correctly during dense traffic
requiring frequent course alterations, taking about traffic surveillance by ARPA, this
presentation should only be used when true motion is not available.
ARPA View
240° 15 kts

• The relative motion head up can be defined as the ARPA emergency mode. Only
recommended when everything else is failing. Not recommended and not suitable for traffic
surveillance at all.
• Relative motion – Head Up is the presentation which gives the shipping industry the phrase
“Radar assisted collision”. Off course, the radar did not cause he many collision, the collision
took place because the navigator did not understand the information provided by the ARPA
and does not have sufficient time to do proper plotting.
ARPA View
240° 15 kts

• All radar ARPA presentation presented so far can be classified so far as pure radar ARPA
presentation. overtime it is strongly recommended only to use pure ARPA presentation as
impure or mixed presentation can get you into real trouble. A mixed presentation is actually
what is presented in the screen during critical situation. This can also be used but use it
correctly during short intervals
• Mixed presentation should be used with utmost care, several collisions can be traced back to
the use of mixed radar/ARPA presentation over the past 15-20 years.
ARPA View
240°

Own ship;s speed through water 15 kts

Head current 3kn

• When using ARPA for traffic surveillance purposes own ship speed through the water is
highly recommended as input to the ARPA system, no corrections should be made for
current or drift the main reason for this is as this is the only way in acquiring target
calculated aspect.
• Avoid using speed input from Doppler log or GPS as this normally gives speed over ground.
Fine for navigation, useless for traffic surveillance.
Risks of over reliance on ARPA
• Raster scan ARPA display “Lock Up”
• Mixing trial and real time information
• Wrong speed input or overlooking type of
speed input in the ARPA
• No correction for gyro course error before
input to ARPA
• Misinterpreting of display symbols may caused
severe problems
• Operating long periods in “impure
presentations” may cause serious
consequences
• Exclusive reliance on ARPA will sooner or later
give your a problem.

• Remember that ARPA is only a navigational aid

and that its limitations including those of its
sensor. Makes exclusive reliance on ARPA
dangerous
Risks of over reliance on ARPA
The majority of ARPA
systems manufactured today
provide an automatic
acquisition feature. The
feature may reduce the
navigator's workload during
busy period and thus
contributing positively to
safer sailing.
However the operator should
be aware of the fact that
most ARPA system are less
sensitive in auto acquisition
mode than in manual
When operating an ARPA system in auto acquire
acquisition mode. This is one
mode, visual observations of the ARPA screen is not
good reason not to rely on
only required, but also very much a question about
the new target warning
good seamanship and common sense.
system only but in regular
intervals visually observe the
ARPA screen to make sure
that all targets are acquired.
ARPA View
• Wrong speed input to an ARPA system working in True motion True vector mode can
seriously affect target calculated aspect.

• All ARPA operators must at all times be aware of what speed is used on their ARPA and the
accuracy of this speed.

Calculated results as given by different speed input sources

SHIP B SHIP C SHIP D
RESULTS CO/SPD CO/SPD CO/SPD

Electronic log which

gives correct speed Correct Calculated
Elec. LOG Aspect 040° – 2,0 210° -7,0 270° – 5,0
through the water

Manual Speed input,

miscalculated by + Manual Small Errors 032° – 2,4 212° – 6,4 272° – 5,0
0.5 knots

Doppler Log provides speed

over ground without Dangerous
compensating for traverse
Doppler 1
Errors 119° – 1,2 204° – 8,7 248° – 7,2
drift

Doppler Log provides speed

Dangerous
over ground and
compensates for traverse
Doppler 2
Errors 220° – 0,5 213° – 9,5 253° – 7,2
drift
Principal ARPA System

It is not by chance that the

transition from conventional
radar to ARPA has been
compared to the pre-and-post
radar era on board ships. We
can expect some of the same
problems as in that first
transition if proper and
thorough training is not
received.

When it works properly, ARPA

is a fantastic tool in the hands
of a qualified navigator with
proper training. In the hands
of untrained personnel, it is a
dangerous tool, which can
add to the cause of collision.
Aspects
The aspect is defined red on
the port side and green on
the starboard side
Aspect is measures from dead
ahead to 180o targets relative
bearing of own vessels taken
from the target.
RADAR Plotting
Plotting has two main purposes:
It can show whether danger of
collision exist, how close we will
pass the target and how much
time there is left before this will
take place.
Approximate determination of the
course and speed of the other
vessel, so that sensible avoiding
action can be taken when needed.
Plotting can be done with Head
Up or North Up display.
Regardless of radar selected
presentation it is advantageous to
plot with North Up.
True plotting gives a natural and
easily understood picture of the
course and events. It can be done
directly in the chart if the scale is
large enough to give a clear
picture J
RADAR Plotting
Heading – is defined as the
direction in which the bow of the
vessel is pointing expressed as
angular distance from north

Relative Bearing – if the

relative bearing of an approaching
target remains the same over
time, collision danger is observed

True Bearing – are mainly used

for position fixing

Bearing – on a ship bearing can

be relative or true. In connection
with traffic surveillance. Relative
bearing are often used
RADAR Plotting

CPA – must not be mixed

with point where the target
crosses own ship heading.
Often referred as BCP (bow
crossing position or point)

TCPA – is the time

estimated, as measured
along the echo line from
the present position to the
closest point of approach
RADAR Picture
The radar picture is a plain picture
of the ship’s surroundings as seen
from the scanner

The use of radar to assist in

navigation can be divided into
three categories.
• Making landfall
• Coastal navigation
• Pilotage

• Racons used by the maritime

industry are only triggered by
x-bands radars
ARPA View
SHIP B SHIP C SHIP D
RESULTS CO/SPD CO/SPD CO/SPD

Correct Calculated
Elec. LOG Aspect 040° – 2,0 210° -7,0 270° – 5,0

Manual Small Errors 032° – 2,4 212° – 6,4 272° – 5,0

Dangerous
Doppler 1
Errors 119° – 1,2 204° – 8,7 248° – 7,2

Dangerous
Doppler 2
Errors 220° – 0,5 213° – 9,5 253° – 7,2
C

B
ARPA View
SHIP B SHIP C SHIP D
RESULTS CO/SPD CO/SPD CO/SPD

Correct Calculated
Elec. LOG Aspect 040° – 2,0 210° -7,0 270° – 5,0

Manual Small Errors 032° – 2,4 212° – 6,4 272° – 5,0

Dangerous
Doppler 1
Errors 119° – 1,2 204° – 8,7 248° – 7,2

Dangerous
Doppler 2
Errors 220° – 0,5 213° – 9,5 253° – 7,2
C
C

D
D

B
B
ARPA View
SHIP B SHIP C SHIP D
RESULTS CO/SPD CO/SPD CO/SPD

Correct Calculated
Elec. LOG Aspect 040° – 2,0 210° -7,0 270° – 5,0

Manual Small Errors 032° – 2,4 212° – 6,4 272° – 5,0

Dangerous
Doppler 1
Errors 119° – 1,2 204° – 8,7 248° – 7,2

Dangerous
Doppler 2
Errors 220° – 0,5 213° – 9,5 253° – 7,2
CC

D
D

B
ARPA View
SHIP B SHIP C SHIP D
RESULTS CO/SPD CO/SPD CO/SPD

Correct Calculated
Elec. LOG Aspect 040° – 2,0 210° -7,0 270° – 5,0

Manual Small Errors 032° – 2,4 212° – 6,4 272° – 5,0

Dangerous
Doppler 1
Errors 119° – 1,2 204° – 8,7 248° – 7,2

Dangerous
Doppler 2
Errors 220° – 0,5 213° – 9,5 253° – 7,2
C
C

D
D

BB
Error source in manual plotting
Possible Error source
• Error in Bearing
• Error in range
• Error in between plots
• Low relative speed
• Error in own ship speed
• Error in own ship heading
• Error caused by own ship yawing
• Error due to own ship manoeuvring
Principal ARPA System

TheEBL
The
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example to define new sweep center
ARPA Standard Symbols
Past
Manual
Track
Course position
Target
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for
and of
enteringtarget
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dots on shall
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and
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and
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A
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of
and
one is
two continuous
the
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distinguishable
limits
always an
stage
is EPA
outside
lines
triangles
used, ofwith
be indicated bounding
from,
which
tracking
by aR1,
dot
display
EPA the
past plot reading
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may be
not flashed
be equally time-
symbols
R2, the
auto
R3,
spaced, area
4A,
acquisition
before
etc.
and are chosen
4B and astern
5by
is the
steady-state
not shown suppressed
navigator
tracking
of ones own ship

Standard Symbols

Supplementary Symbols
T X XX

Z F S D P RP
ARPA Standard Symbols
PastCourse
Track
Test position
Area targetand
target
for ofAuto
Speed
target
on
without
aVector:
onsynthetic
ARPA:
Acquisition: Indicating
At least
vector four
the
picture:
If
or target’s
equally
facilities
graphic:The
Target
Course
Test
Target
Manual
Ground target
time-spaced
predicted
andbeing
CPAentering
speed
acquisition
Referencing:
/true
TCPA
past or tackled
superimposed
position
graphics:
guard
relative toand
Warning:
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on
zone: The
the
plotting:
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which the
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request initial
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apicture:
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The clear
Data are
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state:“XX”
letter
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Lost
dots on an visible
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fixed Atime
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ARPA. at
Requirement:form
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symbol
indicates to be The
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adjacenta vector
shall
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to
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markover
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During
initial dot is
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target
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more
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than
at
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circle, the
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shall the
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and
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shown astern indicated
of ones
the area chosen by the navigator by
owna dot
ship

Standard Symbols

XX
X
T

T X XX
ARPA Supplementary Symbols
Reference Position: Mark active
Prohibited
Dashed
Target
Electronic
Danger map
Anchorage:
with
reference
Heading
NavigationLine:
Zone:
Off-shore Area:
aLines:
bearing
Standard speed
position
marks specify
specifymark
moving
own
specify
Line:
installation:
map
Buoy: Line:
marks Prohibited
map
Anchorage
used to
ship
danger
used
marks less areas
than
calculated
toheading
area
marks
the select
map
area
theof
Special
Fixed Areas:
target: specify
mark Special
a area
stationary
area
line
bearing boundaries
information,
relative
boundaries
area for example
boundaries
range
toofaselected
information, an 1 example
knot
and
navigation
for a a10
bearing
objects/
off-shorebuoy. meter
of a
position
installation
coastline
boundaries target
S
DRP
P
depth contour selected object F
Z

Supplementary Symbols

Z F

S D P RP
Principal ARPA System WARNINGS

Coll.
Warning

Lost
Target

System
Warning

Audibleand
Audible andflashing
flashingwarning
warningactivated
activatedwhen
whenever
whenever a traced
a pre-set
the
target
system
limit violates
is violated
no longerthecan
pre-set
track collision
a target criteria
Principal ARPA System OPTIONS

NAV.

Over
lays

System
Param.

Access to Navigation features, i.e. map, fairways,

Access toSelection
positioning, of information
adjustment
etc. layers
of system parameters
Principal ARPA System ARPA MODE

Course
Up

Head
Up

North
Up

Rel.
Mot.
ARPA
ARPA display
display a stabilised
un-stabilised,
stabilised on
withwhenships
North toordered
ships the
heading
top of the
Selection
Selection of relative
of true motion
motion selection
course
pointing
screen. to the top of the screenpresentation
True
Mot.
Principal ARPA System ARPA MODE
True
Vector

Vector
ON/OFF

Rel.
Vector

Vector
Del.

Vector
True Target Vectorfrom the
- Remove the
SelectionIncrease
Reduce Vector
of Relative
Select Default
Target
target
Target
Presentation
Target
Vector
Vector
Vector presentation
Length
Length

Vector
+
Principal ARPA System DISPLAY
Range
_

Range
+

Range
Del.

Set
Center

Reset
Center Reset Sweep center with heading marker through
Place the SweepSelect
Center
Switch theDefault
Increase
Reduce
the inofthe
Pointer
Range
center position
Range
ON of the Marker
/ OFF
Display
the screen
Marker
ON/OFF
Principal ARPA System TRACKING
Target
Data

Target
History

Ref.
Target

Acquire
Target

Auto
Acq.
Manual
Displays
Cancel
Activate
Activate
Activate acquisition
calculated
tracking
target
radar of ofTarget
history target
selected
positioning
automatic data
target
feature
feature.
acquisition of target

Cease
Track
Principal ARPA System TRIAL

Port

Star
Board

Turn
Rate

2nd
Manoeuv.

Speed
+ Increasing
Switching
Change
Change between
trial
trial Trial
course
course Speed
pre-set
to turn
to Port
starboardrates
Activate
Reducing
secondtrial
manoeuvre
Speed Setting
feature
Setting
Speed
-
Principal ARPA System TRIAL

TTM
+

TTM

Trial
ON/OFF

Speed
+
Setting required trial time to
Switch the trial
Reduce
Specified
Increasingtrail feature
speed
time
trial ON and OFF
setting
manoeuvre
speed setting
manoeuvre
Speed

-
Principal ARPA System SYSTEM CONTROL

System
Alarm

Radar
Standby

Radar
ON/OFF

Keeps the
Warning ARPA
Sets
about the
theready
ARPA
forOn
technicaluseand
in aOff
problem short notice
of the ARPA
Principal ARPA System SYSTEM CONTROL

Brill.

Gain

Tun.

Focus

Sea
Clutter
Reduce
ReduceSets
the
Regulates
Shape the
Adjust
thethe
the correct
effect
effect
the
overof
of
focus frequency
echoes
echoes
brightness
all display
from
from
of the
radar sea
rain
picture
picture

Rain
Clutter
Glossary
ARPA – Automatic radar Plotting Aid
Acquisition Tracking – the process of selecting a target or targets and

initiating their tracking

Acquisition Area – an area set up by the observer which should
automatically acquire a target when it enters such an area
Azimuth stabilised display – a display in which the azimuth
orientation
relative to a nominated true bearing is fixed
Automatic – relating to an activity which is performed wholly by a
machine
Bow Passing prediction – the situation associated with target which is
crossing or predicted to cross ahead of own ship
Bad Echo – associated with a tracked target which appears to have been
temporarily lost or which a poorly defined radar aspect, so that it does
not have tracking ability.
Bearing – the direction of one terrestrial point from another, expressed
as a angular distance from north
Course up display – an azimuth stabilized display in which a line
connecting the center with the top of the display is own ships intended
course.
Glossary
Course p display – an azimuth stabilized display in which a line
connecting the center with the top of the display is own ships intended
course
CPA / TCPA – closest point of approach and time to closest point of
approach limits from own ship as defined by the observer, to give
warning of when a tracker target or targets will close to within these
limits
Competent Authority – a authority designated or otherwise recognized
as such by the government of the state for a specific purpose.
Detection – the recognition of the presence of a target
Default value – the input parameter or control value that is assumed by
a program, if no value is explicitly given.
Display – the plan position presentation of ARPA data.
Echo – a facility for indicating that a particular fixed navigational mark,
which is being tracked, is to be used as ground stabilized reference
ERBL – the electronic range and bearing line used to measure the
bearings and / or ranges
Glossary
Ground stabilization – a mode of display whereby own ship and all
targets are referenced to the ground, using ground track or set and
drift input
Heading – the direction in which the bow of the ship are pointing
expressed as an angular displacement from north.
History – equally time spaced past position of targets, which is being
tracked, the history may be relative or true.

IEC - International Electrotechnical Commission

Lost target – the name associated with target that is no longer being
tracked due to having been lost or obscured.

Map lines – the navigational facility whereby the observer can define
lines to indicate channels or traffic separation schemes. Sometimes
called Nav. Lines, these lines require ground stabilization to stop
them from drifting.
Mathematical model – a mathematical representation of a process or
device, i.e. A ship’s movement.
Glossary
North up display – an azimuth stabilized display in which a line
connecting the center with the top of the display is north true bearing
PAD – 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.
Predicted point of collision - a graphical representation of where
predicted collision intercept points lie with respect to own ship and
other targets.
Quality – the quality of an item or equipment means its possibility to
perform the functions for which it has been designed.
Radar plotting – the whole process of target detection, tracking,
calculations of parameters and display of information
Relative Course – the direction of motion of a target relative to own
ships’ position expressed as an angular displacement from north.
Relative speed – the speed of the target relative to own ship’s position
Relative motion – the combination of relative course and relative speed
Relative Bearing – the direction of a target from own ship expressed
as an angular displacement from own ship’s heading
Glossary
Relative Motion display – a display on which the position of own ship
remains fixed and all targets move relative to own ship
Relative Vector – the predicted movement of a target relative to own
ship.
Suppressed Area – an area set up by the observer within which targets
are not acquired.
Sea stabilization – 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.
Target Motion Trend – a early indication of the targets predicted motion
Tracking – the computer process of observing the sequential changes in
the position of a target in order to establish its motion
Target Swop – a situation in which the incoming radar data for tracked
targets becomes incorrectly associated with another tracked targets or
non-tracked radar echo.
Target – any object fixed or moving whose position and motion is
determined by measurements of range and bearing on radar.
Trails – tracks displayed by the radar echoes of targets in form of a
synthetic afterglow. The trails may be either relative or true. The true
trails may be sea or ground stabilized.
Glossary
True Course – the true direction of motion of a target expressed as an
angular displacement from North.
True speed – the speed of a target obtained by vector combination of
target relative motion ad own ship’s true motion.
True Motion – the combination of true course and speed.
True Motion display – a display across which own ship and each
targets moves with its own true motion
True bearing – the direction of a target from another target expressed
as an angular displacement from North
Targets 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.
True Vector – 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.
Trial manoeuvre – a facility to assist the observer in making the correct
manoeuvre for navigation and collision avoidance purposes.
ULCC – Ultra Large Crude Carrier.
VLCC – Very Large Crude Carrier