August/September 2012

Make sure your ECDIS has the latest software installed!

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Download the latest software or contact any of the 1000 JRC trained engineers in over 50 countries around the world.

Did you know that JRC also have Admiralty Information Overlay (V56) update available.

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contents

August/September 2012 volume 6 issue 4 Editor: Martyn Wingrove t: +44 20 8370 1736 e: [email protected] Consultant Editor, Navigation: Alan Welcome t: +44 7989 203105 e: [email protected] Sales Manager: Paul Dowling t: +44 20 8370 7014 e: [email protected] Sales: Jo Giles t: +44 20 8370 7793 e: [email protected] Sales: James Bentley t: +44 20 8370 7791 e: [email protected] Production Manager: Richard Neighbour t: +44 20 8370 7013 e: [email protected] Circulation Manager: Joanne Collett t: +44 20 8370 7795 e: [email protected] Chairman: John Labdon Managing Director: Steve Labdon Editorial Director: Steve Matthews Sales & Development Director: Steve Parks Publishing Director: Hamish Dickie Finance Director: Cathy Labdon Group Sales Manager: Bill Cochrane Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

Human-machine interfaces should be the main consideration of integrated bridge design (see page 36)

REGULARS
3COMMENT 7DIGEST 8DIARY 11 ACCIDENT REPORT 13 CONTRACTS & INSTALLATIONS 82 EQUIPMENT & SERVICES 84 FORESIGHT

ENTERTAINMENT SYSTEMS
63 Infotainment is adapted to users needs

CONTAINER SHIPS
66 Satcoms and WiFi are in demand 67 Italian tie-up for Station 711 68 Container tracking costs controlled via GSM

SATCOMS
17 18 21 22 Technology upgrades lead to higher bandwidth Greek companies implement new services New anti-piracy docking station unveiled Router developed for near-shore operations

FLEET MANAGEMENT
71 Class delivers software solutions 72 Docmap rolls out new program 74 Satellite AIS, software upgrades and contracts

SHIP DESIGN
76 CFD is part of the next generation of software 77 Seakeeping analysis added to programs 79 Software aids tanker design

OPERATOR FEEDBACK
24 V.Ships begins installing KVH satcom services 25 BC Ferries installs WiFi across the fleet

DYNAMIC POSITIONING
80 Manpower problems and safety concerns 81 New developments in DP systems

ECDIS
27 Advanced systems are for competent operators 30 Systems developed for GNSS redundancy 34 New equipment and training revealed
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Broadband communications, voyage planning, offshore support vessels, networks, emergency response, dynamic positioning

BRIDGE SYSTEMS
36 US suppliers deliver system integration 39 Steering controls help OSG cut fuel costs 40 Multifunction workstations and bridge contracts 43 BNWAS technology advances for ship safety

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CREW WELFARE
47 Medical assistance can be delivered remotely

A member of:

AUTOMATION & MONITORING

Total average net circulation: 4,200 Period: January - December 2011

49 Open architecture enables additional modules 50 BP installs monitors on tankers and gas ships

TRAINING SIMULATORS
52 US academies prepare for STCW changes

Join over 2,600 members in our LinkedIn Marine Electronics & Communications Networking Group For anyone, ashore or on board, involved with communications, navigation systems, control and automation, shipmanagement systems, as well as wider IT and software innovations www.rivieramm.com/groups

TRAINING
55 E-learning designed for ecdis training 57 New simulators and courses introduced 58 Transas programs new engineroom models

August/September 2012

Make sure your ECDIS has the latest software installed!

VESSEL SECURITY
60 Intelligence in the anti-piracy fight

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Did you know that JRC also have Admiralty Information Overlay (V56) update available.

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Marine Electronics & Communications I August/September 2012 I 1

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comment

Martyn Wingrove

Training is the key to ship safety

2425 September, held in association with the UKs Hydrographic Office (UKHO)s affiliate, Admiralty. The update to STCW adds new elements to crew competence. Crew resource management, also known as human factor training, is also a new STCW requirement. It involves testing officer teamwork during challenging exercises that could involve simulated incidents. Not only is it becoming a mandatory requirement, but it should be recognised as essential for quality operators who want to prevent costly accidents, says Transas Marines technical simulation business director, Graham Wagstaff. Transas is reprogramming engineroom and cargo handling simulation software so it can interact with bridge simulators for resource management courses.

he roll out of the mandatory carriage of ecdis began in July as a compulsory addition to the bridge equipment on new passenger ships of more than 500gt and new tankers of more than 3,000gt. There is a staggered timetable for ecdis implementation; new dry cargo ships of more than 50,000gt will have to carry the equipment from July next year. All passenger ships, regardless of their delivery date, will need to have ecdis on their bridges by their first survey after July 2014. By the end of this decade, the majority of the worldwide commercial fleet will be using ecdis. This is not simply about the technology. The human factor is critical ensuring bridge officers can use ecdis effectively for safe navigation. Ecdis training is offered by an increasing number of academies and online services. Generic ecdis courses to IMOs standardised model (IMO course 1.27) cover the legal requirements and general ecdis operations. Type-specific training is also required under Standards of Training, Certification and Watchkeeping (STCW) for the ecdis equipment that an officer will encounter on board. There have been concerns about the number of officers that need to be trained in time for the full roll out of ecdis. But academies such as UK-based Ecdis Ltd have maintained they have spare capacity on their courses. The introduction of online type-specific courses, as highlighted in this issue of Marine Electronics & Communications, has added a new dimension to the available training. Safebridge has started offering online training for Sperry Marine ecdis (see page 55). Seagull and Videotel have also developed e-learning ecdis courses.

here are issues with the ability of some ecdis products to correctly display all potential hazards. The International Hydrographic Organization (IHO) advised that some systems have reportedly failed to display significant underwater features in the standard display mode. The industry appears to be rectifying this issue by ensuring their products meet the required standards (see page 29). There will be meetings, conferences and workshops in September and October where ecdis issues will be discussed. Ecdis training and other questions will be addressed at Riviera Maritime Medias Marine Electronics & Communications conference in London on

r Wagstaff says this training should help prevent future accidents by promoting teamwork and better crew communication. He says that communication breakdown between junior and senior officers can lead to disaster. Junior officers should be able to question a captains decisions on safety grounds, and senior officers should learn to accept this advice, but perhaps for cultural reasons this does not happen. An example of this might be a captain sailing a ship, possibly a cruise ship with thousands of passengers on board, close to the coast, potentially putting the ship and those on board at risk. Would a junior officer have the confidence to point out the dangers and would the captain be receptive enough to change course on the advice? This type of scenario, and many others, can be tested through crew resource management training. Mr Wagstaff thinks human factor training, and better officer communication could have prevented the Costa Concordia accident. The Italian authorities reports are beginning to filter through and will make interesting reading (see page 11). However, they have so far not addressed the passage plan that took the vessel so close to the Italian island Giglio, or what part ecdis played in the incident. One thing is for sure; ecdis is considered by IMO and others as a tool for improving ship safety, but that is only the case when it is in the hands of a properly trained, competent bridge team. It is important to make sure that all outstanding training and anomaly issues are dealt with by the time the main mandatory push kicks in for the bulk of the commercial fleet in a few years' time. MEC

www.marinemec.com

Marine Electronics & Communications I August/September 2012 I 3

A permanent window on an international fleet

Randall Miller received the message just after the board meeting. MV Hemingway was forced to change course, due to an emergency in the next port of call. Recently Randall had selected Imtech Marine as their connectivity supplier. The promise of hassle-free solutions was delivered right away. Thanks to the global VSAT connection he could set up a crystal clear video conference with the captain, the cargo owner and port authorities. An alternative route was quickly agreed, the delay limited to mere hours. w

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digest

VSAT services upgraded through Eutelsat satellites

Sky-Stream will extend its services to maritime and offshore clients in Europe, the Middle East and West Africa by taking capacity on two Eutelsat satellites. The Dubai-based company has contracted for a total of 70 MHz of bandwidth, which will be deployed on the Eutelsat 3C and Eutelsat 10A satellites. Sky-Stream will use the new capacity to provide GSM backhaul, Internet access and on-demand video services to its maritime and offshore customers. Sky-Stream will use the broad C-band beam of Eutelsat 10A as the main anchor for its services across the Middle East, Africa and in eastern Atlantic waters. It will also use Eutelsat 3C to extend its Ku-band coverage over the Middle East and the Mediterranean. This is on top of SkyStreams existing C-band coverage over Australia and EastAsia.

in brief
iDirect has launched its SatManage 5.2 to improve satellite network operations. The new version has a number of enhancements that provide scalability, integration and monitoring support for overall efficiency. Furuno Electric will be launching new ecdis models FMD-3200 and FMD-3300 and presenting its ecdis training solutions at SMM in Hamburg in September. Imtech has acquired Belgium maritime technical services provider Van Stappen & Cada to supply ship electronics, automation and bridge systems to clients in Belgium, Germany and France. IMO member states have rejected a proposal to establish a new 1,000 mile long recommended route for all ships in the Mozambique Channel. BMT Argoss has won a contract to provide weather routeing information to oil companies operating in the Java Sea to improve the safety of crew transfers. HostQuarters has expanded its VSAT Cand Ku-band services to provide mobile Internet, voice over IP and virtual private networks to African maritime areas. Kemilinks International has started using SkyWave Mobiles IsatData Pro for vessel tracking, fuel monitoring and remote telemetry solutions. Bayteks maritime monitors have been approved by Germanischer Lloyd and the German federal shipping and hydrographic authority, BSH, for ecdis and radar. Navtor has introduced NavSync, which allows the most up-to-date versions of charts to be uploaded directly to an ecdis via the NavStick USB device. A new ENC service (AusENC) has been launched to cover Australia and Papua New Guinea. Orolia has acquired Boatracs to combine its GPS and navigation products with fleet management and communications hardware and software.

Nato to use AIS for counter-piracy

ExactEarth has gained a contract from Nato to provide satellite AIS data for security and antipiracy operations. The Nato Maritime Operation Centres in Northwood, UK, and Naples, Italy, and the Nato Shipping Centre (NSC) will be acquiring exactAIS data. The information will be used on Natos Ocean Shield counter-piracy operations in the Arabian Sea, Gulf of Aden and Somali Basin. AIS will also be used in support of Natos maritime counter-terrorism Active Endeavour operation in the Mediterranean. NSC is the primary point of contact for the exchange of shipping information between Nato and the international shipping community. It continuously updates information about piracy incidents in the high risk areas and exactAIS data can be used to help identify merchant vessels in the vicinity of pirate attack groups (see page 60). ExactEarth is updating its satellite AIS capabilities by commissioning new exactView (EV) satellites. The latest of these, EV-1, was launched on the Soyuz vehicle in July. The satellite and payload will be commissioned over the next three months. EV-1 will utilise S-band and C-band communications to frequently downlink information to ground stations in Norway and the UK.

EV-1 satellite with AIS payload is launched on Soyuz from Kazakhstan

Northrop commissions AIS network for US Coast Guard

Northrop Grumman has produced an AIS network for the US Coast Guard. This will provide a comprehensive view of vessels bound for and navigating within US ports and waterways. Northrop Grumman developed the necessary shoreside communications, network and processing capability to ensure the effective exchange of AIS information. Prior to the delivery to the Coast Guard, Northrop Grumman tested the nationwide AIS from coastal installations. It also tested the AIS on board a ship travelling on various courses and speeds within inland waterways and offshore out to 50nm. The nationwide AIS is a two-way maritime digital communication system that interrogates incoming vessels to check vessel identity, position, speed, course, destination, and manifest and cargo data. The information will be combined with other government intelligence and surveillance data and shared with authorised government operators to enhance maritime situational awareness.

Rule harmonisation leads to design software changes

Classification societies are preparing for the adoption of harmonised common structural rules (CSR) for the design of tanker and bulk carrier hulls. The International Association of Classification Societies (IACS) has begun industry consultation on the harmonisation of hull scantling rules. A draft of the rules was published in July. According to IACS new chairman, Tom Boardley, this is a process that
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will result in the enforcement of CSRs in 2014. The rules will be worked on from the industrys input through this year, and we expect in April next year to publish revised CSRs. Then there will be another period of consultation. The final harmonised CSR will be published and adopted towards the end of 2013. Then by July 2014 they will enter into force, Mr Boardley said. The new rules will mean changes in ship

Marine Electronics & Communications I August/September 2012 I 7

digest

design software. Japanese society, ClassNK,

has released harmonised CSR compliant software that follows IACS draft rules. This involved a complete renewal of ClassNKs existing CSR software. There are new functions, such as a case study tool, which allows users to assess the effects of changes to the parameters of initial ship designs. The software will also automatically generate 3D models for hull structural analysis directly from rule calculation data. It can be integrated with other CAD and ship performance calculation software enabling data transfer and processing based on new CSRs. ClassNKs executive vice president, Takuya Yoneya, explained: Our goal with this new software was to incorporate not only our extensive experiences with the CSR, but also the insights and opinions of leading shipyards and designers in the development process. It will be essential for shipyards and designers to efficiently test and implement the new rules. This new software is not just a calculation tool, but a total design support system. We

are confident that this software will not only support the development of safer ships, but also improve design quality, and increase the speed of the ship design process, said Mr Yoneya. Mr Boardleys Lloyds Register team has co-operated with ABS on developing software that can be used to evaluate new designs according to harmonised CSRs. In this software there are modules for checking tanker designs through strength analysis. The first stage module enables shipyards to quickly check that their designs follow current tanker structural rules. Then CSR TankCheck Stage 2 is used for strength assessments using finite element analysis, compliant with IACS 2010 CSRs. LR and ABS claim the software integrates design assessment with classification knowledge and experience, leading to significant cost and time savings and promoting technical consistency in the design stage. Class societies are assisting shipyards in designing the next generation of ships. This includes the analysis of hull lines and propulsion systems (see page 76).

diary
see us at...
2012
4-7 September SMM 2012, Hamburg, Germany www.smm-hamburg.de 11-14 September VSAT 2012 Conference, London, UK www.comsys.co.uk 12-13 September IMPA, London, UK www.impa.net 12-13 September International Chamber of Shipping conference, London, UK www.ics-shipping.org

Transas introduces ENCs for iPads

Transas Marine has developed an application of its electronic navigation charts (ENCs) that can be downloaded on to iPads. The iSailor application will be available free to be downloaded from the Apple app store for iPads. Users would then pay Transas for the charts for the areas within which they wish to navigate. The tablet computers will use GPS data to provide an accurate position on the relevant ENC. The service has been introduced for leisure craft and pilots. In one of the first implementations, pilots in Singapore have started using the iSailor service. Meanwhile, Northport Systems has enabled its Fugawi X-Traverse ENCs to be supported by Solteknik high definition raster charts of Sweden from the Swedish Hydrographic Office for use on iPads with the iNavX app, and GPSNavX and MacENC software.

in association with

Preparations needed for MLC changes

Ship operators need to be prepared for the enforcement of the new Maritime Labour Convention (MLC 2006) by training shore based and shipboard personnel in its implications for their operations. To come into force, 30 countries need to ratify MLC 2006 and, at the time of publication, 28 had done so. Once ratified shipmanagers will have one year to ensure they comply. Class societies, such as Det Norske Veritas (DNV), and training organisations expect the threshold will be reached before the end of the third quarter, meaning it will be mandatory by the fourth quarter of 2013. DNV said shipowners, management companies and crew manning agencies should implement measures to ensure compliance with the requirements. They should ensure their ships are inspected and certified within the deadlines, or risk challenges from inspectors and port statecontrol. The convention has requirements in a wide variety of areas such as: certification and onboard documentation, qualifications, employment agreements, working hours, manning levels, recreational facilities, communications, health and safety, accident prevention and medical care. DNV said, Experience shows that shipowners and managers will have to develop new or revise [existing] procedures in order to handle the Convention. Training organisations have developed online courses on the requirements and implementation of MLC 2006 (see page 57).

24-25 September 2012, London, UK www.rivieramm.com/events

15-16 October Tanker Safety Conference, Singapore www.rivieramm.com/events 6-8 November OilComm, Houston, USA www.oilcomm.com 27-29 November Seatrade Middle East, Dubai, UAE www.seatrade-middleeast.com

2013
19-20 February Annual Offshore Support Journal Conference, London, UK www.rivieramm.com/events 7-8 March Annual Marine Propulsion Conference, London, UK www.rivieramm.com/events

Software to reduce ship detention risk

The Liberian Registry has introduced a program to screen advance notice of ship arrivals as part of a detention prevention plan. It builds on IMOs long range identification and tracking (LRIT) scheme to reduce detention rates. All Liberian-flagged vessels calling at US, EU,
8 I Marine Electronics & Communications I August/September 2012

Australian and Chinese ports must provide an advance notice of arrival (ANOA). The Liberian administration uses risk analysis software and ANOAs to calculate whether a particular vessel may be a prime target for port state control inspection. MEC

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accident report

Plenty of Costa Concordia questions still to be answered

Italian report is critical of delay in commencing abandonment but says organisation of the process was generally appropriate to the circumstances by Alan Welcome
might have fared much better had she been slowed down as much as possible and deliberately allowed to strike the rocks head on. Damage would have been sustained at the strongest part of the vessel, with the added benefit of the collision bulkhead. The machinery spaces would probably not have been flooded, so the electrical supply may well have been maintained. Recognising that it is difficult to make the non-intuitive decision to deliberately damage your vessel, suggestions have been made in support of some form of electronic, spatially aware bridge system, capable of alerting the master or watchkeeper of the point at which avoiding action can no longer be effective. One of the effects of the electrical blackout suffered five minutes after striking the rocks was that the computer containing the software to calculate the vessels stability was put out of order. The report does not say if it subsequently became available again, nor does it mention whether there is any requirement for it to be connected to an uninterruptible power supply (UPS). However, it does contain a simulation of the vessels deteriorating stability, achieved using sistership Costa Serenas stability program. The screen dump for 20 minutes after hitting the rocks indicates that damage stability criteria were not being met. When the blackout occurred the emergency generator started, but was unable to connect with the emergency electrical panel. Supplementary batteries provided emergency lighting and internal shipboard communications, while bridge equipment continued to function by virtue of UPS arrangements. Following the blackout, the vessels progress through the water and on to its final grounding position appears to have been the result of its residual headway with the helm hard to starboard and the north easterly winds experienced at the time. The report does make two preliminary remarks. The first is critical of the delay in sounding the general emergency alarm just over an hour from striking the Scole reefs and in taking timely steps to abandon the ship. The second, interestingly, says that the organisation of the abandonment of the ship was, on the whole, appropriate to manage such an emergency. Captain Chris Allport is an independent marine consultant specialising in safety management and risk assessment systems, including onboard navigation audits and SMS assessment. He says. The preliminary report alludes to a passage plan routeing the vessel to a position 0.9 miles off Giglio and only 0.5 miles from the Scole reef. Thirty years ago I would have had to provide senior shore management with a very clear justification for taking such a course, supporting my decision as master with a fully documented risk assessment. Similarly, there should be such a document to confirm that this manoeuvre was considered to be an acceptable risk. We need to know what the company SMS requires in these circumstances. Had shore management given approval for navigating in such close proximity to this dangerous shoal? Without this information we can learn little of the navigational practices on this and other Costa vessels. Addressing these particular issues appears to be the responsibility of the Italian Coastguard and possibly the prosecutor. We must hope that the continuing investigations will ultimately shed some light on these key matters. MEC

he shipping community, along with the wider public, has a right to expect that robust accident investigation activity will determine the root causes of the loss of the Costa Concordia. The Italian Ministry of Infrastructure and Transport has published an interim report into the disaster. In the preamble, it notes that in addition to its own technical marine safety investigation intended to determine causes with the aim of improving maritime safety there are two other investigative strands underway, a criminal enquiry to determine responsibilities and guilt and an administrative investigation conducted by the Italian Coastguard which also looks at the question of responsibility along with causal factors. The criminal investigation takes precedence over the other two and as a result, access to VDR information so far appears to have been restricted to the prosecutor. The VDR analysis was scheduled for release to the other investigations on 21 July. Probably as a consequence of this, the current report is, to a great extent, a statement of facts. It indicates the planned manoeuvre to pass close to the port on the island of Giglio. This appears to have involved a substantial 56 degree turn to starboard, which was conducted at around 16 knots, with little room for error. At the time of the disaster, it was commonly said to be just like the Titanic. If the events portrayed in the report are correct, it seems there is actually some truth in this. On the Costa Concordia, the helm was first put hard to starboard to avoid the rocks ahead, followed by hard to port in an attempt to prevent the ship from striking further aft, much in the way the Titanic attempted to avoid hitting the iceberg. Access to this report has naturally fuelled the already considerable discussion of the accident in online professional forums. An interesting point raised is that the vessel
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Costa Concordia crashed into rocks close to the island of Giglio before capsizing
Marine Electronics & Communications I August/September 2012 I 11

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contracts & installations

Imtech gains jack-up and naval contracts

Imtech Marine will be installing the communication and IT systems for a second new self-elevating vessel in China for Dutch company, Jack-Up Barge. The installations on JB-118 offshore windfarm construction vessel follows the one successfully completed earlier this year on sister unit JB-117 in Shenzhen. On both vessels, Imtech supplies VSAT, public address, telephone and alarm systems. It also installs the VHF/ UHF communications for the crane operators, navigation and CCTV systems, as well as communications for the helideck. Imtech also has an agreement with Jack-Up Barge to provide monitoring and maintenance on the IT, communications and navigation systems on these vessels. In another deal, Imtech subsidiary Elkon is designing and supplying electrical systems to power three Turkish machinery and outfitting, and drafting CAD. The Foran system is being used to design a supply vessel with azimuth diesel-electric propulsion for US shipowner Tidewater. Also in Asia, Sener gained a contract from Oakwell Shipyard to provide CAD software for shipbuilding in Sattahip, Thailand. Oakwell selected Foran for designing seismic vessels and split hopper barges. It has modules covering ship structure, machinery, piping and electricaldesign. Navy Auxiliary vessels. These include a submarine rescue mother ship and two rescue and towing ships that will be built by Istanbul Shipyard in Tuzla, Turkey. The contract involves supply of power and propulsion systems. It also includes an integrated vessel management system, with power management and machinery monitoring and control modules. The vessels are scheduled to be delivered to the Turkish Navy by mid-2015. Avevas software was recently selected by Ghenova Ingeniera engineering company to help design eight LPG tankers for STX Promar Shipyard. The yard is building the tankers for Brazilian shipowner Transpetro. Ghenova will be using Aveva Marine hull, outfitting and cable design modules for 3D engineering anddesign. Aveva also gained contracts for the use of Aveva Marine by Russian engineering companies. Zelenodolsk Design Bureau will be using the program for designing ice-class ships. VolgogradNIPImorneft will use Aveva Marine to design jack-up platforms in the Russian section of the Caspian Sea for Lukoil. In another deal, Huntington Ingalls Industries will be using Aveva Mars, enterprise resource management software for US Coast Guard and Navy vessels. The contract will incorporate additional maintenance, services, consultancy and development to further tailor Aveva Mars to fit with Ingalls business processes. the galley and berthing spaces. The consortium of WR Systems-led contractors includes J&L Marine Electronics, Delphinus Engineering, Raytheon and S&S Metals & Plastics. WR Systems has recently added experience to its maritime technologies division, which sells radar, ecdis and inertial navigation technology. Arthur Thomas was appointed as vice president, and Mike Kellner joined as a director of the maritime business.

Design software in demand

Ship design software companies gained a host of new contracts in the last three months as shipyards and engineering firms enhanced their capabilities. Sener, Aveva and Qinetiq GRC clinched more supply deals from shipyards in Asia, including China and Russia, the US and Brazil. Sener gained a licence agreement from KR Engineering for the use of its Foran 3D modelling program for hull-form generation, hull structure, outfitting and drafting. KR is modernising its computer systems to use advanced 3D CAD tools for designing vessels that require both specialisation and technological innovations. Chinese shipbuilder Guangdong Yuexin Ocean Engineering (GYOE) has also acquired a licence from Sener for the use of Foran CAD software. The shipyard is using the program to design specialised offshore support vessels. A complete Foran package has been installed in GYOE, for initial design, hull structure,

Foran software generates a 3D model of an offshore support vessel

During the yard stay, USS Ponces bridge equipment and navigation sensors were replaced with automated systems to allow MSC to reduce crewing to 152 civil service mariners, who navigate, operate and maintain the ship, and 55 uniformed naval personnel. Additional modifications included overhauling USS Ponces main propulsion boilers; cleaning the ships main and auxiliary condensers; overhauling other existing ships equipment; and refurbishing

Conversion includes bridgeret

Military Sealift Command (MSC) has completed the retrofit of USS Ponce. It converted the vessel from an amphibious transport dock ship into an afloat forward staging base in five months with the help of a series of contractors, led by WR Systems. USS Ponce was deployed to US Central Command in June, after the retrofit in MHI Shipyard in Norfolk, to support mine countermeasures and coastal patrols by the USNavy.

ER Offshore to use VeriposGNSS

German offshore vessel operator ER Offshore has awarded a contract to Veripos to provide global satellite positioning (GNSS) services for two years. The contract is an extension of the current arrangements and covers 11 platform supply vessels (PSVs) and two anchor handlers. Veripos will continue to supply nine of ER Offshores PSVs with its standard highprecision augmentation services. On the other two PSVs and ER Luisa and ER Vittoria anchor handlers, Veripos will supply its second
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generation GNSS service, which offers an additional Glonass capability. All of ER Offshores 13 vessels are already permanently equipped with configurable Veripos LD2 integrated mobile units. These generate any proprietary positioning solutions in addition to outputting data and measurements to external processing or quality control software. Other offshore vessel operators use Veripos GNSS systems (see page81).

Systems installed on Carnivalagship

MTN Satellite Communications and Wireless Maritime Services (WMS) combined to supply Carnival Cruise Lines latest flagship, Carnival Breeze, with VSAT and mobile phone services. SAM Electronics and L-3 Valmarine have supplied advanced integrated navigation and automation control systems to the 130,000gt ship, which was delivered by Fincantieris Monfalcone shipyard to Carnival at the end ofMay. MTN and WMS providedVSATbroadband
Marine Electronics & Communications I August/September 2012 I 13

contracts & installations

communications to its 4,000 passengers

and 1,800 crew. The Internet caf solution gives passengers and crew wireless access to ship satcoms from their own mobile devices, as well as from fixed PCs. There is also seamless connection with Carnivals FunHub portal to provide passengers with digital access to all of the ships services and facilities. WMS, a joint venture of AT&T and MTN, provides uninterrupted cellular calling, texting and data services for guests and crew on board. WMS provides exclusive cellular services across Carnivals entire fleet of 24 vessels, says WMS

MTN and WMS supply VSAT services on Carnival Breeze

vice president, Jim McKenna. He adds, During its first month in service, WMS carried tens of thousands of voice calls to and from the ship. There was also a live Twitter chat set up. SAM installed the Nacos Platinum allpurpose navigation assembly on the 306m vessel. This included a shared set of standardised workstations with multifunction displays supported by a common operational network. The complete system comprised dual S-band and X-band radars linked by an Ethernet network to six multipilot workstations. Each workstation can be operated as a radar or ecdis while also providing conning functions. Two further multipilot consoles are assigned for specific ecdis and conning operations. Carnival Breeze was also fitted with L-3 Valmarines Valmatic Platinium automated system, which integrates with the Nacos bridge equipment. Operator control is via 10 multifunction workstations variously fitted at control points such as the engine control room, ships bridge and officer cabins.

in brief
Pro Nautas, Vizada and Thrane & Thrane have completed installation and commissioning of VSAT and FleetBroadband systems on Hansa Heavy Lifts entire fleet of 21 multipurpose heavy-lift vessels. Wrtsil has gained a contract to supply diesel-electric propulsion, electrical and automation systems for three platform supply vessels to be built by Kleven Maritime for Norwegian owners Atlantic Offshore and Remoy Shipping. Equipment deliveries will begin in 2013, and all three vessels are due to be delivered in 2014. ABB has gained a contract from Rickmers Group to supply energy management systems for five multipurpose vessels. ABB will deliver dynamic trim optimisation and fleet management systems for these vessels. All data generated on board is transferred to a cloud-based application for vessel benchmarking. QinetiQ GRC has gained a contract from Egyptian Military Technical College to provide its Paramarine design software to support the teaching of ship and submarine design. Trimbles latest generation of GNSS receivers for marine construction and hydrographic survey now support Fugros Marinestar positioning services. Selex Elsag has been selected as the UK distributor of the bridge navigational watch alarm system (BNWAS) product from Net-Logic. This wireless product can interface with voyage data recorders, and receive input from a vessels radar, ecdis and autopilot. Cobham has won an eight-year contract from Oil Spill Response Ltd (OSRL) to provide oil pollution detection and surveillance around the coast of the UK. * Maris and Consilium have agreed to co-operate on the service and installation of all Maris products through Consiliums network in more than 50 countries.

Brazilian rig deal for Harris CapRock

Harris CapRock has extended its contract with Brazilian rig operator, Brasdril, to provide satcoms for its fleet of 12 semi-submersible rigs and one drillship. The deal involves installation of VSAT and network hardware and services for Internet access, voice and data. Harris CapRock said the solution will enable Brasdril, a subsidiary of US-based Diamond Offshore, to extend its corporate network to the drilling assets. Brasdril will increase bandwidth at 11 sites for its own requirements and those of its clients oil companies operating in Brazil.

Cruise VSAT services to use Epic platform

Intelsat has gained another client for its next generation of satellites. MTN Satellite Communications chose to take beam capacity from the Intelsat Epic, open architecture satellite platform, to enhance its VSAT services to cruise ships. Under a long-term agreement, MTN will use capacity on the first Intelsat Epic satellite, Intelsat 29e, to provide more than 2GB of daily capacity for MTNs cruise and yacht customers in the Caribbean. The Intelsat Epic platform is a complementary overlay to Intelsats network and will be launched in 2015 (see page 17). Initially, MTN will utilise capacity on Intelsats Ku-band mobile global broadband infrastructure. Once Intelsat 29e is commissioned, MTN will then partially transition to its VSAT service on the Intelsat Epic platform, MTNs president and chief executive, Errol Olivier, explained. We chose the Intelsat Epic platform for our high-throughput multi-spot (HTMS) Ku-band solution for the Caribbean. This game-changing infrastructure will allow us to set the bar for broadband telecommunications at sea. This is the first of a series of strategic initiatives that will include much more than just satellite bandwidth to offer passengers and crew the same Internet experience they have at home or at land-based resorts. The service will be available through existing Ku-band antennas, said MTNs head of network engineering, Kevin McCarthy.

VSAT milestone reached for H20LiteSpeed

H2OLiteSpeed has installed its 200th VSAT system to provide broadband Internet access. The UK-based company is providing its VSAT services via Korean antenna manufacturer KNS hardware and SES Broadband Services. On this landmark installation the H2OLiteSpeed VSAT service includes a KNS compact Supertrack A6 antenna and terminal, says H2OSatellites managing director, Robert Kenworthy. The latest vessel to activate the system will benefit from faster downloads of data, clearer voice calls at negligible cost,
14 I Marine Electronics & Communications I August/September 2012

remote IT support and e-mail. The Litespeed package will continue to go from strength to strength and I look forward to seeing the results of further developments to the product range within the package. The coverage has been extended to the Middle East, and download speeds of up to 4 Mbps are available. H2OLiteSpeed turns the ship into a remote office complete with virtual private network links, file transfer and sharing, and video conferencing as well as e-mail, data transfer and remote support, said Mr Kenworthy. MEC

www.marinemec.com

Introducing the Sea Tel 4012. It lets you go from Ku to Ka in eight easy turns.

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system to be controlled from a computer browser or even a tablet or mobile device. The new frequency-tuned radome is engineered to operate in Ku and Ka Band networks. And because the Sea Tel 4012 can be controlled over the internet, you can connect to it from anywhere in the world including your corporate offices. Finally, the sturdy pedestal design is based on the industrys best 1-meter maritime antenna system, the Sea Tel 4009. The best just got better.

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satcoms

Technology upgrades lead to higher bandwidth

More advanced VSAT services with higher bandwidth will be available as satcoms companies upgrade their IT, launch new satellites and improve global coverage

everal satellite communications companies have upgraded their network technology and announced new service offerings during the second and third quarters of this year. Intelsat revealed it would invest in a new satellite platform of multiple frequencies for a variety of services, including maritime. Intelsat Epic will deliver C-, Ku- and Ka-band services, providing a global network with wide and spot beams and frequency reuse technology. Ships will be able to use existing hardware and network topologies, but will be offered higher bandwidth from the satellites. The companys chief executive, Dave McGlade, describes the investment as the progressive evolution of the Intelsat fleet that is required to meet surging global bandwidth demand. The high throughput, efficiency and availability Intelsat promises will enable the deployment of smaller terminals, he claims. Initially, the Intelsat Epic platform will include two next generation satellites Intelsat 29e and 33e, which are due to be commissioned in 2015 and 2016. Intelsat is evaluating proposals by several manufacturers for these satellites. Services from the platform will be shared with aerospace, media and government clients. One of Intelsats first customers is Harris CapRock, which will be taking capacity from the Intelsat 29e satellite. Our customers operate vast infrastructures

Satellites such as the recently launched Intelsat 22 are providing high bandwidth services on C- and Ku-band to the major sea lanes
that must be managed efficiently, says Intelsats chief technical officer, Thierry Guillemin. Intelsat Epic caters to this environment, with an architecture open to a wide array of network topologies and terminal technologies. Combined with multi-band frequency reuse, this is high throughput with the benefits of backward and forward compatibility. Intelsat is commissioning its latest satellite Intelsat 19 to provide Ku- and C-band services in the north and south-west Pacific. The Intelsat 22 satellite was also launched and commissioned during the second quarter, providing C- and Ku-band coverage over the Indian Ocean, Middle East and South East Asia. In June, Imtech Marine and ITC Global signed a long-term strategic alliance (which had been in negotiation since 2011) to provide a global VSAT network. Together, they will offer complete Ku-band VSAT solutions along the main shipping and offshore operating areas. Imtech will supply, install and service shipboard maritime electronics and communications systems, and ITC Global will design, supply and provide engineering support for the globalnetwork. Imtechs managing director, Eric van

Conference will highlight satcom applications

Future development in satellite communications and the applications this enables will be key discussion topics at this years Marine Electronics & Communications Conference. This will be held at the Millennium Gloucester Hotel in London on 2425September. Key speakers will come from the shipping and communications industries to highlight how enhancements in satcoms can improve fleet operations. MOL LNG Transports HSE manager, Kaushik Roy, will discuss how communications can provide better crew welfare and help reduce ship operating costs. Lloyd's Register's engineering specialist, Tony Morrison and Vizadas chief strategy officer, Ghani Behloul will discuss the importance of communications in fleet management. They will explain how satcoms enables more efficient voyage planning and vessel monitoring. Bernhard Schulte Shipmanagements communications director, Adonis Violaris, will discuss the future impact of different VSAT solutions, including Ku- and Ka-band. There will be a ship operators forum and a moderated technology provider panel. There will be sessions on what shipmanagers need from their satcoms, assessment of the main communications solutions and the intelligent ship concept. Presentations will be made by representatives from key technology suppliers such as Cobham Sea Tel, Inmarsat, Intelsat, Iridium, NSSLGlobal and Telenor.

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Marine Electronics & Communications I August/September 2012 I 17

satcoms

den Adel, says the alliance will provide an unparalleled service in the maritime sector. He adds, We have an extensive global network and vast knowledge and experience. ITC Global has experience in setting up customised VSAT networks. Our alliance means that our maritime customers get the benefits of having automatic beam switching and seamless connectivity for their vessels across the globe. We also have the possibility of carrying out remote monitoring and maintenance. Our portfolio of services is supported by our global network, which now consists of 89 locations worldwide. Two maritime VSAT providers Marlink and OmniAccess have started using iDirect latest technology to supply broadband services. Marlink, a subsidiary of Astrium, has introduced new C-band services on the iDirect platform. This will enhance network efficiency and open up new options for customers using Sealink global C-band coverage, says Marlinks chief executive Tore Morten Olsen. The services will utilise digital video broadcast on a second generation of satellites (DVB-S2) with adaptive coding and modulation (ACM) on regional and global maritime C-band. Marlink will integrate its VSAT network with iDirects Evolution X5 satellite router. Mr Olsen says Marlink can now provide seamless, virtually global coverage on C-band with data rates based on customer requirements, ranging up to 8 Mbps.

Dave McGlade: Intelsat Epic will enable the deployment of smaller terminals
Bringing the iDirect platform to our C-band services is part of our strategy to offer increased choice in customised Sealink services, which are available alongside our standardised WaveCall portfolio, Mr Olsen explains. The use of DVBS2 with ACM on C-band will be attractive for vessels with high requirements for bandwidth. These would include offshore vessel, ferry and cruise ship operators. It may also include tanker and containership operators, depending on their business and crew welfare requirements. A recent addition to Sealink was

Wilhelmsen Group, which had C-band antennas installed on 37 roro vessels. Marlinks customised service allows multi-user crew and operational communications, and electronic documentation handling to be conducted simultaneously. Marlinks standard VSAT on Ku-band is WaveCall. The Norwegian company introduced a new package for WaveCall at the Posidonia exhibition in Greece. WaveCall standard connectivity is up to 1.5 Mbps and the premium service offers bandwidth up to 3 Mbps, with flexible committed information rates (CIR), multiple voice lines, virtual private networks (VPN), remote monitoring and telemetry services. We are providing an entry level into VSAT with 60cm antenna and volume bundles, Mr Olsen said at Posidonia. We provide levels of service with different consumption packages, throttling back capacity and warning operators when they are close to reaching capacity. It has CIR of 24 Kbps and contention [ratio] of less than 1:6. The WaveCall Premium is for operators with higher requirements and comes with flexible CIR and four voice lines. As ship operators get used to the VSAT benefits they want more bandwidth and can move up to WaveCall Premium without reconfiguring. They then may need to move to Sealink. OmniAccess expanded its network coverage globally by deploying a third iDirect series

New Greek services implemented

Greek satcom suppliers have expanded their services and products to encourage one of the worlds largest groups of shipowners to upgrade their communications. With the eyes of the shipping industry on Athens in June, for the Posidonia exhibition, Greek-based companies were taking the opportunity to highlight their new services. Navarino launched a new voice over IP (VoIP) service for ships that are connected with its existing Infinity communications hub. VoIP will allow ship operators to use the office switchboard to call any vessel as if it was a regular extension in the office, minimising costs. Vessels will be able to call the office without dialling any country prefix, directly to the extension of the person in the office they wish to contact. Infinity VoIP routes calls through FleetBroadband (FB), via a data exchange, optimising bandwidth use. Through caching, Infinity creates a bandwidth surplus that can in turn be allocated to VoIP, Navarinos commercial director, Panos Tsikopoulos, explains. The result is that both office and vessels can benefit from calling each other at no cost. Particular attention has been given to the quality aspect, which is of paramount importance in the ship-to-shore communications. A unique characteristic of Infinitys VoIP is that the voice quality of the new service is equal, if not better, to that of the regular FB voice channel, he adds. Otesat-Maritel has expanded its VSAT solution through a deal with antenna manufacturer Intellian. Otesats Greek facilities will be commissioned as an Intellian service centre for south-east Europe, the Middle East, and around Africa, and the company will become a distributor of the South Korean companys VSAT and TV terminals. Otesats product development manager, Yannis Pavlis, says the deal will allow us to upgrade and further enhance our portfolio of fixed-fee communication packages. At Posidonia, Otesat unveiled Intellians latest VSAT antenna, the v80L. This is a compact 80cm-diameter antenna that weighs 83kg. Intellian says this was designed for shortsea shipping and fishing sectors. The relationship between Otesat and Inmarsat was highlighted at Posidonia by the announcement that the number of FB terminal installations had reached 30,000. Otesat supplied an FB500 terminal on Springfield Shippings 2004-built, Greek-flagged Suezmax crude tanker, Olympic Future. Springfield Shipping says Otesat-Maritels satcoms solution was an optimal match for its ICT requirements and includes the full service package. Otesats chief executive, George Polychronopoulos, says: We have been a leading distribution partner for FB since it was launched. Our partnership with Inmarsat has been very successful. Greek satcom suppliers will be ready for the launch of Inmarsats Ka-band services next year. Navarino, Otesat and Hellenic Radio Services have signed up as distribution partners of XpressLink.

Intellians v80L VSAT antenna was designed for shortsea shipping communicationrequirements

18 I Marine Electronics & Communications I August/September 2012

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20 I Marine Electronics & Communications I August/September 2012

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satcoms

15100 universal satellite hub. The company says this provides shipowners with uninterrupted high-speed connectivity for a variety of applications including high definition video conferencing, streaming HDTV channels, corporate VPN access and high quality voice calls. OmniAccesss chief executive, Bertrand Hartman, says the iDirect network means it can offer automatic beam switching, ACM and greater uptime in inclement weather. The companys high level service, Broadbeam Ultra, can offer data speeds up to 25 Mbps using Intellian 60cm, tri-axis Ku-band VSAT antennas, Mr Hartman claims. We were able to establish a global satellite network in only 18 months. Two of the three hubs we have deployed were completely installed by iDirect remotely, so there has been minimal impact to our operations. With its third iDirect hub, we have expanded our operations in a market where always-on connectivity is absolutely critical. Intellian antennas and OmniAccess services have been installed on board 19 river cruise vessels. Another Astrium subsidiary, Vizada, has launched a new addition to its Pharostar maritime VSAT portfolio. The latest service is a cost-effective package with data rates of up to 1.5 Mbps. There will be a range of service plans based on providing data allowances that will complement the throughput-based VSAT offering. Vizadas monthly packages start from 5GBs for US$1,000, with easy top-up options. The Ku-band service can be received on 60cm, or

80cm or 1m diameter antennas. The hardware can be delivered pre-assembled for simpler and faster onboard installations, and the service can be combined with L-band back-up or FleetBroadband (FB) or OpenPort. Vizada plans to expand the coverage twice this year with new satellite beams due to be commissioned over the South Atlantic and Indian Ocean. This will increase coverage over the Brazilian offshore area and over the piraterisk areas off East Africa. Vizadas chief strategic officer, Ghani Behloul, says the additions will create more choice to vessel operators. He adds, This will allow us to add more vessels onto our network and contribute to improving the service for the existing ones. NSSLGlobal is expanding its coverage to offer maritime VSAT services over East Africa and South America by using two new beams on the SES-4 satellite. The network expansion will offer DVB2-RCS [return channel via satellite] services and will be operated out of NSSLGlobals Jacksonville hub. NSSLGlobals chief operating officer, Sally-Anne Ray, says, These new spot beams provide coverage in two of the worlds fastest growing territories. The service covers the growing offshore oil sector in Brazil and off Kenya. It will also cover the pirate-risk areas off Somalia and the Gulf of Aden. KVH Industries has enhanced its offshore South American VSAT by signing up Andesat as a reseller for its mini-VSAT Broadband service and TracPhone V-series in the region.

Tore Olsen (Marlink): We are providing an entry level into VSAT with 60cm antenna and volume bundles
This includes sales of KVH services to South American shipping companies and complements KVHs growing presence in Brazil. Globe Wireless has introduced a software update for its Globe iFusion FB and VSAT services. The R6 software has new features, such as a fixed-multiple voice solution for FB, VSAT auto-recovery tools and a pre-paid/sponsored e-mail solution. R6 takes the existing Globe Mobile multiple voice lines for FB and uses it as a voice over IP (VoIP) solution. This enables multiple calls using Globes digital quality voice (DQV) technology on both the GSM and VoIP phones over a standard FB terminal. Globe iFusion will now allow up to five inbound and outbound calls over DQV , while the standard circuit switched voice line remains free at all time for emergencies. R6 will support eight VoIP phones and handsets plugged into the i250 FB terminal. Each handset is configured from shore via Globe iPortal, assigning names and numbers to a phone line and setting up PIN codes to restrict outbound calls. For example, on a chartered vessel the charterer would have a unique PIN and all calls would be billed under a sub-account in the customer's invoice each month. R6 for Globe iFusion contains additional VSAT features developed to keep VSAT terminals online, requiring less back-up L-band usage. Automated scripts monitor the VSAT system and will attempt to auto-recover the system with no intervention by technicians or crew. If auto-recovery does not work the Globe iFusion, via the L-band back-up, allows the Globe Wireless VSAT technician to remotely access all the onboard core components andsystems. Globe Wireless director of VSAT engineering, Brad Rogers, explains, This new feature assures the customer that over 95 per cent of all outages are recovered remotely. With our live monitoring, typically within one hour of
Marine Electronics & Communications I August/September 2012 I 21

New anti-piracy docking station unveiled

Beam Communications has developed a new Iridium-based anti-piracy satcoms solution with covert antenna and docking station. The PotsDock Extreme is for an Iridium Extreme handset that can be placed in a ships citadel, or safe room. If crew are under attack from pirates, they can retire to the secure citadel and remain in communication with naval forces (see page 60). Iridiums head of global distribution channels, Greg Ewert, says citadel devices, like the Beam product, are becoming more sophisticated. The citadel docking stations provide independent communications for crew in safe rooms, he explained at Posidonia. They are continuously evolving by including more value-added services. There is more voice and tracking services, and dedicated signals to response centres. Beams director of European business, Davide Carpenga, says We designed the docking station for Iridium Extreme and specifically designed the antenna to be camouflaged on deck. Phones are charged ready for use in emergencies. Part of the package includes alarms installed around the ship so crew can press a button if they are under attack. It is becoming almost mandatory to have this type of system on board as part of the vessels insurance. He adds, Iridium Extreme has tracking and GPS functions and an SOS button for emergency. If using Iridiums AccessPoint then the phone, or docking station would become a wireless hotspot, so crew could send e-mail to the shipowner, or manager, who may have their own security arrangements. Beam supplies the docking station through its agents, including Vizada, Marlink, AST and Otesat-Maritel.

www.marinemec.com

satcoms

any outage, our engineers are already online checking the system and coverage. If there is an issue, most vessels are recovered within 15 minutes after remotely accessing the vessel. The companys president, David Kagan, claims the service has a unique voice solution and VSAT enhancements. He adds, This is just the start of several new updates and features we have planned for Globe iFusion and our customers in the coming months. Thuraya and Addvalue Communications recently unveiled the jointly developed SF2500 maritime satellite voice terminal. The Indonesian Fisherman Association was an early adopter of the SF2500. Addvalues chief executive, Colin Chan, says SF2500 was specially designed for fishing vessels and surveillance ships operating in harsh maritime environments. He adds, The SF2500 satellite voice terminal can withstand extremely high temperatures and

KVHs range of TracPhone VSAT antennas will be distributed in South America byAndesat

humid conditions, and was proven in sea trials. The terminal operates over Thurayas network. It has an advanced GPS navigation system that allows vessels to document and transmit critical location and time information, optimising costs and fleet operations. Indonesian Fisherman Associations chairman, Yussuf Solichien, explains why the organisation is recommending the terminal to its members. We wanted Indonesian fishermen to feel protected and safe by putting the best satellite communications at their disposal, he says. The versatility of the SF2500, its small powerful antenna, its reliability in different conditions and the built-in emergency response alert system were key factors in our choice. In Europe, O3b Networks has developed the O3bMaritime service, which it claims can provide cruise ship guests and crew with more than 100 times the average Internet access rates at sea. In a highly selective service, O3b will offer data bursts up to 500 Mbps in aggregate bandwidth to a single vessel. O3bs chief commercial officer, John Finney, says O3b would deploy dedicated steerable satellite beams to achieve this. Using fast, fibre-like connections that deliver the same Internet access and broadband experience at sea as guests are used to at home, he says. O3bMaritime will track a ships course continuously, optimising broadband performance and providing clear voice and low latency. MEC

in brief
Chinese fishermen are trialling 100 of Beams Oceana 400 terminals and 100 Oceana 800 terminals using Inmarsat FleetPhones. Beam expects this will lead to an order for 1,000 units for an expansion of the trial. Selex Elsag has provided FleetBroadband and other safety equipment, including GMDSS, helicopter communications and a non-directional heli-beacon to an unnamed jack-up rig. Gentay has introduced the i-Safe 28, an intrinsically safe smartphone with global roaming SIM card, which it claims offers 70 per cent savings on global roaming voice and data costs. Iridium has launched a 200MB promotional OpenPort service over its Iridium Pilot terminals. RigNet has acquired Aberdeenbased Nessco Group for almost US$49 million to strengthen its position in the European offshore satcoms market. Intellian has begun offering a threeyear limited warranty across its entire VSAT and TV antenna range. L3 Communications has gained a contract to supply US special operation forces with maritime VSAT hardware. Xanatos Marine has gained a US$5 million contract to supply 19,000 AIS transmit only transponders, for installation on small vesssels, to the Mexican Merchant Marine. Orbit has unveiled its new OrSat 300 1.15m-diameter stabilised VSAT terminal for Ku- and Ka-band services. Affini has been formed through the integration of Red-M, AirRadio and C&C Technology and plans to expand into maritime satcoms. Global Satellite Engineerings new software platform, GSatTrack, now supports more than 70 different trackingdevices.

Router developed for nearshore communications

Port-IT will be launching a new router and service package to provide cheaper nearshore phone connections. Cios Pebble is a 3G data router, with a built-in SIM card slot, to enable access to terrestrial GSM networks from ships. The router has firewall functions, WiFi and local area network ports and will act as a least-cost routing system. Port ITs maritime IT consultant, Youri Hart, says the router could act as a replacement for VSAT on ships that operate within terrestrial GSMnetworks. Many shipowners would like to save on communication costs instead of investing largely in VSAT solutions. Some would like to enable higher data speeds while a vessel is in port or near shore. Also shipowners want a back-up for their satellite communication, as often in ports they have no connection due to port infrastructure like cranes and buildings. Port IT will be launching the router and its new Near Shore Data Grid (NSDG) at SMM in Hamburg in September. NSDG is a unique GSM 3G subscription that works hand-in-hand with the Pebble router, and provides a seamless saving of data costs, says Mr Hart. This will include a roaming Simcard with limitations preventing connection to high-cost terrestrial networks, such as US$5-10 per MB. The return on investment for the Pebble hardware will be 23 months. We will be offering connections in 55 countries during the pilot phase. We are still working to increase the number of countries. The router will be delivered with a marine grade antenna for optimal signal use, cabling and mounting brackets. The router can work with already installed firewalls and FleetBroadband (FB). The router can switch to using shore networks, without any interaction from the crew, nor any SIM card changes. The Pebble router will detect the 3G signal, test the data quality and link, and will switch the outgoing traffic from FB to a shore network. It will switch back to FB once a vessel is outside the terrestrial network.

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www.marinemec.com

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Marine Electronics & Communications I August/September 2012 I 23

operator feedback

Flexibility and seamless links drive V.Ships VSAT choice

Remote IT access, vessel routeing and crew welfare were requirements that V.Ships wanted from KVHs satcoms packages

.Ships IT subsidiary Seacom Electronics has chosen to use KVH Industries latest mini-VSAT Broadband on the managed fleet to facilitate a range of onboard services. In time, V.Ships technically managed vessels, potentially up to 450 ships, could be using KVHs terminals, communication boxes and services. The combination of Ku-band VSAT, backed up by an overlay of C-band services, means V.Ships can run its onboard applications and crew welfare solutions on an always-on service, without disruptions when vessels move between two satellite beams. V.Ships manages more than 1,000 vessels and 26,000 crew. Around 450 ships are in full technical management, on which Seacom services the satcoms equipment. The KVH solution was chosen following a bidding process involving 10 suppliers. Seacoms managing director, Neil Sayce, says standard IT arrangements on V.Ships managed ships were required in order to reap the benefits of IT support. We were getting increasing pressure from the manpower division to improve crew services, he explains. Owners were doing their own thing, so we were seeing different types of VSAT installed, which made it difficult to support. So we had to put a plan together to choose a preferred supplier of VSAT. During the tender preparation process, Seacom set out criteria for the applications VSAT would need to unlock. We wanted delivery of weather route planning, and ecdis updates, remote monitoring of equipment and IT support, Mr Sayce says. Some equipment manufacturers want to bolt on communication devices on their equipment so they are not reliant on shipboard services and they can monitor their own devices. We wanted database replication, so we could replicate our own in-house ship-to-shore database via the VSAT every 20 minutes. We also wanted to get anti-piracy updates, which are ever more important, and remote access to manuals. The biggest driver was improving crew services,

getting affordable voice and dataservices. Part of the tender preparations involved a comparison of different satcoms costs. Seacom reviewed the monthly average rate per user from 2011 data for various types of onboard communication. It found the average monthly rate for using Fleet or Inmarsat B was US$1,220 per vessel, and for FleetBroadband it was US$630. So it put in the budget a cost of US$1,000 per vessel per month. Tender documents went out to 10 suppliers and the returned bids were analysed. Mr Sayce says Seacom created a matrix of how the bidders would meet its criteria and then used this to chose the best match. We wanted an always-on system for crew welfare and business requirements. We were looking at the communications platform and how a supplier would achieve an always-on

KVHs TracPhone V7 60cm-diameter terminals can be installed without the use of cranes

capability. We considered their coverage and we were looking at whether they have automatic beam switching. This is important as we could not afford the satellite communications to go down if ships are sailing between beams. We looked at the hardware options and ability to upgrade, and also at a suppliers security and controls such as firewalls, filtering, traffic prioritising and quality of service. He explains, Our philosophy was that we wanted a three-year commitment, but some suppliers wanted five to eight years, which was too long considering how technology can change. We wanted a 24/7 support service and remote monitoring, so we could see what the ships were doing in real time. From the matrix of supplier answers, KVH was chosen as the preferred one, fulfilling all of the criteria. KVHs use of ArcLight spread spectrum technology enables the deployment of smaller VSAT antennas than some of its competitors, reducing the installation costs and time. The Ku-band and C-band overlay extends seamless coverage over 95 per cent of the earths surface, KVH claims. Mr Sayce continues, With systems of old, it was all about the logistics and installation on vessels. It was about getting equipment out to the ships and using a crane it could be a US$10,000 job. But with KVHs 60cm TracPhone V7 dish it gives us more options. For example, doing the job while the vessel is in service you do not need to wait for a refit. VSAT equipment can be installed by the crew, who are delighted to do this as they know what it enables, and no crane is required. The options for metered or fixed data services, and the inclusion of the CommBox communications management devices, are also beneficial. V.Ships manages a large fleet with variable owner and crew requirements, says MrSayce. KVH has flexibility on the hardware and on the airtime deals. There are plenty of owners who will go for a fixed airtime plan, such as 200MB of data for US$1,000 per month; and the issue of pre-paid cards to give crew voice and Internet access. Others want the full service. If they use the TracPhone V11 antenna, then they can upgrade from metered to full service later. He continues, The CommBox gives us an element of control over the services we give the crew as well as offering compression up to 80per cent reduction in file volume but not much reduction in quality. MEC
www.marinemec.com

24 I Marine Electronics & Communications I August/September 2012

Pioneering onboard WiFi project is expanded

British Columbia Ferries began rolling out WiFi on one of its routes in 2010 and has now added two further routes to the fold by Clare Nicholls

hen passengers on British Columbia Ferries' (BC Ferries) Queen of Surrey heard an announcement from the chief steward that a free onboard WiFi service had been launched, they spontaneously welcomed the news with a standing ovation, reported vice president of customer services, Corrine Storey. With such a positive reaction at stake, the Canadian operator wanted to ensure that the installation was foolproof before enabling the service in May 2012 on the routes from Horseshoe Bay, Vancouver, to both Departure Bay, Nanaimo, and Langdale on the Sunshine Coast. We did not introduce the service on these routes until all the ships had the cabling installed, because we wanted consistency of service for the customer, says Ms Storey. The latest tranche of vessels comprised Queen of Oak Bay, Queen of Cowichan, Queen of Coquitlam and Coastal Renaissance, as well as Queen of Surrey. WiFi is also available at the routes terminals. The Tsawwassen, Vancouver, to Swartz Bay, Victoria, route was the first to have the service enabled in 2010. WiFi was available at both terminals and on board Spirit of British Columbia, Spirit of Vancouver Island, Queen of New Westminster and Coastal Celebration. We started in this area because our IT team felt we could have success using land-based high speed radios, Ms Storey says. Based on the technology and the distances between them on that route, the service has been very reliable. Our challenge is providing reliable network connectivity to a moving fleet of vessels in a challenging physicalenvironment. There are a few locations where the WiFi coverage is a little patchy and it is also weatherdependent, but in practical terms, connectivity is available for 9698 per cent of each journey. Reportedly, the best connectivity is provided on a cloudy day with slightly choppy water. Clear skies and a flat sea reflect the signal and so disrupt it, as does rain.
www.marinemec.com

Spirit of Vancouver Island was one of the original WiFi-enabled vessels in 2010
The reason it took us two years to launch the next stage of the service was that for the two Horseshoe Bay routes there was 42km of open water to cover, says Ms Storey. It was a greater challenge for our team but they managed this by positioning the land-based high speed radios to enable coverage. Each ship and terminal has a number of wireless access points installed throughout the passenger areas to enable pervasive WiFi which can be accessed from all mobile devices: laptops, tablet computers and smartphones. Using the ship-to-shore wireless network, the service connects to the Internet in BC Ferries data centre. Each ship is allocated 2 Mbps download speed and each terminal has large access points that provide connectivity to the traffic lanes. Building the ship-to-shore network initially took a year, but it is constantly being changed and upgraded. Vessel cabling was carried out during refit periods in drydock. Cabling work on board each vessel took a few weeks to complete and the installation of the wireless access points lasted a couple of days in each case. BC Ferries Network Operations provides the WiFi service, but cannot provide full technical support to passengers. We dont have the ability to run an IT helpdesk but we do provide passengers with a frequently asked questions sheet which gives basic advice on restarting the device, the wireless network or the Internet browser, says Ms Storey. This is acceptable to passengers as the service is free of charge. The passengers understand. However, BC Ferries technicians are on hand to repair any hardware faults which may occur. The operator intends to roll out the service to the remainder of its routes, but will still face challenges with the distances of open water involved. Therefore its IT team is eager to test out 4G long-term evolution (LTE) technology, which is a standard for wireless communication of high speed data for mobile phones and data terminals, based on a global system for mobile communications (GSM) enhanced data rates for GSM evolution (EDGE) and universal mobile telecommunications system (UMTS) high speed packet access (HSPA) network technologies. BC Ferries believes 4G/LTE technology has great potential as it provides very high bandwidth and low latency connectivity, possibly over a greater distance. However the operator is cautious and will investigate its availability and performance in the marine environment. The technology has not yet had a full production release so testing cannot take place yet, but BC Ferries will look at this in the near future. Technology is ever changing and we are always evaluating new offerings, says Ms Storey. MEC
Marine Electronics & Communications I August/September 2012 I 25

ecdis

Advanced ecdis is for competent operators

Safe and successful implementation of ecdis will represent a significant development in navigation and vessel operation. In time, ecdis may be able to interact in an intelligent manner with bridge watch alarms to deliver higher levels of navigationalsecurity by Alan Welcome
anti-piracy information, the majority are more likely to welcome assistance in achieving a compliant, safe, workable system. After all, ecdis in general still suffers with teething troubles, and all measures to address existing and emerging problems must be regarded as valuable progress. It is good to note that earlier attempts to persuade shipowners that ecdis is easy have largely disappeared; there appear to be increasing efforts to provide realistic, wartsand-all information and advice. Looking a little to the future, ecdis has the potential to deliver safety benefits by way of enhanced interaction with other items of bridge equipment such as bridge navigation watch alarm systems (BNWAS). There is certainly a growing demand for hard information. Shipping companies at any stage of ecdis implementation will find much of interest in the updated and comprehensive guidance recently issued by the Australian Maritime Safety Authority (AMSA). Marine Notice 11/2012 sets out to clarify emerging issues relating to the carriage requirements for ecdis and to provide guidance for ecdisfitted ships calling at Australian ports. Of particular interest are its two flow charts that will be used by AMSAs Port State Control (PSC) inspectors, addressing ecdisrelated issues. Shipowners will certainly note the prevalence of ecdis/ENC-associated detainable deficiencies. A valuable addition to the growing list of ecdis-related titles is the Admiralty Guide to the Practical Use of ENCs (NP231), published by the UK Hydrographic Office. Written in a very accessible manner, readers will particularly appreciate the highlighted boxes containing notes and cautions, interspersed at appropriate places in the main body of the text. Did you know, for example, that many individual features such as pipelines, cables and soundings do not activate indications or alarms? NP231 says this is dependent on the ecdis manufacturers interpretation of the IMO performance standards. Also just published is NP5012, the Admiralty Guide to

hile additional ecdis functionality can offer some useful and intriguing add-ons, these are probably of limited interest to the majority of shipowners who are more concerned with managing a safe and efficient transition to mandatory ecdis carriage. So while savvy early adopters may appreciate additional functionality such as anti-collision advice, voyage optimisation and overlays providing

ECDIS listed iin the ship's Record of Equipment Form

NO (without any valid reasons) Is ECDIS being used for navigation?

Action code 30 (depending on circumstances)

YES

NO Is the ECDIS type-approved? Action code 30

YES

Has the ECDIS been maintained to the latest applicable IHO standards and as may be required by its type approval? YES

NO (Actions depend on the seriousness of any resulting limitations on effective operation) Action code 30 or 17

Part of the AMSA flow chart: Action code 30 is a detainable deficiency

www.marinemec.com Marine Electronics & Communications I August/September 2012 I 27

ecdis

ENC Symbols Used in Ecdis. In addition, Admiralty has launched a course, run by its own experts, designed specifically for nationally accredited maritime lecturers or industry training professionals. Admiralty says it will enable them to provide their students with a fuller understanding of the interaction between ENC data, ecdis software and the ecdis user. There is also a supporting computer-based training (CBT) course. Ecdis has the potential to deliver safety benefits by way of intelligent interaction with other items of bridge equipment. BNWAS are intended to monitor bridge activity and detect operator disability which could lead to marine accidents; in other words, to ensure that there is someone on the bridge who is alive, awake and taking an interest in a vessels progress (see page 43). On a ship conforming with regulation Solas V/19.2.2.3, BNWAS is required to be in operation whenever the ship is underway at sea. However, under the current regulations, the master has ultimate control of the BNWAS, and can turn it off by means of a key or code. This seems to defeat the object of the equipment, a view reinforced by the grounding of the 7,852gt container vessel, Karin Schepers. Karin Schepers was fitted with a BNWAS, but it was not switched on; furthermore, use of the BNWAS was routinely not required by the master, according to the MAIB accident report. Stuart Newman, director of BNWAS manufacturer AMI Marine, says it is possible ecdis could be employed to remove the risk of incidents of this nature. Currently, by regulation, BNWAS has three settings; manual on, manual off and auto, which means that it becomes operational whenever the ships heading or track control system is activated. Our KW810 BNWAS also offers an optional auto mode linked to a vessels GPS. This would appear to be more appropriate, as a ship may encounter problems on the bridge when the autopilot is not in use. Although this certainly seems to offer an improvement, it still does not address the problem of the master who chooses not to use BNWAS. Industry sources confirm that it is feasible to hard wire BNWAS so that it is operational when sensors indicate the vessel is underway, removing the manual options. This would, of course, require a change in the regulations, but if it becomes apparent that the spirit of the current BNWAS rules is routinely being ignored, this may have to be considered. Currently, GPS seems to be the best piece of bridge equipment to trigger automatic or fully automatic operation, simply because it is used
28 I Marine Electronics & Communications I August/September 2012

on all vessels. However, ecdis may ultimately offer the best prospect, as it will be in operation even if a vessel suffers GPS failure or outage. Regular interaction with ecdis can already be used to satisfy some BNWAS products that the bridge remains manned. Given the successful implementation of ecdis on a single vessel or across a fleet there is then the opportunity to look for ways to gain as much benefit as possible from the equipment. Paul Elgar, Jeppesens strategic business manager, says ecdis can open doors to evolving technologies designed to improve operational efficiencies, increase safety and streamline the business of shipping. Our

vessel and voyage optimisation software (VVOS), allows mariners to constantly monitor and adjust the voyage to ensure the vessel sails the most economical route and that cargo and crew safety is optimised. In addition, Jeppesens fleet manager product combines with VVOS to give mariners and shoreside shipowners the ability to track and monitor the performance parameters of their vessels, so they can manage their assets more efficiently and improve strategic decisionmaking. While reducing fuel consumption is a key goal in achieving greater efficiency, it must be taken into consideration as part of a larger

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picture. For example, a vessel that slows engine speed to reduce fuel consumption, and as a result gets caught in heavy weather, may end up burning extra fuel or experience costly cargo damage at sea. Fleet manager communicates with the ecdis and VVOS to provide positional awareness and give mariners the critical data they need to make the best, informed decisions. Meanwhile, ecdis/ENC growing pains were brought centre stage by the initial analysis of information derived from running International Hydrographic Organization (IHO)-set tests on ENCs. A recent report from the International Hydrographic Bureau (IHB) on these tests

indicated that only a third of systems that were tested functioned as expected ( MEC April/May 2012). Manufacturers have since responded by confirming that their products meet the IHB standards. In a recent statement, Maris reconfirmed that the next version of its Ecdis900 ecdis meets performance standards set by the IHB. Mariss technical director, Philippe Kah, said the company took swift action to ensure that its software was acknowledged as meeting the standards set for ecdis. As part of the consultation process between IHO and ecdis manufacturers, we have put our systems through the stringent tests set by

the IHO and submitted our report to them, along with the test support documentation and screen dumps required in the latest circular. The previous generation Ecdis900 did not match the exhaustive criteria set out in the IHO report in four minor areas, none of them critical, but we have been able to advise our distributors that the new Ecdis900 V4.5.4.76 is fully compliant with IHO tests. JRC was the only company to be specifically named in the IHB circular. However, JRC says it was aware of, and had substantially addressed the problems long before the IHB ecdis dataset was issued.JRC said. What is probably least well known about the issue of ecdis anomalies is that JRC put out its first warning on 26 May 2010, some 22 months before the IHO circular on the subject. In May 2010 we identified the first display error issue. This was a wreck symbol. Then in September 2010, we found a small sea area that appeared incorrectly as land. We had fixes in place by August and December 2010. However, some JRC systems in use at sea had not been upgraded with these 2010 fixes. To a great extent this is beyond our control. We can issue fixes but we cannot force people to install them.When the IHB issued its test data check set in October 2011, it found further minor problems with the presentation library on older JRC ecdis units. These too were solved by April 2012 despite the IHB issuing its circular warning in March, that older JRC ecdis, with outdated software, posed a potential risk to safe navigation. Regarding the manner in which the software fixes were promulgated, JRC said the first information notice to customers wasissued in October 2010 but as far as JRC was concerned, by the end of 2010 the legacy ecdis issues had been solved from a technical point of view. JRC published the warning on the JRC public website and issued a technical bulletin and software update on the (restricted) JRC service agent network websites. As to why some JRC ecdis were not upgraded JRC saidit could not reach every possible customer by itself, but a NAVAREA warning is read by all officers so this was the best way to communicate the problem. JRC agreed to the issue of a NAVAREA warning in March 2012 after discussions with the IHB and the UK Hydrographic Office. Taking a holistic view of the issue,JRC believes the industry needs a more robust system to ensure that ecdis units meet the latest IHO standards.The IHO check data set project has highlighted the importance of having a requirement of legacy ecdis software upgrades to be promptly completed within realistic time limits and schedules, to ensure that all manufacturers ecdis units are fully upgraded. MEC
Marine Electronics & Communications I August/September 2012 I 29

www.marinemec.com

ecdis positioning

Can signals of opportunity fill the positioning gap?

The mandatory ecdis roll out has begun, e-navigation creeps closer, but are we any nearer to genuine, robust GNSS back-up and redundancy? by Alan Welcome

retty well everyone agrees that the world in general, and shipping in particular, has a serious GPS dependency issue. There is an urgent need for redundancy in ship positioning. The GLA (General Lighthouse Authorities of the UK and Ireland) has brought the problem back under the spotlight, noting that recent major problems reported from Korea concerning deliberate jamming of GPS affecting aviation and shipping, have prompted a protest to the International Telecommunications Union (ITU). Disrupting GPS signals is a violation of the ITU charter against sending malicious signals. While support from other satellite navigation systems (GNSS) will spread the risk, the similarity of the technologies still leaves positioning, navigation and timing (PNT) provision vulnerable to a wide range of threats, both natural and man-made. Inertial navigation is sometimes mentioned as a possible means of providing back-up for GNSS. However the complexity and cost of systems capable of providing the required level of accuracy for a worthwhile period of time make this impractical. Keith Vickery is president of Zupt LLC, a privately owned, international company specialising in the integration and application of inertial technologies to onshore and offshore survey and positioning services. He says that modern inertial technologies can deliver very high levels of accuracy over short periods of time centimetres over a few minutes exactly what is required in the offshore industry. On the subject of back-up for commercial vessels he comments, Twelve hours of outage support is not feasible with a stand-alone inertial navigation solution. However, if you have Loran observations that can be coupled, or some visibility to any GNSS observations, then a tightly coupled solution should stand a chance of lasting through such long GNSS outage periods. Enhanced Loran (eLoran), a low frequency, high power terrestrial system, is seen as a viable means of providing PNT back-up and redundancy.
30 I Marine Electronics & Communications I August/September 2012

Ramsey Faragher [BAE Systems]: Our positioning systems use the same dual core 1 GHz ARM processor found in modern mobile phones
It seemed to have a bright future until the US administration withdrew its funding as part of a 2010 cost-cutting programme. However, research and development continues in Europe and it appears that the story is still far from over on the other side of the Atlantic. US technology company UrsaNav reports that as a result of a co-operative research and development agreement (CRADA) with the US Coast Guard, it is conducting on-air tests from the former Loran support unit site in New Jersey. One of the goals is to research, evaluate and document a wireless technical approach as an alternative to GPS for providing precise time. Further tests are planned at various US sites, employing different frequencies, waveforms and modulation techniques. UrsaNav says it provides the worlds most advanced solutions for low frequency alternative PNT, including high performance eLoran timing receivers. We have partnered with Symmetricom, the global leader in precise time synchronisation, and Nautel, the industry-leading supplier of high power RF (radio frequency) transmitters. This alliance of expertise provides the foundation technology for the best wide-area, terrestrialbased alternative to satellite systems such as GPS,
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Doc annonce maritime 2012.indd 2

21/12/11 23:37

ecdis positioning

GLONASS andGalileo. In March, the GLA welcomed CRADA as part of a new set of low-frequency (LF) services being trialled on both sides of the Atlantic, saying, A sky-free timing service, like the one UrsaNav will be radiating in the US, is already available in trial mode across Britain and some other parts of Europe using the GLAs prototype eLoran system plus GPS+eLoran timing receivers. This looks like good news, yet a recent announcement from BAE Systems appears to suggest it is developing a system with the potential to deliver redundancy in positioning on a global basis without the need for any investment in expensive new infrastructure. Navigation via signals of opportunity (NAVSOP) is described as an advanced positioning system that exploits existing transmissions such as WiFi, TV, radio and mobile phone signals, to calculate the users location to within a fewmetres. BAE says that while GPS relies on a specific and relatively weak satellite signal, vulnerable to disruption, NAVSOP calculates its position by making use of the hundreds of different signals that are all around us. It also works in remote areas such as the Arctic, by picking up signals that include low earth orbit satellites and other civilian signals. By exploiting such a wide range of signals, NAVSOP is resistant to malicious interference such as jamming and spoofing, where a bogus signal tricks a device into delivering misleading information. In fact, signals from GPS jammers could sometimes be exploited by NAVSOP, because it learns from initially unidentified

signals to build an increasingly accurate and reliable fix on its own location. BAE Systems Advanced Technology Centres principal scientist, Ramsey Faragher, led a team that received an Institute of Navigation award for a ground breaking paper on how aspects of the technology work indoors. Dr Faragher says NAVSOP is in fact a family of technologies and techniques with two distinct prototype systems one for indoor positioning, the other for outdoor use. However, these could be integrated into one system to provide seamless indoor outdoor positioning. We perform lots of basic measurements carrier phase and rate, time of arrival of repetitive structures, signal strength, etc. We have also used angle of arrival in the past to test specific techniques to allow the use of communications signals from airliners. Depending on the application military versus civil, man-portable versus mounted on a large vehicle, a range of techniques and signal choices can be applied. While the undeniable beauty of NAVSOP is that the infrastructure required is already in place, the necessary hardware is already commercially available too. Dr Faragher explains. Most of the measurements are the same fundamental measurements as any mobile phone or TV tuner makes in order to lock onto the signals. We just make more precise measurements of a host of metrics, and then throw the data at a suite of clever algorithms. Our indoor and outdoor positioning systems both use the same dual core 1 GHz ARM

Navsop: Navigation Via Signals of Opportunity A new positioning system which exploits existing signals including Wi-Fi, TV, radio and mobile phone signals, to calculate its location to within afewmeters

While GPS relies on one signal which is vulnerable to jamming or interference, NAVSOP can exploit any of the hundreds os signals that already exist. The technology can also reach areas that GPS is unable to penetrate, such as dense urban areas, deep inside building and even underground and underwater

Navsop can use the following signal sources to navigate: 1 GPS satellite 2 Air traffic control communication 3 Television communications tower 4 Wi-Fi 5 GPS jamming device 6 Cellular transmitter 7 Radio communications tower

The infrastructure required for NAVSOP is already in place and the hardware required is commercially available
32 I Marine Electronics & Communications I August/September 2012

processor found in modern mobile phones. NAVSOP tries to learn as much as it can about its environment, says Dr Faragher, but it needs to be given something to learn from to begin with. This can be GPS, or the provision of a set of transmitter locations and identities, such as all the DVB-T (digital video broadcastingterrestrial) and DAB (digital audio broadcasting) transmitters. It can then learn about all the cellular and WiFi transmitters. It learns by itself over time, determines which transmitters are the best and discards poor ones from its database, says Dr Faragher. The idea is not to throw a NAVSOP system immediately into a horrible situation such as aggressive GPS jamming or severe solar storm events the first day you get it out of the box and turn it on, but to let it learn, so that when GPS drops out you can continue to navigate. The longer it has spent learning, the less dependent it is on GPS. You can quickly reach a point where you actually view GPS measurements with a level of caution and can detect spoofing events, he adds. NAVSOP builds up a few different memories not just transmitter location. Most modern digital signals contain identity information broadcast within their structure, so that is the starting point. However, we are developing other methods of fingerprinting transmitters so that you do not have to demodulate and decode data to identify them. These ID fields within the signals are publically available to everyone at all times; we cannot and have no need or desire to decode any user data packets from mobile phone or WiFi base-stations. It is the equivalent of doing your WiFi scan with a laptop and seeing the names of the routers around you. BAE says a major advantage of the system is its ability to function in places where GPS does not. NAVSOP, it says, has a wide range of potential military applications ranging from helping soldiers operating in remote or dense urban areas to providing improved security for unmanned aerial vehicles (UAVs), which could face attempts to disrupt their guidance systems. Other suggested applications include helping fire and rescue services find their way through smoke filled buildings and enhancing the safety of lone workers and securitystaff. Perhaps surprisingly, BAE makes no specific mention of NAVSOP providing GNSS back-up and redundancy in the context of commercial shipping, but at face value, it seems to tick all the necessary boxes, a view shared by GLAs research and radionavigation manager, Martin Bransby. He notes, The concept of navigation by signals of opportunity is not new, and we will need to look into BAEs research in some detail in order to make a proper objective evaluation. However, at a first look, it does appear to have some maritimepotential. MEC
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tion projects. It can operate a variety of transducers both of L-3 ELAC Nautik and other manufacturers, thus it is qualied for an easy modernization and repair of navigation echo sounder systems. Improved design The electronic unit can operate 8 different frequencies and a menu controlled transducer and performance setting allows an easy set-up of the echo sounder system. The large 10.4 high resolution display shows detailed depth information. The water depth is presented as a colored echogram to show the trend of the water depth below to vessel. In addition the current water depth is displayed digitally together with information about the ship's position, date and time. The display can be dimmed in 9 steps for a non-dazzling readout during twilight and night.

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The LAZ 5100 is the latest navigation echo sounder of L-3 ELAC Nautik, available as singleor dual-frequency unit. Various transducers with frequencies from 24 kHz to 200 kHz can be operated and the maximum measuring range is 2,000 m. General The water depth below a vessel is one of the most important information for safe navigation. The LAZ 5100 navigation echo sounder guarantees a reliable detection of the sea bottom in shallow as well as in deep water and is designed for an automatic and smooth operation. It meets the requirements of IMO for navigation equipment and is type approved by BSH, USCG and CCS.

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Reliable operation The menu guided operation with direct access to all functions enables the operator to set-up the echo sounder system to his requirements. Automatic gain control and TVG give reliable bottom detection both in shallow and deep water without additional actions of the user. An internal memory of 24 hours stores the depth, position, date and time. Easy interfacing All required input and output interfaces are available to integrate the LAZ 5100 into the ship's navigation system. NMEA inputs and outputs, VGA and a centronics interface are provided to connect peripheral devices, like digital slave displays and printers.

an extensive quality control process. This 100% quality control ensures that the delivered components are without any defects and the echo sounder system will operate at maximum performance.

Best selling navigation aid Until today already more than 6,500 units have been sold. The LAZ 5100 is suitable for vessels of all sizes and can be used both for new buildings and moderniza-

Key Features Meets IMO requirements Single or dual frequency version Interfaces to ship navigation system 24 hours data storage for depth, position, date and time Menu guided operation Mute control for acoustic alarms Large variety of transducers can be operated Automatic and reliable operation in shallow and deep water
Transducers L-3 ELAC Nautik has developed special transducers for the operation with the LAZ 5100. Together with the transducer LSE 297 (50 kHz), LSE 329 (100 kHz) and LSE 313 (200 kHz) the echo sounder system provides an excellent performance and combines long ranges with high resolution. All LAZ 5100 navigation echo sounders and transducers are developed and manufactures at L-3 ELAC Nautik's factory in Kiel (Germany) and have to pass
All you need to interface the LAZ 5100 with your ship Transducer LSE 297

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Marine Electronics & Communications I August/September 2012 I 33

ecdis

Conference to bring new focus on ecdis

The issues around the implementation of ecdis carriage, including its correct use and the provision of effective training, will be addressed at the Marine Electronics & Communications Conference on 2425 September. The event will be held in London, in association with the UK Hydrographic Office (UKHO) subsidiary Admiralty. There will be a morning workshop that will deliver information on the mandatory carriage of ecdis. In his opening address, the UKHOs chief executive, Ian Moncrieff, will be setting the scene for mandatory ecdis carriage. The first afternoon of the conference will have a session dedicated to the current status of ecdis adoption, training and what should be expected in 2013. This session will also update the industry on the progress of the e-navigation concept. Ecdis updates will be coming from Capt Paul Hailwood, a director at Hailwood Consulting, and Navtors managing director, Tor Svanes. Warsash Maritime Academy will explain the importance of tackling ecdis training and will highlight the key improvements that need to be made in current training provisions. General Maritime Managements marine operations manager, Capt Domenico Kapetanovic, will provide an operators perspective on the implementation of ecdis. There will also be a panel discussion at the end of the session. In the Admiraltys workshop, Capt Hailwood will be asking attendees if they are ready for ecdis carriage and offering advice if they are not. For more details on the programme please visit: www.rivieramm.com/events

PC Maritime issues 100th ecdis type-training certicate

Since the introduction of PC Maritimes ecdis type-training in March 2012, 100 navigating officers have completed the course and received certificates. PC Maritime says it was the first manufacturer to provide stand-alone typespecific ecdis training. The Navmaster computer-based training is provided on two DVDs, one containing interactive instruction, the other the assessment test. The DVDs can include any specific company safety management system requirements. Training is accessed through any computer and an e-mail account. More than 70 vessels have been equipped with the two Navmaster type training DVDs. Wallem Germany manager, Mangala Herath, has received positive feedback from officers on nine Wallem-managed vessels equipped with Navmaster, particularly with regard to the Ship Inspection Report Programme (SIRE). He said, More often than not, SIRE inspectors are enquiring about type-specific training and they are satisfied at seeing our onboard staff undergoing the Navmaster training course. Our crews have become more confident when using ecdis and are now aware of most of the features, thereby utilising the ecdis more. The Navmaster course also helps second officers to upload chart corrections. Overseas Shipholding Group (OSG) is another tanker operator that uses PC Maritimes ecdis. OSG has 45 tankers fitted with Navmaster ecdis and DVD training.

Furuno extends ecdis training network

Furuno has opened ecdis training facilities in India and in the Philippines. It is teaching ecdis courses at the Moloobhoy training centre in Mumbai and the Compass training centre in Manila. Furunos head of training, Yutaka Wada, says, It is a good step forward in providing type-specific ecdis training locally in Asia. By adding these two major hubs to our training network, we are able to better serve our customers.

Tamot offers ecdis calibration

Hatteland Display has appointed Yokohamabased Tamot to provide ecdis calibration services in Japan. Tamot is able to offer not only the regular warranty and non-warranty service of Hatteland Display products, but also the re-calibration of ecdis equipment after such repairs. This follows a training session in Tokyo held by Hatteland Display. Tamot can also provide in-field service for gyro compass, radio and radar. Hatteland Displays vice president, production and service, Leif Grindheim, said: The extension of service into an even more technology-based level reflects the ongoing efforts to offer a higher degree in service performance, and to safeguard the need of customers to ensure their navigation and radar approvals are maintained.

Wallem is using Navmaster ecdis on nine of its tanker fleet

Route specic chart corrections from Thomas Gunn

Thomas Gunn Navigation Services has introduced Voyager 4, the latest version of its automated chart management system. We have incorporated a number of industry firsts into the new Voyager, explained managing director, Thomas Gunn. The new route planning functionality will enable the mariner to plot an optimum route and then automatically receive a tailored list of corrections for that route alone. As part of the service, subscribers will automatically receive the new Voyager 4 software. Voyagers file compression technology ensures easy delivery of weekly updates for British Admiralty Notices to Mariners and tracings, and Admiralty Vector Chart Service and Admiralty Raster Chart Service updates. To ensure that the mariner continues to have the most up-todate port information available to them, any amendments available will also be included in the weekly Voyager updates service.

Admiralty supplies Warsash with digital publications

The UK Hydrographic Office has started supplying UK-based Warsash Maritime Academy with training licences for its full portfolio of Admiralty digital publications. Chris Lowe, senior lecturer at Warsash, said, We always strive to prepare our students not only for their exams, but also for the reality they will face at sea. Our new training licences will ensure that officers trained at Warsash are ready to serve on the many ships that are using Admiralty Digital Publications. MEC
www.marinemec.com

Elcome International joins Ecdis Training Consortium

Ecdis Training Consortium (ETC), which is operated by MSG MarineServe has appointed Elcome International in Dubai to act as its local partner to expand its coverage to the Middle East. MSG says it will provide its established ecdis
34 I Marine Electronics & Communications I August/September 2012

training courseware, ecdis training systems and approved train-the-trainer courses together with certificate authentication and trainee database services for reference by its partners, customers, port state control and other concerned authorities.

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Contact:

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Marine Electronics & Communications I August/September 2012 I 35

bridge systems

US suppliers deliver bridge integration and functionality

Systems integration meets shipping head-on, with integrated navigation systems and humanmachine interfaces central to bridge design by Barry Parker

he increasing number of inputs and processes to be monitored from an integrated bridge system (IBS) has brought human factors to the forefront in bridge design. At the same time, owners desires to reduce crew sizes have fuelled the trend towards bridge integration. According to IMO, The integrated navigation system (INS) supports safety of navigation by evaluating inputs from several sources, combining them to provide information giving timely alerts of dangerous situations and system failures and degradation of integrity of this information. Where components are integrated to support route monitoring and collision avoidance functions at a minimum, the official INS definitions apply. INSs are the subject of an IMO resolution, MSC.252(83), which applies to newbuildings equipped with integrated bridge systems delivered after the beginning of 2011. The planners and marketers at Northrup Grumman Sperry Marine have their eyes on regulatory developments. Sperry Marines managing director, Alan Dix, says there are a number of upcoming regulatory changes that will have an impact on the products that comprise the Sperry Marine IBS. These include the ecdis carriage requirement and associated changes to our ecdis product. In addition, there is the activity on both IMO bridge alert management

Furunos Voyager IBS has been supplied to Hornbeck and Seacor offshore vessels
and new ecdis software maintenance and training requirements. We are also closely following the work of the IMO committee on the e-navigation standard. In practical terms, integrated bridges need to have consistency in data display and in management of alerts and alarms, across multifunctional workstations for radar/plotting, ecdis and conning, steering and auto-piloting, AIS, DGPS and a host of other navigation functions. Depending on the installation, other ship systems may also be integrated with the INS. Mr Dix says defence segment created technologies are gradually filtered into the commercial sector. He continues: In the commercial sector, safety and risk mitigation are most important for our customers when selecting an IBS supplier. Sperry Marine supportability and redundancy are also extremely important in order to keep the vessels on schedule. In describing the key customer considerations, he says, Cruise lines such as Royal Caribbean one of our longterm customers are extremely focused on these aspects, as well as on performance as it relates to fuel efficiency and ship stability. The levels of integration and redundancy are usually greater on these vessels because they tend to be more sensitive to any issue that might cause a schedule delay. The same is true for product carriers, though to a lesser degree. Sperry Marine is one of the few marine equipment suppliers who designs and manufactures most of the primary navigation components that comprise an IBS. The Sperry Marine components include the VisionMaster

Integrated bridges installed on Jones Act tankers

In the United States, most deepsea ship construction is focused on providing tankers to cover Jones Act trades. Oil companies are constantly upgrading or ordering new tankers to cover Jones Act routes, principally Alaska and West Coast trades, and ordering US-supplied integrated bridge systems (IBS). Raytheon Anschtz gained a contract in 2011 from Polar Tankers (a ConocoPhillips subsidiary) for retrofitting an older version of IBS on tankers that serve Alaska and the US West Coast. Also in the Alaska tanker trades, oil company BP utilises a series of four 185,000 dwt tankers with IBSs supplied by Japan Radio Co. These 1.3 million barrel capacity tankers are operated by Alaska Tanker Co, and were built between 2004 and 2006 in the General Dynamics-owned NASSCO shipyard in San Diego. A series of 46,000 dwt tankers built at Aker Philadelphias shipyard, for companies controlled by Overseas Shipholding Group, reflect the complexity of integrating different bridge components. These tankers IBS are hybrids, with a gyro and autopilot from Raytheon Anschtz (the STD22), and Furunos radar/plotting (FAR-2837S and FAR-2827) and ecdis (FEA-2107).

36 I Marine Electronics & Communications I August/September 2012

www.marinemec.com

radar and ecdis, autopilot, gyrocompass system, speed log, integrated alarm management system, conning display system, magnetic compass, steering controls, network architecture system and full bridge console. Mr Dix spoke about his companys positioning in the market, which extends far beyond US shipyards. He says: In the US market, Sperry Marine primarily sells to vessel owners, who then specify the Sperry Marine IBS for their newbuilding projects in foreign shipyards. There are also a small number of bridge systems that are sold into shipyards in the US, including some bridge retrofit projects. Integrated bridges have found their way into a vibrant offshore sector centred on ships built for the US oil industry - where DP is required for long periods of station keeping. Kongsberg Maritimes US senior sales manager, Ted Murphey, says that the companys main product sales in North America are for its DP systems. The DP system interfaces control all effectors on vessels, he explains. We took it one step further, adding thrusters control systems, and then alarm and monitoring systems (for engines, pumps and tanks), which made for seamless integration on the same platform. Then, as the final step, we put the integrated bridge onto the same platform, which completes what we call the full picture. For customers, there is one purchase order there is also much less cabling and man hours. A customer will not buy the K-Bridge as a stand-alone product, unless they are buying something else from us. We also supply environmental sensors, including the gyro, and positioning sensors. From the buyers business standpoint, Harvey Gulf International Marines chief executive, Shane Guidry, says offshore service vessel (OSV) operators have high regard for system integration. He adds, With an integrated setup, you get one-stop shopping. You do not have to be calling 10 vendors when there is a problem. When there is finger-pointing, it costs time and money; but you avoid that with an integrated approach. Harvey Gulf has just announced the acquisition of rival vessel operator Bee-Mar, increasing its OSV fleet to 34 vessels. Mr Guidry says that Harvey Gulfs Tiger Shark class vessels (90m long OSVs), being built at Eastern Shipbuilding, have the Converteam package. He says that these vessels are the only ships in the US Gulf to have the Navigation Bridge Layout (NBLES) notation for equipment and systems from ABS. This notation is an enhancement on ABSs one man bridge operation (OMBO) notation. One of the Tiger Shark class vessels is scheduled to work for Hess in the US Gulf, and another for Shell in Alaska. Harvey Gulf has attracted considerable attention with its orders of four dual-fuelled OSVs, to be built at another US Gulf yard www.marinemec.com

Trinity Marine. The STX-designed vessels will utilise Wrtsil engines that enable the switching between LNG and conventional fuel. Mr Guidry says Wrtsil also supplied the bridge package. This was part of its partnering agreement with Raytheon Anschtz to offer navigation systems in conjunction with Wrtsils suite of propulsion systems. Raytheon Anschtzs vice president of sales, Frank Christophersen says this partnership is a growing trend in the industry. He adds, Most integrated bridges are put together by an original equipment manufacturer (OEM) who assembles components from different manufacturers. San Diego-based Raytheon Anschtz manufactures the main units of the integrated bridge such as radar, ecdis, autopilot, gyro and speed logs. These are then integrated with components from other manufacturers, including GPS andAIS. Mr Christophersen says part of shipowners purchasing criteria for IBS is compliance with regulations and safety considerations. This is part of Raytheon Anschtzs success in selling its Synapsis IBS, or variations based on the same technology, to the high-end shipowners, such as cruise ship operators and oil companies, as well as the quasi-commercial Military Sealift Command. Mr Christophersen says that bigger

customers would look at the life-cycle costs, rather than simply comparing the upfront costs, for a unit that meets the regulatory minimum. In US Gulf shipyards, the integrators play a vital role, tying all the components together and making sure that they communicate with each other. Jacksonville, Florida-based Gaylon Barcom, a senior integration and applications engineer at S&S Metal & Plastics says, Even the large buyers, including the government, are moving towards commercial off the shelf (COTS) systems where possible. If the components talk to each other, work in concert, and have a workable form and fit, COTS will be preferable. OSV operators Hornbeck Offshore and Seacor have shown a preference for Furuno and JRC equipment. Mr Barcom says, Many small technical shops have developed a capability to service Furuno and JRC radar, ecdis, echosounder and speed logs, and that is important to buyers. Furuno has been active with other owners in the offshore sector. For example, the US centric Gulf Offshore Logistics, with a group of recently delivered DP platform supply vessels, has gone with a Rolls-Royce bridge system (integrating a suite of Furuno products). Rolls-Royce also supplied thrusters on these Louisiana-builtvessels. MEC

Sperry Marines Vision Master IBS includes multifunction displays and integrated navigation aids

Marine Technologies IBS is designed for offshore vessels

One of the largest OSV operators in the US Gulf, and beyond, Edison Chouest Offshore, is an investor in its own specialist integrated bridge solutions provider, Marine Technologies The company was originally founded in 2002 to offer DP systems. Marine Technologies Bridge Mate IBS is designed for the offshore sector and offers redundancy through its dual network architecture. It has displays available on multifunctional work stations, which can also handle the control of thruster systems, for allimportant station-keeping in the offshore sector. Besides Edison Chouest, the customer list includes Bourbon Offshore and Seacor.

Marine Electronics & Communications I August/September 2012 I 37

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bridge systems

Cutting fuel costs through efficient steering controls

A tanker trial demonstrates how configuring autopilots to optimise rudder movements for local conditions can deliver fuel savings

new generation of autopilot can help ship operators to reduce their fuel consumption and meet IMOs best practice for efficient ship operation the Ship Energy Efficiency Management Plan (SEEMP). In onboard trials a US tanker operator has proven that one manufacturers autopilot can cut its fuel costs. Overseas Shipholding Group (OSG) has contracted Raytheon Anschtz for the replacement of the existing autopilot systems on its tanker fleet following a successful trial in the fourth quarter of last year. The Anschtz NautoPilot (NP) 5300 autopilot was installed on OSGs Aframax Overseas Fran in October 2011 and had an immediate effect on the 2001-built, 112,117 dwt vessels bunker consumption. The NP 5300 is part of the NP 5000 autopilot range, which optimises rudder movements when switched onto the integrated Eco-mode. The autopilot automatically adapts to the sea and weather conditions to ensure a ship uses the least amount of fuel. The autopilot reduces the rudder response to periodical yawing movements caused by the prevailing conditions. Thus, less rudder action is required and the ship encounters less drag, reducing its fuel consumption, says Raytheon Anschtzs product manager, Olav Denker. Since we all know that less rudder movement significantly contributes to reduced fuel consumption and emissions, we have developed and implemented unique features such as the Eco-mode and the heading and rudder plotter into the new NP 5000 autopilot series, he says. OSG is undertaking great efforts to increase energy efficiency on board its ships. The choice of our new adaptive autopilot system was influenced by considerations of saving fuel and thus reducing emissions. With OSG we had the chance to prove the positive effects of NP 5000 on steering performance and fuel consumption in practice for the first time. The bunker-burning reductions were evident during Overseas Frans first voyage with the NP 5300 from Skagen to New York. To investigate the actual effect of NP 5300 on rudder movements, the heading and rudder plot of this voyage was

NautoPilot 5300 reduced fuel consumption by controlling rudder movements

compared with the results of the last voyage on the same route with the old autopilot system, under similar weather conditions. Overseas Frans master, Dmitry Shatrov, explains: We can see on our print-out that rudder movement is more economic and gentle with the new autopilot system. The newly installed autopilot system has a user-friendly interface in which you can easily adjust autopilot functionality in the prevailing circumstances, weather condition and required steering accuracy, Capt Shatrov continues, so that we can navigate the vessel more gently and economically, taking into consideration fuel savings and safety. The integrated heading and rudder plotter provides a graphical indication of heading changes and the resulting rudder angles. This graphic display indicates the steering performance of the vessel in relation to the effects of changes to parameter settings such as rudder, counterrudder and yawing. The operator benefits from simplified adjustments to the autopilots settings to gain optimised steering performance, which further minimises rudder action and thus increases fuel efficiency. NP 5000 has advanced functions for high precision course keeping, useful when a route is close to a coastline or through narrow channels. There is also a course control mode, where the autopilot automatically compensates for drift and keeps the vessel on the required course line. An optionally integrated acceleration monitor provides a warning if a pre-defined cross acceleration limit is exceeded. This helps to avoid damage to cargo or discomfort to passengers due to high acceleration stresses that might occur for example during a heading change at high speed, says Mr Denker.

The autopilot can be integrated as part of the Synapsis integrated bridge and navigation system that includes multifunction workstations, standard displays and computer software. Part of Synapsis is the NautoSteer AS steering control series, which is based on a reliable CAN-bus technology. Its functions cover wire-break monitoring and a simplified steering mode selector switch. Raytheon Anschtzs Synapsis ecdis workstation also provides fuel-efficiency savings to ship operators, as it can help optimise route planning, the company claims. It can calculate the shortest route between two destinations and the impact of wind and waves, swell and currents on fuel consumption, operating costs and just-in-time arrivals. Raytheon Anschtz has gained a contract from Jumbo Shipping to supply its integrated navigation system (INS) to new heavy-lift vessels. The ships are being built at Brodosplit shipyard in Croatia. Through the contract, Synapsis bridge controls will be installed on two K-3000-class ships at Brodosplit in 2013. There is an option to supply a third vessel if Jumbo orders it from the shipyard. Jumbo ordered Synapsis INS because of the high level of redundancy that will be required for the 152m-long K-3000 ships to operate in icy waters and around offshore oil production facilities. The INS will include S-band- and X-band radar sensors and widescreen multifunctional workstations for chart radar, radar, ecdis and conning. On each ship, there will be two additional multifunctional workstations to serve as main and back-up ecdis and another workstation with ecdis and conning functions for route planning purposes. Additionally, the bridges will be equipped with two fixed-role conning displays. All workstations will be connected through a redundant Ethernet-based local area network (LAN). Relevant navigation data such as charts, routes and sensor information will be shared within the network and stored independently on each system. On each vessel, an integrated consistent common reference system (CCRS) will monitor all navigation sensors and automatically select the best available data. Raytheon Anschtz will also provide each vessel with NautoSteer AS series and the adaptive NautoPilot 5300 autopilot for manual and automatic steering. Each package will also include a double Anschtz Standard 22 gyro compass system, the full package of navigation sensors, and GMDSS radio communication equipment. MEC
Marine Electronics & Communications I August/September 2012 I 39

www.marinemec.com

bridge systems

Technology enables multifunction workstations

KVM technology enables the use of multipurpose workstations, while reducing IT downtime and improving information display quality. KVM was originally an acronym for keyboard, video, mouse, but this has been extended to include transmitters and receivers, switches and controllers. This technology can be applied to control rooms and bridges, and in specialised containers for controlling remotely operated vehicles (ROVs), says German-based supplier Guntermann & Drunck. Applying KVM technology facilitates the work of controllers, since IT applications can be monitored from a central control room, says Udo Guntermann. KVM extenders and switches help separate employees from equipment. Computers are removed from control rooms, or bridges, to be stored in separate server rooms, where they are access protected and air conditioned. Standard ports connect the devices to computers. Using the existing cable structure, signals from one or multiple computers are extended to the operator station where they can be switched. From here, users can access their remote computers in real-time without experiencing any latencies or lack in quality. KVM technology is considerably different to regular networks. Compared to data networks, KVM products establish a direct point-to-pointconnection without using the network, software or the computers operating system. KVM does not strain regular networks with latencies or KVM data. The advantages include the need for fewer peripherals, easier switching between applications like ecdis and radar on workstations, smoother workflow, adaptable devices and improved ergonomics. The economic benefits are savings on hardware and energy costs, and reduced IT downtime and training time. There are also security and installation advantages, says Guntermann & Drunck. KVM products are plug-and-play devices that extend computer signals from the server room up to the bridge. KVM transmitted signals are crystal clear and produce true colour images at control stations. Settings like cable length, cable quality and runtime delays can be adjusted at the extender. Computers are connected either directly from the server room to the control room using transmitters and receivers or over matrix systems. For the direct connection with extenders, computer ports are connected directly to the KVM transmitter. The infrastructural cabling extends those signals to the corresponding receiver at the bridge. At the receiver, users connect their monitors and input devices. This way information can be displayed on large screens or on touch panels. KVM matrix switches extend signals, helping officers access remote computers from any workstation. The technology can be applied to mobile control rooms, for example, when controlling ROVs from a containerised office on an offshore support vessel. Operators can use a video wall and workstations to control subsea ROVs. KVM systems could also be used to allow crew to control a ship from a citadel, or safe room, during a piracy attack, says Guntermann & Drunck. In an emergency, computers placed in server rooms remain fully accessible and can still be operated. Access to IT equipment and communication is preserved. A KVM feature allows users to lock the entire computer system on the nautical bridge. This means IT and communication equipment cannot be operated or manipulated by unauthorised personnel, but can be controlled from thecitadel.

Transas gains two contracts

Transas Marine has won a contract to supply four bridge systems for offshore supply vessels (OSV) under construction in China. It has also gained a contract to provide ecdis to Jo Tankers. Transas will be supplying integrated bridge systems for Rolls-Royce designed OSVs built at PaxOcean Engineerings Zhuhai shipyard in Guangdong Province. The first system is due to be delivered before the end of this year and the rest in 2013. Each bridge will consist of seven multifunctional display (MFD) workstations with DNV NAUT OSV (A) class notation. The bridge equipment will include 12KW X-band Navi-Chart radar, 30KW S-band NaviChart radar and Navi-Sailor dual ecdis. Deliveries on the four UT 755 platform supply vessels will also include Transas Navi-Conning workstation and slave multifunction displays. Transas will customise the conning display to include aft and bow docking modes. For Jo Tankers, Transas will upgrade ecdis on a fleet of 14 combined product and chemical carriers, and supply ecdis to six planned newbuildings. All the ships will be equipped with dual 66cm Navi-Sailor 4000 ecdis premium. These are multifunction displays with radar overlays. Some vessels will utilise Transas recently launched pay as you sail chart solution for (S)ENC.
40 I Marine Electronics & Communications I August/September 2012

Kelvin Hughes supplies yacht bridge

Martronics, the New Zealand agent for Kelvin Hughes, has supplied MantaDigital multifunction displays as part of an integrated bridge on the largest yacht ever built in the southern hemisphere. The system has been installed on 67m, 837gt ketch Vertigo. The Lloyds Register-classed vessel was built by Alloy Yachts in New Zealand. Kelvin Hughes equipment supplied to Vertigo includes radar, ecdis and a conning facility delivered via ten MantaDigital multifunction displays. Kelvin Hughes also supplies the vessel operator with chart services through KH Charts, and updates through ChartCo. Martronics director, Homi Daruwalla, explained how the system was customised for Vertigo. Information from the Kelvin Hughes integrated bridge system is fed to the LCD screens fitted in the bridge and fly-bridge, he said. Customised navigation instruments supplement the bridge system to provide environmental and sailing information through an array of sensors. We also have key navigational data utilised by other onboard systems so it can be viewed by all crew.

Radar is part of the integrated navigation system on Vertigo

SAM Electronics targets retrot market

L-3 company SAM Electronics has introduced a new space and cost-efficient ecdis unit, designed specifically for retrofit applications. SAM says Ecdispilot Basic is a compact, stand-alone 56cm panel PC system with a high resolution TFT display. Simple to install, operate and update, its features include an extendable navaid sensor interface module and advanced route planning facilities. Other features include overlays of ARPA and AIS targets, on-screen NAVTEX information, and tidal and current data. Ecdispilot Basic also has a separate layer for user objects, such as notices to mariners. MEC
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Marine Electronics & Communications I August/September 2012 I 41

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42 I Marine Electronics & Communications I August/September 2012

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BNWAS bridge systems

Crew benefit from the latest BNWAS technology

Bridge navigation watch alarm systems sound an alert if navigation ofcers are incapacitated through illness, injury or fatigue by Clare Nicholls

he latest stage of the rolling timetable for the mandatory use of bridge navigation watch alarm systems (BNWAS) came into force on 1 July. All existing passenger ships and ships over 3,000gt now have to fit a BNWAS by their next survey to meet IMO MSC 86/26/add.1 annex 1 regulations. The first deadline was 1 July 2011, covering new ships over 150gt and all new passenger ships. On 1 July 2013, the remit will be extended to existing ships of over 500gt and from 1 July 2014 it will include existing ships over 150gt. MSC 128 (75) regulations stipulate a BNWAS may display an alert between a minimum of three and maximum of 12 minutes. Navigation officers have to respond to this in order to ensure they are aware and performing their duties. An audio alarm follows if the visual alert has gone unnoticed. The reset button must be located anywhere on the bridge that affords a proper lookout and each one should be accessible from manoeuvring consoles and workstations, comments Stuart Newman, director of manufacturer AMI Marine. He continues, We are somewhat unusual amongst manufacturers in offering two models of BNWAS. We offer touch-screen main panels on our KW810 this gives a user a lot of information in an easy to digest format. But there was a price premium with that technology and there were things we wanted to implement that we could not in the first system. So we designed the BN150 for smaller vessels; the main control panel is small and easy to install. All the cables between the components of the BN150 only need a single two core cable throughout, supplying power and data. This reduces cable prices and installation time, which can be a significant part of the overall cost of the system, comments Mr Newman. A duty back-up officer selector switch is also
www.marinemec.com

AMI Marine's BN150 is designed for smaller vessels

incorporated, which allows any combination of up to five back-up officer locations to be selected for a second-stage alarm. The KW810 has a fourth-stage alarm that can be connected to the ships security alert system or a global maritime distress and safety system, so if a ship becomes disabled it automatically alerts vessels in the surrounding area. Recently, BNWAS regulations were updated to specify that on Solas vessels the system should be operational whenever the vessel is underway at sea. AMI has calibrated the KW810 so that users can optionally connect it to a GPS whenever the vessel is moving. AMI has specified the default as 4 knots but this can be changed on request. Mr Newman says, Owners should look for a reputable brand that can give installation or back-up and support wherever vessels navigate. It is a simple piece of kit but operators do not want to be held up in port because they cannot get the support where they need it. They should not just look at the price of the individual control panels, but the overall cost of the system, including the cabling. They should find out how complicated it is to wire the system up. AMI Marine has supplied BNWAS to many shipping fleets such as Norbulk, Stena Line and P&O Ferries. Type approval to International Electrotechnical Commission (IEC) performance standard 62616 is compulsory for BNWAS. AMI has approval from all the major classification societies. IACS members will normally recognise each others type approval certification. From October, BNWAS will be able to be EC wheelmarked on all vessels sailing with a European flag. Some manufacturers go even further for type approvals. Martek Marines managing director, Paul Luen, says of his companys Navgard BNWAS, I believe we are the only manufacturer that has got type approval from every single classification society and either explicit or implicit approval from all the flag associations. We wanted to give our customers peace of mind that they were not going to be exposed to different class society interpretations. We are also expecting the Lloyds Register (LR) marine equipment directive certification at the end of the summer. However, Navgard uses passive infrared sensor motion detection technology, which some LR branches do not recognise. For LR vessels we ship the system with the onboard PIR disabled, comments Mr Luen. The Navgard system will be updated so that it can data log if and when it has been switched off. A safety system should be difficult to turn off, says Mr Luen. Navgard users would have to perform a series of keystrokes they
Marine Electronics & Communications I August/September 2012 I 43

bridge systems BNWAS

would not normally engage in to switch our system off. So we will definitely know when someone has deliberately shut it down. Another new feature will be an annual performance test which enables the system to automatically test and verify the correct operation of all the peripheral devices. Owners can choose to set up an annual reminder in the system to carry this out. In addition, Martek is going to increase the size and brightness of one of the alarm LEDs on the control panel. On smaller ships, it says, this should allow the control panel on its own to be compliant with the regulations, without the need for any other equipment. Martek has supplied around 5,000 systems so far, including for UK-based Rix Shippings fleet of dry cargo vessels and tankers. Rixs managing director, James Doyle comments, We decided on Navgard because it covered everything we were looking for in a system. It had all type approvals in place that we needed to ensure that our whole fleet could install the same system and so that we would not incur additional costs from flag authorities. But by far the most important requirement for us was the ease of installation. Commissioning and set-up was very simple and we were ready to use the system straight away. Mr Luen has this advice for owners looking to invest in a BNWAS. Irrelevant of where ships sit in the compliance window, owners should look to fit the systems in drydock now. It is much easier to do this as bulkheads or ceiling tiles may need to be removed for the cabling. Furthermore, if all owners wait until the last minute to install BNWAS just before the regulations come into force, the choice of systems will be diminished for them because some manufacturers could be caught with no stock. We are building stock into our own supply chain but there will be less pressure on price at that point, it will be all about delivery. BNWAS distributor Aage Hempels marketing and quality manager, Pepe Bris, agrees with this. Many shipowners could wait until the last minute but then they face the risk of not having stock due to the high demand. The peak period has already begun. Aage Hempel supplies UK-based Navitrons NT990 BNWAS. We decided to supply this model as it is robust and easy to install, Mr Bris says. We chose our manufacturer carefully in order to give full support for technician and class approval. The firm has already sold around 100 systems and is analysing other manufacturers in the market as a way to finding more to represent. Another manufacturer takes a different view on when it is best to install BNWAS. Marinelecs director, Pascal Citeau, says, Owners should wait a little longer as there
44 I Marine Electronics & Communications I August/September 2012

Marteks Navgard BNWAS will be able to log if and when a system is turned off and by whom
will be a new generation of systems coming to market which use wireless technology. However, after all the existing ships have been installed with BNWAS, the market demand will drop dramatically. Marinelec itself has released version 3+ of its Lynx BNWAS, which is designed to be more efficient. It is simple and easy to install because it uses a bus communication system, says Mr Citeau. New functions include assigning the name of the officer of the watch (OOW), and increased capacity of connection devices. Version 3+ also has configurable outputs in fixed or flashing mode and an extended National Marine Electronics Association (NMEA) standard interface for the reset, automatic switch on and emergency call functions. This version also offers new peripheral devices for acoustic and optical remote indications and manual switch on. Lynx version 3+ is type approved by BureauVeritas. Last year TotemPlus also launched a BNWAS. The system can be installed and

commissioned by the crew in a few hours, using the serial communication bus between all alarm units one cable fits all, says marketing manager, Merav Levy. Set up of timers and back-up officer selection is easily done directly from the liquid crystal display of the main unit display. Two officers can be designated as back-up officer at any time. An alarm can be selected from several different audio signals to distinguish it from other alarms on the bridge and in cabins. The system can be reset in three different ways: by pressing the reset buttons on the bridge, or by reset orders from other navigation systems capable of that function, such as ecdis that can reset the BNWAS through any user command, or by movement detection by motion sensors. Movement detection in Totems BNWAS uses the latest dual microwave and infrared technology to avoid false resets. Such external resets (including motion detection resets) increase crew welfare because normal operation on the bridge will not demand tedious manual resets by the OOW, and will not add extra pressure on a possibly overloaded navigator. An added value, unique to Totem BNWAS, is that it can be turned into a burglar alarm in port, and will alarm following any unauthorised motion on the bridge, concludes Ms Levy. Uni-Safe has installed its BW-800 BNWAS on fast ferry Leonora Christina. The BornholmerFrgen catamaran sails between Rnne on the island of Bornholm, Denmark, and Ystad in Sweden. The system was provided as part of a total electronics navigation/ communications and entertainment package for the ferry. According to Uni-Safes marketing manager, Heidi Larsen, The small size of the units makes it easy to install on vessels with limited space for new equipment. Most of the systems are retrofitted when the vessel is sailing from one port to another or installed the next time the vessel is in dock. MEC

Uni-Safe installed its BW-800 BNWAS on catamaran Leonora Christina

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www.marinemec.com Marine Electronics & Communications I August/September 2012 I 45

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46 I Marine Electronics & Communications I August/September 2012

crew welfare

Medical assistance at the click of a mouse

Direct video conferencing, telephone and e-mail access to doctors for seafarers is helping to save lives and improve health atsea by Clare Nicholls

any owners are now investing in telemedicine services to ensure the health of their crew, and increasingly advanced technological solutions are available. George Washington Universitys department of emergency medicine in Washington DC has been providing its Maritime Medical Access (MMA) service since 1989 but recently launched a video conferencing capability using DigiGone software. Kyle Keenan, director of remote medical programs for MMA, says, The video conferencing uses an encrypted signal and very little bandwidth. We only usually use it for brief consultations but some of our shipowner clients are now also using it for operational reasons. For instance they can film a certain piece of equipment if there is a failure and a technical expert onshore can view this and advise a course of action without needing to fly out to the ship. The opportunities seem endless with the advent of this technology. One recent example of where the video conferencing facility helped in an emergency was when a seafarer in his 50s did not show up for a shift in the galley. Colleagues found him disorientated in his cabin, slurring his speech and demonstrating weakness in various extremities. They immediately began a video conference with one of MMAs on-call doctors, who advised them that it looked like the crew member had

Maritime Medical Access telemedicine service now features DigiGone video conferencing
had a stroke. As the vessel they were on was within a couple of hundred miles of the US coast, a helicopter was able to be dispatched and a medevac took place. The patient has responded well to the treatment and I hear that he will be clear to resume work within the next few months, comments Mr Keenan. MMA has a core team of 10 practising US physicians to ensure the service is available at all times. The doctors are faculty members at George Washington University. The whole service comprises telephone and e-mail response as well as the new video conferencing facility. A worldwide emergency communication centre fields any calls, gathering demographic information about an incident before putting the caller through to a doctor. Another new feature in the service is file sharing. Seafarers can send sensitive medical information using a secure connection which compresses data. Instant messaging is also available to aid privacy. We are working with new technologies to enhance the delivery of care to our clients but we do not want to see anyone sick so we also provide preventative advice, says Mr Keenan. Elsewhere, Setel Hellas has launched Maritime Telemedicine Solution (MTS), which allows remote diagnostics of medical conditions. Setel has co-operated with an accredited health care institution to provide 24/7 access to medical personnel via a dedicated satellite phone line and web-based platform supported by Inmarsat Fleet 77 and FleetBroadband terminals. The doctors who receive the call can advise crew as to which medical treatment can be carried out on board or whether the incident is an emergency and if a medevac is necessary. Remote medical testing is available on board, with equipment supplied ranging from blood test syringes, electrocardiograms, vital signs monitors and spirometers to an HD camera. The equipment carries all the type certifications for use on vessels and by non-medical personnel. The results of any testing are stored in a data centre which can be accessed at all times through the web-based platform. Doctors onshore can then review these examinations and revert with advice via e-mail. An MTS contract can also cover the transportation of patients to ports worldwide, hospitalisation of a patient and, if necessary, repatriation. MEC

Seafarers social network launches

Headland Media has expanded its Crewtoo service by launching a social media website. Since November, the company has run adverts in the daily NewsLink e-newsletter asking crew members to e-mail their thoughts on issues ranging from their favourite type of music to the downsides of working at sea. The results are printed the following week and a weightier round-up of responses is delivered to respondents e-mail addresses. This Crewtoo community grew further in April as the service evolved into a stand-alone weekly e-newsletter called Your Crewtoo. In three months, the e-newsletter attracted 1,000 members, so in July, Headland went live with crewtoo.com. Seafarers can now sign up to the site and create an individual profile. The site has been designed to allow crew to comment on their profiles using their ships e-mail, rather than needing full web access at sea. Members can search for ex-seafaring colleagues, chat with each other and receive news and information specifically relevant to them. Currently, seven seafarers join Crewtoo every day and more than 200 members vote and share comment with each other every week. The Crewtoo team has set itself the objective of reaching 6,000 members by the end of the year.

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Marine Electronics & Communications I August/September 2012 I 47

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automation & monitoring

Open architecture enables addition of analysis modules

New MTU automation systems will enhance engineroom monitoring, while Kongsberg adds an AVL analysis package to its K-Chiefsystem
Requirements Specificition Automation & Engineering System Type Approval Field Test System Integration & System Test Development Engineering System Software Integration & Device Test Requirements Analysis System System System Design (System FMEA)

TU has developed a new version of its onboard automation and control system for workboats and support vessels. The Blue Vision New Generation (NG) automation system is for vessels that are powered by MTUs Series 2000 and 4000 engines. It is available both in a non-classifiable version (Blue Vision Basic NG) and in an expanded, classifiable version (Blue Vision Advanced NG). MTU will introduce a more extensive version (Blue Vision Premium NG) at a later point. The Basic, Advanced and Premium versions together are a sixth generation of MTUs monitoring and control system (MCS) and supersede the current fifth generation products Smartline, Blueline andBluevision. MTU has mixed its own specialised components with commercial off-the-shelf (COTS) products to make the Blue Vision series modular and scalable. During the development, emphasis was placed on achieving a consistent equivalent part and spare parts concept to cover the long-term operational requirements of a ships automation. All the key components meet the maximum requirements in terms of ambient conditions temperature, shock, and the maritime environment, says MTU's Blue Vision NG project director, Cornelius Mller. Application-specific peripheral components such as propulsion control levers and instruments are connected via CAN bus and Ethernet for data communication. Prefabricated plug-andplay cabling reduces commissioning times and minimises cabling faults, says MTUs Blue Vision NG project leader, Stefan Ihmor. MCS-6 has been configured as openarchitecture in order to permit adding, upgrading and exchanging components, he says. Key factors in this regard include the use of standardised interfaces and adequate performance for expanding the system. Uniform software interfaces facilitate the migration of code and accelerate the integration of imported software, while the uniform communication interfaces make it possible to exchange entire components, for example, in the cases of product phase-outs.
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Requirements Analysis Device Device Device Design (HW/SW Archiecture

Detailed Design Software Module

Development Hardware

Software Module Test

Software Implementation

MTU went through an extensive process to develop its new automation system
Blue Vision NG enables the monitoring and control of the propulsion plant on control stands and on other workstations. MTU has incorporated an interface to remote control systems (RCS) for third party manufacturers. The automation for the propulsion plant is handled by an engineering system and it is connected to the engine control system (ECS), the gearbox system, the propulsion system and the auxiliary systems via interfaces, says Mr Ihmor. On the MCS, sensor signals are recorded, evaluated and shown on instruments and displays. They can also trigger alarms. These signals can be monitored by up to six control stands, as well as local monitoring in the engineroom. The RCS is available on the local control stand in the engineroom, while there are RCS components on the control stands. MTU has also created a portable control unit as an optional auxiliary. MTU developed a commissioning tool for setting local parameters for the automation system, for data tracing, fault diagnostics, recording, analysis and storage of process data. The Blue Vision NG automation system supports propulsion systems with reversereduction gearboxes and fixed pitch propellers. The Premium version will support waterjets, and controllable pitch propellers. For a fully integrated system, the following electronic components are mounted directly on MTU marine engines: engine control unit (ECU), engine monitoring unit and engine interface module. The control unit includes engine monitoring and diagnostic functions. The monitoring unit acts as a safety system for independent monitoring of the various redundant engine signals, including speed and lubricating oil pressure, exhaust monitoring and oil mist detection. The interface module includes a safety circuit and provides an emergency stop function. It can monitor the emergency air-shutoff flap and controls the starting sequence. One important aspect in the development of Blue Vision NG was to ensure early involvement of the classification societies in the development process. Due to their demanding requirements and specifications, Germanischer Lloyd, Det Norske Veritas and Lloyds Register were selected as contacts for developing the Blue Vision NG system. The central component of the Blue Vision NG is the local operating panel (LOP). An LOP is allocated to a single shaft and is a control stand in the engineroom. It houses the system processing unit that contains the MCS and RCS modules for engine monitoring and remote control. In multi-shaft installations separate LOPs and workstations throughout a ship are connected through an Ethernet-based field
Marine Electronics & Communications I August/September 2012 I 49

automation & monitoring

bus, Mr Ihmor explains. The operational availability is ensured by the ring bus topology in combination with a media redundancy protocol. This is managed by an Ethernet switch, which divides up the ring so that it can be closed immediately in case of a loss of communication. The cross-shaft ring structure connects all system bus stations by means of three port switches and Ethernetcables. Mr Ihmor continues, Prefabricated plugand-play cabling is used to connect the engine and gearbox as well as the MTU RCS and MCS components on the control stands to the LOP. A non-MTU RCS and selected shipyard signals can be connected by the customer in a shipyard duct employing standard terminal technology. Standard transport control protocol and internet protocol (TCP/IP) packages are used for carrying service and process data via the system bus. Various instruments can also be connected for measuring engine speed, gear oil pressure and temperature, engine cooling water temperature and engine lubricating oil pressure. The operating panel can input and display six functions and is used in four configurations. Three types of propulsion control levers are available. An optional portable operation unit can be connected at different locations via a remote interface module. Future developments for MTU involve launching Blue Vision Premium that can be used to control controllable pitch propellers, waterjets, Voith-Schneider systems, PODs and combined systems. It will have a screen monitoring system, including keyboard and trackball, and a new propulsion control lever. There will be an autopilot, remote service and diagnostics and fuel-saving functions. Kongsberg Maritime has integrated AVLs analysis package, EPOS, with its K-Chief

engineroom controls to provide analysis of engine parameters, such as pressures and temperatures. Other engineering companies are developing analysis tools with interfaces with automation systems. Austrian engineering consultancy AVLs EPOS is linked to engineroom components through the K-Chief local area network (LAN) and the process network LAN. Information from sensors on the main and auxiliary engines, propulsion shaft, turbochargers, and fuel oil tanks, is fed through the process LAN to K-Chief and presented on the operator stations. AVL EPOS mimics the information on the operator stations and provides the analysis. The information can also be sent via the ships satellite communications to the onshore shipmanagers office, says Kongsbergs vice president for sensor sales, Stefan Bremer. He adds, We have integrated AVL into the Kongsberg K-Chief for the possibility of not just monitoring a vessels performance, but also to compare the information with engines in a fleet of ships. There is access to data for each vessel online for onshore managers. This way they can get the full picture of performance. We can integrate third party systems into K-Chief to provide different interfaces with operators. All the equipment on a vessel could have different systems, so we can integrate all these into one offering to the end-user. The two companies have received orders for the integrated EPOS and K-Chief. We have sold 25 contracts and the first vessels are now being commissioned, Mr Bremer says. The first systems are going on a Viking Line ferry and a Maersk Line container ship. AVLs condition monitoring systems product manager, Christian Strasser, says the EPOS program

provides information on the condition of a ships engine, such as within the combustion chambers. EPOS describes the engine status, including specific information about cylinders and subsystems, and provides predictions of realistic maintenanceintervals. It provides data on fuel consumption and the mechanical stresses on engine parts, says Mr Strasser. It provides information on the condition of the combustion chambers and differences between the cylinders. Operators can use this to determine whether there are good reasons to change equipment such as injection pumps early, or later than expected. We can also determine if fuel injection is early or late. Emerson Process Management can either supply a complete automation system, or package up components in a sub-system, and this can be integrated with the rest of the ships automation. This comes under Emersons Marine Tank Management (MTM) automation solution, says the companys sales manager, Jens-Christian Strate. He says, We can feed data to the overall automation system, from sensors such as tank level gauge radar, hydraulic activators, pump and shaft devices. With MTM Automation, we have everything together in one system, with general alarms and controls. We can control power management functions, and fuel levels, make fuel efficiency calculations using the Emerson flow meters and display the fuel consumption. Emerson has developed a way for onboard engineering officers to remain updated with engineroom systems from their accommodation, through a stand-alone display. It is also developing new automation and control computers that will be launched by the fourth quarter of this year. MEC

BP employs SKF monitors for tankers and gas carriers

SKF has created a preventative maintenance programme for the BP Shipping fleet to cut costs and decrease maintenance. The SKF monitoring and reporting system enables onboard engineers to perform maintenance and replace components by providing specific data as to which tasks need to be performed andwhen. SKF engineers visited each of BP Shippings fleet of 53 vessels to examine critical machinery and identify which units should be regularly monitored, and subsequently applied measurement studs to each machine. Sensors were then attached to the studs to enable the recording of baseline data, enabling SKF engineers to produce a precisely detailed report for each vessel on the current condition of themachinery. The next stage of the project was to provide onboard training for the chief engineers in the use of a hand-held computers to collect data from the machines. This enabled the vessels engineers to collect vibration data from equipment, including diesel generators, turbochargers, gearboxes, pumps, fans, motors and turbines. The information was then downloaded to a condition monitoring database on the ships server before being automatically sent electronically to SKF for remote analysis. From this information, SKF sends weekly reports and recommendations back to each chief engineer along with any necessary reminders when new data sets are due. This enables the vessels engineers to prioritise their work schedule and thereby increase efficiency. On a monthly basis, an automated program interrogates the condition monitoring database and determines which machines are to be monitored during the following month. The feedback from SKF also generates a work order of the vessels maintenance management system. SKF will provide this service for sixyears.

Machinery is monitored on LNG ships

50 I Marine Electronics & Communications I August/September 2012

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training simulators

US centres are preparing for changes in STCW rules

Academies should consider the potential uses of bridge and engineroom simulators, as well as changes in training requirements, before investing in new systems by Barry Parker

imulators have become an integral part of the officer training landscape as advances in technology have supported new requirements, as detailed in the amendments to the Standards of Training, Certification and Watchkeeping (STCW) Convention. Along with the 2010 Manila amendments to the STCW, which entered into force at the beginning of this year, the increasing complexity of ships systems has brought about new training needs. Simulator based learning is now an integral part of courses designed along IMO guidelines. In the United States, simulator training is provided both for cadets, and for experienced mariners, at government-run academies and at private sector vocational training centres, teaching to the IMO requirements. The US Merchant Marine Academy (USMMA, at Kings Point) is part of the Department of Transportation at the Federal level, within the US Maritime Administration. A handful of state schools also offer simulator training; these include state academies in California, Michigan (Great Lakes Maritime), Maine, Massachusetts, New York and Texas. Continuing education of officers and seafarers is handled by the academies but also by a combination of facilities tied to labour unions, seafarers rights organisations, and purely private businesses providing simulator training to mariners. The Computer Aided Operations Research Facility (CAORF), the first to use images generated by computer, opened at Kings Point in the mid 1970s. Nearly 40 years later, the USMMA boasts full mission bridge and engine capabilities with a linkage between thesimulators. George Sandberg, retired from Kings Point and now busy with Seasand Maritime Consulting, played an integral role in planning at the CAORF facility. He says training academies should remember the importance of first considering how a simulator will be used rather than buying the infrastructure first, then
52 I Marine Electronics & Communications I August/September 2012

California Maritime Academys full mission bridge simulator has a 360 degree capability
creating a program, and discovering that the simulator does not meet an institutions needs. Capt Sandberg, who advises clients on their purchasing of training equipment, stresses the importance of fidelity, which he subdivides into four aspects: visual, hydrodynamic, physical and exercise. He also advises potential buyers to closely evaluate full mission simulators, saying: Although a cubical or mini-bridge simulator might be provided with software that is the same as, and capable of running a full mission simulator, it lacks the physical fidelity of a full mission simulator. He points out that a mouse or joystick might enable a 360 degree view on screen, but rotating the view in different directions is not the same as a real 360 degree scene. Capt Sandberg also emphasises the importance of a well designed instructor station for running exercises. He says: Unfortunately, many decent simulators have poorly designed instructor stations, citing impediments to user-friendliness such as constant screen switching, many key strokes or mouse clicks, and difficulties performing screen printouts. Capt Sandberg suggests that a well designed instructor station should offer ease of running an exercise, modifying it on the fly, recording it and monitoring it, where screen printouts play an important role. The USMMAs bridge simulator uses a modified version of the Polaris system by Kongsberg Maritime, using an array of projectors from MultiGen-Paradigm - better known for its flight simulation software. The bridge is also equipped with radar/ARPA and the Kongsberg Seamap ecdis. Its engineroom simulator (originally developed to train engineers on fleet tankers operated by the Military Sealift Command), also full mission, is a customised hybrid- with an engineroom console from Tano (part of L3) tied to software that enables a simulation of responses to students actions. Kings Point also boasts navigation laboratories for simulated navigation. Each console offers a choice of Sperry Marine, Furuno and KelvinHughes radar, and an LCD chart display from Transas Marine, providing official raster and ENC data, and the World Folio SENC from Transas. Software for training mariners in distress response, and with search and rescue is linked
www.marinemec.com

to the bridge simulator. There is also a Transassourced GMDSS simulator (with imitation of DSC, telephone and telex modes and satellite communications, telex and facsimile modes, and simulated Navtex). A container stowage simulator is based on Powerstow (from Navis) used throughout the container ship fleets, and liquid cargo handling (for crude oil, chemical and LNG and LPG tankers) is taught on the Transas 4000. Capt Sandberg emphasises the importance of physical fidelity, especially concerning training for bridge resource management, high speed vessels, passenger ships and tugs. He adds, This type of training requires full mission simulation. The bridge layout must replicate the real environment as closely as possible. On Cape Cod, the Massachusetts Maritime Academy installed a full mission bridge simulator in a new building, augmenting its existing Transas NTPRO 5000 installation. Importantly, with many graduates taking jobs on offshore service vessels, its bridge systems include a DP 2 capability. Capt Sandberg noted that hydrodynamic fidelity is critical in DP training, as well as instruction of high end piloting and research. He says: Correct vessel handling characteristics, vessel interaction with other ships and the channel topography are all vital. The California Maritime Academy opened its simulation centre, with a Transas full mission bridge simulator in 2008 in Vallejo, east of San Francisco. The schools associate vice president for academic affairs, Stephen Kreta, says there should be a partnership between the simulator suppliers and the training centres that will be using them. He adds, The more comfortable the users are with the programs, the easier that is to accomplish. In the case of our new simulation building, the partnership and relationships are long standing and was a tremendous asset tous. The view is mirrored by comments from Neil Bennett, Transass vice president for US activities. He says: At Transas, when we are talking with academies, the first thing we try to do is listen to their needs. It is not about what we have, its about what they need. So we listen to their specific requirements, learn about how they train or wish to train using simulators, and

understand as much as we can regarding their training objectives. The simulation centre boasts two bridge simulators, running Transas NTPRO software linked to projectors with 360 degree capability, tied to a number of smaller simulatorsincluding gas turbine and steam simulators. The academys specialties include an oil spill trajectory simulator and a crisis management centre running the Transas Pisces 2 system and a liquid cargo handling simulator, also running Transas software. Mr Kreta explains how the interactions between customer and vendor start early in the process. We knew we would be using Transas for the majority if not all of the systems in the new building. Transas representatives also worked on our design team for the building. That way, spaces were designed to perfectly fit the simulation systems with room for hardware, appropriate cabling runs and communication amongst the systems. On setting up a simulation centre, Mr Bennett says it is important to follow advice on standards and to draw upon similar projects where appropriate. He adds: It is important to support the customer's investigations throughout and provide assistance wherever we can. On the US inland river system, Kongsbergs Polaris full mission bridge simulator features at the Seamens Church Institute (SCI) education centre in Paducah, Kentucky. It was developed in close co-ordination with the leading towboat operators. Another SCI centre is in Houston, Texas. This was upgraded in late 2010 to further serve the workboats and pilots. It includes facilities for simulating oil spills. Kongsberg has also been active along the other US coasts, providing simulators for training academies. At Vancouvers British Columbia Institute of Technology, which works closely with BC Ferries and Seaspan, three new simulators came online in 2011- a ships bridge, a tug bridge, and a propulsion plant simulator. In south Florida, at the Star Centre - the headquarters of the American Maritime Officers labour union, Kongsbergs existing Polaris bridge simulator is being complemented with a new advanced K-Pos DP trainer. This will be based on the Kongsberg K-Pos DP22, a

Tug operators are trained at the Maritime Institute of Technology on a Transassimulator

dual redundant dynamic positioning system. There will also be additional classroom training stations. The Star Centres capabilities reflect the increasing importance of the offshore sector in the US market; Kongsberg says the DP models to be delivered include a supply vessel, a semisubmersible, a tanker and a drillship. These will be tied to the full mission bridge simulator. Star Centres director, Brian Long, says the long relationship the academy has with Kongsberg was the reason it chose the company to supply the DP training facilities. Pro-active vessel operators with large fleets or specialised vessels have also taken their simulation needs in-house and are prepared for STCW and MLC changes. For example, Overseas Shipholding Group, which maintains owned simulators at a facility in the Philippines, cites the importance of training for crew retention. Evidencing the importance of DP 2 training, Louisiana-based Hornbeck Offshore has designed a proprietary simulation program to train mariners on its DP 2 multi-purpose offshore supply vessels. Kongsberg Maritime, Kongsberg Oil & Gas Technologies and GlobalSim have benefited from the northward creep of oil drilling in a different way. The groups customer Superior Marine, working closely with Shell in Alaska, has taken delivery of an OSV simulator for training in navigation. In addition, it can depict scenarios of ROV handling, crane operations, and process controls including pumping and flaring of gas (MEC June/July 2012). MEC

California academy is ready for regulation changes

With the new provisions in STCW, many of the academies and training centres are considering their simulators. Some, like the California Maritime Academy, have already incorporated the changes in training requirements into their curriculums. The academys associate vice president for academic affairs, Stephen Kreta, says the centre is prepared for changes in STCW and the Maritime Labour Convention (MLC). He adds, The good vendors are on top of STCW and incorporate it into their systems, so we were well prepared for any changes. The 2012 Manila amendments to the STCW Code add a few items that are best taught using simulation such as ecdis and engineroom team management, but we were already incorporating those into our curriculum. Transas vice president for US activities, Neil Bennett, described the long term nature of relationships with customers, adding, Each successful project delivered should provide a platform for further growth and expansion into new training areas.

www.marinemec.com

Marine Electronics & Communications I August/September 2012 I 53

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54 I Marine Electronics & Communications I August/September 2012

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training

Type-specific ecdis training boosted by distance learning

The launch of Safebridges rst online type-specic ecdis training course gives ship operators and crew an alternative to expensive and time consuming classroomtraining by Clare Nicholls

nder the training requirements of Standards of Training, Certification and Watchkeeping (STCW) 2010, and as the mandatory ecdis carriage requirements take increasing effect, navigation officers changing to a ship with an unfamiliar ecdis will have to retrain on that specific model. If the timeframe between an officer receiving an assignment and joining a ship is short, classroom training can be impractical or impossible. The consequences can be dramatic: We have information coming back from fleet operators that ships are already being detained by port state control (PSC) because the officers do not have the necessary skills, says Safebridges marketing manager, Christina Wilbrandt. Safebridge is an online e-learning portal for specific ecdis models and could be a solution to the short-term typespecific training requirement. The company and the platform grew out of the ECs Leonardo da Vinci project to devise optimum training methods for seafarers. Safebridge was established in 2009 and has developed its product on the principle of learning by doing (implicit learning). Ms Wilbrandt believes that the quality of the training on the Safebridge platform matches anything found in a classroom. The advantage of online learning is its flexibility and the elimination of all travel and accommodation costs, she commented. To set up the training, a crew member or a ship operator representative visits the Safebridge website and pays for a course using a credit card. An individual course costs 185, excluding VAT. The crew member will receive a username and password to log into the system and then has to download the client software to run the platform. Safebridge recommends an Internet connection of 2 Mbps, although the platform can function using a minimum of a 1 Mbps connection. The system runs using four layers: an application server combines the ecdis manufacturers original
www.marinemec.com

The guide me tutorial mode on the VisionMaster FT5 course

software with chart data and the output of a data generator to simulate the ecdis under conditions at sea. The instructional layer is controlled separately by the e-learning server, which provides the interactive interface to the user. These two streams are then fed to the Internet via a web server. The e-learning layer has a guide me mode, where each menu, tool or symbol, function and cursor specific to the individual ecdis model is explained. Ms Wilbrandt says, There is almost no standard terminology for any function in ecdis, so the training process also involves learning a new language. The special feature of the Safebridge system is the free play mode. This allows users free access to the manufacturers actual software so that they can try out the system and practise using the system without having to be on board and without the risk of altering existing ecdis settings. Each ecdis tutorial has eight modules, within which there are units, topics and specific steps or instructions. Some flag states require a type-specific course to last a minimum of 16 hours but Safebridge users have a three-week window to complete the training, beginning the moment the user first logs in. Every individual learns in a different way, says Ms Wilbrandt. This gives users the freedom to study when and for how long it is suitable for them and to use the free play feature. At the end of the training, the user takes a test comprising an average of 10 to 12 questions of varying complexity. There is a cut-off time for the whole test. We have had discussions with clients who have indicated that if one of their students is taking too long to complete the test, then something is wrong, Ms Wilbrandt comments. Equally, we have not set a limit for the number of times users can take the test. The test results are then sent to whoever booked the course the individual seafarer or the ship operator. A certificate is issued immediately, which can be printed out with a QR code for scanning by PSC. The scan will then take the PSC officer straight to the certificate online. Northrop Grumman Sperry Marines VisionMaster FT5 was the first manufacturers system to go live in May, with ChartWorlds eGlobe and Raytheon Anschtzs Synapsis following imminently. Transas NaviSailor 4000, SevenCs Ceact, Japan Radio Cos JAN 701B, 901B and 2000, SAM Electronics Ecdispilot Platinum and Basic and Multipilot Platinum will be available from the autumn, with the latter manufacturers Chartpilot 1100 and 9330, Multipilot 1100 and 1000, Imtechs SeaGuide and SevenCs Orca following by the end of the year. The Vision Master FT5 course uses version 5.1 as its basis and Safebridge has ensured this is backwards compatible with version 5.0. We can tweak it to be compatible with version 4 but it will not work for older systems, said Ms Wilbrandt. Any major version upgrades for any ecdis model will necessitate new training. MEC
Marine Electronics & Communications I August/September 2012 I 55

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training
Online training programlaunched
C-MARs The Dynamic Positioning Centre and Videotel Marine, have developed a new DP basic training course to provide greater flexibility to the teaching of DP operators. The course is aligned with the Nautical Institutes DP basic or induction course syllabus and covers all areas of DP, including system architecture and basic principles, together with modes of operation, operational procedures and risk considerations. The online course contains mixed media in the form of text, images, animations, video and audio and offers a stimulating and flexible approach to training. On completion of the course, which reduces the training time required at a C-MAR DP Centre, users intending to become DP operators will have sufficient understanding of the principles and practice of DP to confidently undertake a programme of simulator exercises as the next step towards gaining a recognised DP qualification from the Nautical Institute.

New simulators for Tyneside

Model of the upgraded Polaris bridge simulator

South Tyneside College is upgrading its navigation and engineroom simulators with new Kongsberg Maritime equipment. New Polaris bridge and Neptune simulators are being installed this year. The School of Marine Simulations project manager, Paul Hodgson, says the decision was made to ensure the college kept up with cutting-edge technology. We decided that the Polaris ships bridge simulator and Neptune engineroom simulator combination was a powerful and flexible system. We are offering the possibility for our students to train on the very latest versions of these simulators, using the extensive library of exercises and models we have developed over the years, he adds. The project will involve refurbishment for the main Polaris bridge simulator, which includes two full-mission bridges and four part-task bridges. New consoles, including K-Bridge and Polaris radar ARPA, and a new projection system will be added. The full mission engineroom simulator will be upgraded with touch screen technology, and new local operating stations.

New training covers revised STCW requirements

Videotel has several new computer-based training (CBT) courses to cover IMO requirements under the new Standards of Training, Certification and Watchkeeping (STCW) regulations. The London-based company has also introduced e-learning to cover working at height and in enclosed spaces, says Videotels deputy chairman, Stephen Bond. We have created e-learning CBT courses for marine environmental awareness and ship security awareness training, the latter now being a requirement for everyone on board ship. Our new courses are broken down into five separate modules [each], with four hours of guided learning and tests between each module. The marine environmental awareness training covers IMO model course 1.38, addressing environmental challenges to shipping, the marine environment, emissions to air and the introduction of invasive species. The security awareness training addresses the International Ship and Port Security (ISPS) code, STCW requirements and IMO model course 3.27. It covers the key threats to shipping, security plans, policies and procedures, communication and reporting. This course was compiled with assistance from a variety of organisations and ship operators including Bernhard Schulte, BW Shipping, Shell, tanker operator Vela and the Maersk group. Our CBT courses are state-of-the-art, highly visual and engaging with interesting and informative video, and much dynamic animated content, says Mr Bond. This is what we mean by virtual learning it is the closest we can
Marine Electronics & Communications I August/September 2012 I 57

Tug trainer deployed inRotterdam

VSTEP has delivered a NAUTIS tug training simulator to Transport & Offshore Services (TOS) headquarters in Rotterdam. The Det Norske Veritas-certified NAUTIS trainer will be used for TOS new azimuth stern drive (ASD) tug training programme. NAUTIS can include a 360 degree tug simulator and desktop trainers. But TOS will use a portable version of the simulator for mobile training purposes, says TOS manager of nautical and technical services, Ronald van der Kolk. He adds, The NAUTIS tug simulator provides us with high fidelity simulation for our ASD training program. We have selected the portable version because the simulator will guarantee high quality, realistic tug handling training for our customers at any location worldwide. NAUTIS enables training on the handling of tugs with different propulsion systems during a variety of operations. Various types of tugs and propulsion are available, ranging from conventional shaft propellers to ASD and tractor tugs. NAUTIS includes a set of instructor tools to prepare and control manoeuvring exercises, and multi-tug operations and finetune ship manoeuvring parameters.

BV unveils web-based MLCtraining

Bureau Veritas (BV) has launched an e-learning program to help shipping companies train their personnel for the next version of the Maritime Labour Convention (MLC). The web-based training is aimed at seafarers and shorebased personnel as a first step in MLC-related education. It provides information to those responsible for the implementation of MLC systems and procedures on board ships. It is
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expected that enough countries will have signed the new MLC to ratify the convention this year. The training is divided into eight interactive modules covering the background, concept and requirements of the convention. There are links to external documents that provide a more detailed and comprehensive overview of each subject. Each module includes tests and case studies of good MLC implementation, says BV.

training

get to simulating actual maritime operations. All our courses have a substantial range of timed, randomised questions to really challenge seafarers to learn and remember. Our training is not easy we do not want it be just a tick-box exercise; we have designed all our courses to increase skill, ability and onward development. Although many courses, such as environmental awareness and ship security awareness, are suitable for all ship types, others are focused on particular types of vessels. For tankers and gas carriers specifically, we have introduced a new

programme for working at height, Mr Bond says. We have an advisory group that meets twice a year and they highlighted the need for dedicated training on working aloft on tankers. It is because tankers are large vessels with huge tanks and high levels of health and safety requirements. People on board are required to work in these tanks and clamber down into enclosed spaces that may contain toxic substances. We have worked with Maersk Tankers and Stena Bulk to develop this training with video filmed on their ships. The training is a DVD format with interactive CD-ROM

that can be accessed on board and ashore. Mr Bond explains the driver behind developing new CBT. We are addressing the requirements of STCW, flag states, port state control (PSC), vessel charterers and organisations like the Oil Companies International Marine Forum (OCIMF) in providing training courses. Crew need to be competent and vessel operators need to keep records to ensure their staff and crew keep up with their training. But STCW should be considered as a minimum for training and many ship operators will be obliged to abide by the reports.

Norwegians approve Seagull's new ship security e-learning course

Seagull will be launching computer-based training (CBT) on ship security to comply with Standards of Training, Certification and Watchkeeping (STCW) in September. This follows approval from the Norwegian Maritime Authority (NMA) for the course earlier this year. Seagulls senior course instructor, Anders Brunvoll, says there are particular provisions in CBT to ensure seafarers are properly trained in anti-piracy techniques. He adds, Getting NMA approval is very important for us. With the new security onboard training we offer three courses and, with continued NMA backing, shipowners can be assured that certification through these courses will demonstrate the proficiency, as well as the competency, of their seafarers in security matters. The new courses have also been certified by DNV through the SeaSkill programme. This was a challenging process, which effectively required us to start again from basic and produce security training that has been fully checked by DNV against the revised STCW, Mr Brunvoll adds. Under the Manila amendments to STCW, all seafarers must receive generic security awareness and familiarisation training, while those with specific security related roles need appropriate training for their role. Seafarers will be able to start at any of the three levels, depending on their position and duties on board. If required they can then easily move up to a higher level, without repeating any of the e-learning modules they have already taken. The training is also designed so that seafarers are more or less obliged to familiarise themselves with the particular security requirements of the vessel they are on and the company employing them. MEC

Transas creates new models for engineroom simulators

Transas Marine is developing more simulator software for its engineroom and cargo handling simulators. It is writing new models for various ship types for its TechSim simulator platform to enable interaction with bridge and crane simulators for resource managementtraining. Transas is migrating its models from the old platforms ERS 5000 engineroom and LCHS 4000 liquid cargo handling. It takes between three and six months to add new ship models to the TechSim. The latest models to be added are for ferries and LPG carriers. There are already TechSim models for enginerooms and cargo handling systems for Anzac frigates, offshore patrol vessels, suction hopper dredgers and azipod dieselelectric cruise ships. One recent addition to the Transas portfolio was TechSim engineroom and liquid cargo handling software for a Panamax product carrier with a MAN MC engine. The simulator replicates all of the panels of the tankers machinery controls, including those on the bridge, in engineroom control areas and on the equipment. Combining engineroom, cargo handling and bridge simulators is an integrated approach to training, says Transas technical simulation business director, Graham Wagstaff. We want to have a full library of full mission simulators on TechSim. All engineroom and cargo handling simulators should be able to operate on laptops or desktop PCs for the training of large volumes of people. But we can also supply a series of touch screens to replicate the hard panels or the real switchboard hardware, he says. In the product tanker model, we simulate the control and monitoring system with various screen shots, such as replicating engine automation, or the main switchboard. We have also included valve control on a systems schematic screen, such as changing from heavy fuel oil todiesel. Almost any piece of equipment control can be simulated, for example, controls for the steering gear or fire stations or boilers. During training with this simulator, crew would be asked to go out of the control room to tackle the simulated local controls and remain in radio contact. Mr Wagstaff explains, We would test the team with failures and problems. It is all about putting pressure on the crew; putting them through problematic challenges that are based on real life situations from accident reports and experience. The cargo handling simulator includes cargo control room screens, plus valve and pipework schematics. Instructors can make valves fail and a member of the team would have to go out of the control room to manually operate the valve, says Mr Wagstaff. There is a load calculator from Kockum Sonics to simulate the loads on the vessels hull during loading and unloading. It shows hull stress, buoyancy and stability calculations. It can simulate sloshing effects if we change the weather and sea conditions during loadings. Trainees can work out and enter a cargo plan including how to fill the tanks in parcels and calculate the stresses on the ship during loading.

Transas has written a desktop cargo handling simulator for LNG carriers

58 I Marine Electronics & Communications I August/September 2012

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Maritime_Ad_new2011 190x130 Meer.indd 1 MEC_SSM_half_AugSept12_190 x 130mm 10/08/2012 11:13 Page 1

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vessel security anti-piracy

Armed guards are not the long-term solution

Ships wishing to avoid hijacking must use best practice, intelligence, good preparation and additional measures depending on their particular circumstances by Alan Welcome
for the employment of security services so that minimum levels of insurance cover for PMSCs are established and that adequate safeguards are put in place to ensure that liabilities and responsibilities are properly addressed, and that all necessary permits and licenses are obtained. BIMCO says it would not like to see the use of armed security guards on ships becoming institutionalised, but it recognises that while the industry awaits a more permanent, long-term solution, guards currently provide an effective deterrent to piracy attacks. One of the many companies providing armed guards, Sea Marshals Ltd, says it operates a complete maritime security service using fully qualified armed and unarmed security teams. The company has introduced a custom-built computerised system to facilitate direct contact with its teams on board vessels in high risk areas. The new system allows for automated location tracking of vessels, weapons and personnel. Commenting on the bespoke system, Thomas Jakobsson, chief of operations for Sea Marshals, said: It is really world-class software developed in-house to meet the business and customers needs. It enables us to provide first-rate communications between our operations centre and vessels under our protection, enabling us to keep captains up to speed with updates of threats in their area. Best management practices (BMP) for protection against Somalia based piracy provides industry agreed advice to assist ships in avoiding, deterring and delaying pirate attack in the high risk areas. The current version, BMP4, was published in August 2011. Masters and shipowners can access the latest advice via relevant websites including Maritime Security Centre Horn of Africa (MSCHOA), NATO shipping centre and IMB. UK Maritime Trade Operations (UKMTO) may be contacted at any time for updated advice. While BMP4 has much to say regarding onboard preparations and the provision of physical barriers, communications equipment and other electronic apparatus including acoustic devices feature increasingly in the toolbox of any vessel well prepared for entering high risk areas. Commenting on the current situation, Lieutenant Commander Jacqueline Sherriff, spokesperson for the Royal Navy EU Naval
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n 2011 the seas off East Africa saw a significant increase in attacks by Somaliabased pirates, but the success rate fell from 29 per cent (50 hijacked vessels) in 2010 to 11.5 per cent (33 hijacked), according to IMO. So far this year hijackings are even lower than 2011, with 13 vessels hijacked, according to the International Maritime Bureau (IMB) Piracy Reporting Centre. Although ship operators, armed guards and naval forces are thwarting a greater number of attacks, these efforts do not represent the long-term solution the industry is calling for. Ultimately, the only way to properly address this appalling mess are solutions that deal effectively with the political and social problems that beset Somalia. The House of Lords EU sub-committee on external affairs is conducting a follow-up to its 2010 report into combating Somali piracy. That report called for a more robust approach to be taken with pirates along with greater efforts to tackle the poverty seen as the root cause of the problem. The current inquiry will consider what progress has been made by Operation Atalanta and whether the threat of Somalian piracy is being reduced. The economic impact of piracy is overshadowed by the increasing levels of violence, fear, suffering, humiliation and uncertainty meted out to the hostages. The Human Cost of Somali Piracy 2011, a detailed report from the IMB and Oceans Beyond Piracy, notes that in addition to all the foregoing miseries, 35 hostages died in 2011. Eight were killed by pirates during or after an attack, eight died from disease or malnutrition while 19 died during rescue efforts by naval vessels or attempting to escape, the majority being used as human shields by the pirates. Masamichi Morooka, chairman of the International Chamber of Shipping (ICS) is quite clear in his view that the situation remains
60 I Marine Electronics & Communications I August/September 2012

Naval forces helped thwart nearly 90 per cent of pirate attacks on shipping in 2011
entirely unacceptable. While we recognise that long-term solutions are needed to restore law and order in Somalia itself, governments need to task their military to take further immediate action to restore security on the high seas now, and make it clear that any piracy will not be tolerated. ICS members hope recent action by EU NAVFOR against a major pirate base in Somalia signals the start of a more robust military response. At the end of last year a change in government policy allowed UK-registered vessels to employ armed guards to defend themselves against pirates in exceptional circumstances. Shipping minister, Mike Penning, said that allowing the use of armed guards in a structured, legal framework can move to a system where shipowners can provide an adequate deterrent to pirate attacks. IMOs Maritime Safety Committee (MSC) recently delivered interim guidance to private maritime security companies (PMSCs) providing contracted armed security personnel on board ships in the high risk area. The guidance covers professional certification, company requirements, management issues including selection, vetting and training of personnel and deployment considerations with particular reference to legal compliance. While welcoming such progress, the ICS emphasised that the provision of armed guards is at best a short-term expedient, not the solution to the eradicationofpiracy. International shipping association BIMCO has published its GuardCon standard contract for the employment of security guards on vessels. Chief officer for legal and contractual affairs, Grant Hunter, said, GuardCons objective is to create a contractual benchmark

Force, said IMO piracy figures highlight the value of self-protection measures because a number of attacks in 2011 were thwarted through the proper application of all BMP selfprotection measures, allied to a well prepared and drilled ships crew. She noted. In terms of [the piratess] continued willingness to launch attacks, there still remains a considerable freedom of movement in pirate operational regions of Puntland and Galmadug. The EU Naval Force actions against pirate logistic supplies on the shoreline taken on 14 May were part of a concerted effort to deny pirate action groups this freedom of movement. She said ships most likely to be taken are those that are ill-prepared through failure to apply the guidance and self-protection measures in BMP4. This assessment is borne out by operational analysis by the Combined Maritime Force which found that from May 2011 to May 2012, only 25 per cent of merchant vessels successfully pirated had registered with MSCHOA, the minimum BMP4 reporting requirement. We have always maintained that BMP should be renamed minimum management practice, she said, noting that BMP can only be effective if all the necessary measures deemed appropriate to protect a particular vessel by the risk assessment conducted as part of the ship security plan are put in place. It is not a one hat fits all situation. Each ship has different vulnerabilities. She noted the anti-piracy value of merchant vessels communication arrangements and mandatory electronic equipment such as AIS, LRIT and SSAS. Logically, if a vessel can avoid areas in which pirates are operating, it should be safe.

Lieutenant Commander Sherriff recommends the use of anti-piracy planning chart Q6099 produced by the UK Hydrographic Office (UKHO) with support from the EU Naval Force and NATO. This can be downloaded as a pdf from the UKHO website. However, ships and shipowners can also take advantage of a variety of commercial services designed to provide up-todate information relating to pirate activity and the location of pirate vessels. For example, the Jeppesen Piracy Update is an overlay feature for digital C-MAP charts in Jeppesens OceanView route planning systems. Arild Nodland is founder and chief executive of Bergen Risk Solutions, Jeppesens strategic partner in the service. Data sources include IMB, UKMTO, MSCHOA, The United States Navys Office of Naval Intelligence, as well as leading news media and a wide network of independent sources, he says. After Bergen Risk Solutions receives this data, our company experts process and analyse it before forwarding it to Jeppesen. The most substantial part of the analysis involves crossreferencing the data to verify its accuracy. If the data is received from a credible source, such as the UKMTO, we know it has already been checked, so we can release it immediately. Data from our own network of sources might take up to 24 hours to verify. After the data has been verified, we make an additional layer of information and upload it to the Jeppesen server. Data is updated five times a day during weekdays and once a day at weekends. The Jeppesen service allows viewing of detailed source descriptions for verification purposes. This is not common practice in the industry,

notes Mr Nodland. BMP4 section 8.2 Watchkeeping and Enhanced Vigilance, suggests considering the use of night vision optics and advises maintaining a careful radar watch, while section 8.9 considers the use of CCTV over vulnerable areas, particularly the poop deck. Recorded CCTV footage may provide useful evidence following an attack. While thermal imaging cameras will not prevent pirate attacks they do enable operators to see suspect vessels at a considerable distance, says Flir Commercial Systemss marketing director, Christiaan Maras. He says the company has delivered a number of systems to vessels operating in pirate sensitive areas. A thermal imaging camera like the Flir Voyager will detect small 2.3 x 2.3 metre vessels from about 6km away. This will give ample time to react and prepare for a possible attack. He notes that thermal imaging cameras do not require any light whatsoever to produce clear images, and unlike cameras that use light amplification also called I2 the operator will not be blinded if a light is pointed at the camera. In daylight, thermal imaging cameras are not affected by glare from the sun, unlike CCTV cameras. A thermal imaging camera can also be connected to the radar in a so-called slew-tocue configuration, said Mr Maras. If the radar detects a vessel the camera will automatically turn in the right direction so that you can clearly see what the blip on the radar screen really means. Vessels that are too small to be picked up by a radar will still appear clearly on a thermalimage. MEC

Naval forces provide aerial protection for ships in pirate risk areas
www.marinemec.com Marine Electronics & Communications I August/September 2012 I 61

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entertainment systems

Customisable infotainment systems adapt to users needs

Passengers and crew alike increasingly expect to have multiple entertainment options on long voyages but owners can leverage interactive entertainment systems to bring in revenue, too by Clare Nicholls

ith the rise of interactive TVs, mobile devices and onboard Internet, owners have many opportunities to connect with guests and crew at sea. Many ships are now equipped with in-cabin entertainment systems which owners can utilise to generate income as well as ensuring that passengers and crew are satisfied when on passage. Norway-based Zenitel is in the process of introducing a variety of new features to its entertainment systems offerings. Its Vingtor Infotainment product was originally launched in 2010 but is now receiving a wholesale upgrade. We have improved the graphical user interface so that it is easy for our customers to edit what the end-user will see on their screens, says Thomas Lillevik, product manager at Zenitel. It is now possible for our customers to add or delete pages or edit text and insert images on a page. This makes the system very flexible. The updated set-top box will connect to an open media, on demand server on to which owners can load their choice of movies. Previously, owners were only able to purchase a movie library from Zenitel, updated every month. Zenitel will continue this service to give their customers a choice of packages. Furthermore, the company is launching a network private video recorder (NPVR) for crew, which allows users to record TV programmes. The programme data is stored on a central server; the set-top box will connect to the server and access the recording a user has specified. The set-top boxes will also be enabled with WiFi Internet access and Bluetooth. Crew will be able to play music from their own mp3 players through the TV by pairing their devices using Bluetooth. The system can also integrate with ships CCTV cameras, so crew can monitor other areas of the vessel or passengers can watch the view from the bow of a ship if a camera has been set up there. Alarm systems can be integrated as

Siemens Media4Cruises allows third party application integration

well, so if a general alarm is sounded, the TV can pause the entertainment and display a message directing passengers and crew to muster stations. The system utilises HP servers to handle the entertainment features, accessed through a core switch. Customers can choose from HP or Cisco switches. We advise customers to purchase interactive TVs so that they can control the TVs from the servers, says Mr Lillevik. For instance a wake-up alarm feature can only be utilised if interactive TVs are installed. Zenitel is currently installing its new systems on a 200-cabin vessel under construction in Croatia, as well as a jack-up rig being built in Dubai. Additionally, Zenitel can provide a digital signage system for public areas that can carry advertisements for onboard shops, or an interactive restaurant menu. For shorter journeys, Zenitel has also developed an IP TV solution which can be installed in the backs of seats in passenger lounges. Users can purchase a radio frequency identification (RFID) card which they swipe in front of the screen. This allows access to the entertainment catalogue. The great thing about this system is that if a passenger wants to pause the entertainment and move to another area of the ship, they can just swipe the card again. Then if they want to return, they can re-swipe the card in front of any screen in any seat and the entertainment will start from the same place it stopped at, comments Mr Lillevik. Zenitel has used its partner, Locatel, to carry out commissioning for some systems, but Mr Lillevik reports that this company does not have enough manpower to project manage the amount of installations Zenitel currently requires. We have decided to train our own staff to commission the systems, so we are now free to offer more of these services ourselves, he comments. Zenitel IP TV systems are installed on 20 fleets of ships in total. Another system that allows customisable content is Siemens Media4Cruises. The infotainment portal allows the cruise operator to distribute information about the ship, marketing content or booking services. It offers passengers live TV , video and music on demand, as well as providing Internet access and an e-mail service. Passengers can also receive news and weather information, or send
Marine Electronics & Communications I August/September 2012 I 63

www.marinemec.com

entertainment systems

e-postcards. Furthermore they can use the system to book onboard hospitality services and see the latest ship and route information. Media4Cruises is a very open infotainment system. The graphical user interface allows the owner to add its branding to the system. Also, third-party applications can be integrated. For instance on the Hapag-Lloyd Cruises fleet, they have added a photo shop where passengers can buy photos of themselves which have been taken during the voyage, says Oliver Schwarz, sales manager at Siemens Communications, Media and Technology. The application may use face recognition technology to compare the images to each guests photo ID, and then sends a message to each passenger when it discovers a picture of them. The passenger can then order and pay for the photo using the system. On the TV screen this application looks like it is part of our system, but in fact it is supplied by a third party. There are two hardware formats for the system: a set-top box, which connects to a standard TV, or an integrated smart TV. The set-top box is the mature, proven solution, says Mr Schwarz. Smart TVs are new and create both opportunities and challenges. Using a smart TV means we are bound to a particular manufacturers model, which we have to adapt for each installation. The upside is the saving on the set top box, which is no longer needed. Passengers can also access the system through mobile devices, as long as they download an application. According to Mr Schwarz, We recommend passengers download the application before they board. The quicker they have access to this application, the sooner they get informations about their cruise, can book additional features and get aquainted with the offers during their cruise. This combines satisfied passengers with increased turnover. This technology opens up a whole new range of possibilities, as passengers have their mobile phones with them everywhere they go.

SAM's Funa acquires Mavco

Two companies that number onboard entertainment technology supplies among their portfolios will now be jointly managed, following Funas acquisition of Mavco earlier this year. SAM Electronics subsidiary, Funa, will now integrate Mavco into its They can book restaurants and check activities and shore excursion itineraries during the day without having to ask a crew member. A feature that controls lighting and air conditioning levels was launched this year. Passengers can now use their mobile devices to control these elements through the ships intranet. The lights and air conditioning are connected to the same network as the infotainment system so we could utilise that, comments Mr Schwartz. It is a feature aimed at the luxury end of the market, as it is cheaper to just use a light switch than a network controller with all the electronics behind it. Siemens also provides onboard GSM roaming services or voice over IP (VoIP) Internet telephony. This uses wireless LAN to call other people on the same network via VoIP. There are advantages and disadvantages for both formats, Mr Schwarz says. For GSM, passengers are reachable on their own numbers, but roaming charges can be expensive. VoIP Internet telephony shifts the business of the network operation and billing from the network operators to the ship operators. Another system supplier has already introduced VoIP calling to its portfolio. Allin Interactive launched the feature earlier this year as a component of its DigiMobile platform. Combined with a ships onboard WiFi network, this extends many of Allins interactive TV applications to passengers mobile devices. The technology enables phone-to-phone and phone-to-onboard extension calling as well as VoIP existing operational structure to deliver expanded capabilities to its customer base. Mavco specialises in audio, video, lighting, public address, broadcast and security systems. Both companies are headquartered in Miami, USA. ship-to-shore calling between registered phones and worldwide phones. Allins PBX integration services also enable onboard staff to reach passengers on their registered mobile devices via VoIP . Recently, Norwegian Cruise Line awarded Allin with a contract to install the DigiHD digital interactive television solution on newbuilds Norwegian Breakaway and Norwegian Getaway. The pair will be delivered in 2013 and 2014, respectively. These deployments will add over 4,000 passenger cabins to the DigiHD installed base worldwide. Elsewhere, Lufthansa Systems has developed a new guest service portal designed to give cruise lines a competitive advantage by enabling operators to capture new revenue streams, increase productivity and reduce costs. This solution is a fully integrated platform with interactive guest services and operationenhancing business intelligence. It enables guests to interact with cruise ship staff anywhere, any time during the travel cycle using their tablet, TV or mobile devices. Guests can use the portal to make enquiries, book a service, shop, select wake-up and room comfort preferences, watch a movie, chat, send e-cards and plan an excursion. Operation is designed to be easy and seamless and affords branding and customer loyalty opportunities. The guest service portal achieves its functionality through five unified guest interfaces, guest modules (i.e. entertain, book and shop, dine, concierge, housekeeping, socialise and inform) and a robust architecture. Its central intelligence platform reflects open standards, transparency, scalability and reliability and provides real-time analytics and advertising capabilities. A content management portal manages digital assets, and there is also a web-based global device management tool. The guest status database identifies guests and their preferences and this information can be leveraged for personalisation, branding and customer loyalty building. With our guest service portal we designed an innovative platform for the hospitality industry to maximise guest satisfaction and gain significant cost savings, says Tino Herrmann, vice president of hospitality solutions at Lufthansa Systems. Due to its unique architecture the guest service portal delivers outstanding convenience, flexibility, options, visuals and interactivity that guests will love. MEC
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Lufthansas new Guest Services Portal enables passengers to make onboardreservations

64 I Marine Electronics & Communications I August/September 2012

container ships

Satcoms and WiFi are in demand for crew and cargo

NYK container ships are being fitted with KVH VSAT for business and crew requirements

essel operators are upgrading their satellite communications with either VSAT or L-band services such as Inmarsat FleetBroadband (FB) or Iridium OpenPort to improve crew welfare and vessel operations. L-band services remain the preferred option for most container ship operators, but innovative owners are investing in VSAT or onboard GSM networks and voice over IP (VoIP) technology. Japanese shipping group Nippon Yusen Kaisha (NYK) decided to invest in KVH Industries VSAT technology across the fleet of container ships, tankers and dry bulk carriers. Under NYKs innovative bunker and idle-time saving (IBIS) project, the shipowner will use KVHs mini-VSAT Broadband to send realtime information between these ships and its shore bases. NYK is installing KVHs TracPhone V7 systems on more than 100 vessels. These 60cm-diameter antennas, and the associated hardware, are supplied through KVHs partner SKY Perfect JSAT, under the OceanBB brand. NYKs general manager for Europe and Africa communications, Ian Aitchison, says the satcoms investment is about reducing fuel consumption and enhancing vessel performance. We use VSAT to send real-time oceanographic data to our vessels, then ship and engine performance information from our container ships to the shore. It also gives crew Internet access along with the FB. We will use several suppliers and the choice between VSAT or FB depends on the
66 I Marine Electronics & Communications I August/September 2012

Shipowners are investing in VSAT, L-band services and GSM networks for crew welfare and container tracking

vessels' voyages and trends. He says an essential piece of business information to be sent across the VSAT terminal will be for berthing of NYKs vessels. He explains, Berthing information is the key for saving bunker costs. With an 8,000 TEU container vessel, or larger, any last-minute arrival time changes will cost a lot in extra fuel. If the vessel needs to arrive one hour earlier in 12 hours, the fuel oil consumption will need an additional 10 tonnes. VSAT is a facilitator for other business uses, such as vessel performance monitoring, but as NYK says, there needs to be more. Performance monitoring is one of the tools we use. But the tools cannot save anything alone. It all depends on how we use the data to save fuel. Another advantage is the crew welfare services it activates. Broadband is beneficial for our business and crew welfare. It may contribute to attracting the younger generations to become seafarers and to retain our current seafarers as well, NYK says. The Japanese shipowner is an innovator in the sector in its efforts to optimise the economic and environmental impact of the fleet, says KVHs senior vice president of global sales

and business development, Brent Bruun. He explains, NYKs IBIS project helps improve the operation of their ships and reduce CO2 emissions. This requires delivering real-time weather and sea current forecasts to the ship and automatically sending ship operations data back to shore for ongoing analysis. The improved connectivity provided by our miniVSAT Broadband service will allow for greater information sharing and collaboration between NYK employees on vessels and shore, increasing both safety and efficiency. It also provides affordable communications for crew members to communicate with their families or use the Internet. The mini-VSAT Broadband service equips vessels with data rates up to 1 Mbps, as well as VoIP telephone lines with optimised service and prioritisation of applications. Another container ship operator is trialling a new way to deliver crew phone and data services without the upfront costs of VSAT. Ofer Ship Holding has adopted the new FB multi-voice capability from Inmarsat distribution partner Station 711. It has trialled the Vocality private branch exchange (PBX) alongside Japan Radio Cos FB 500 terminal, JRC-500, on one of its ships. Both were deployed on the 4,250 TEU Zim Constanza on a free trial from Station 711, and are now in full use with crew paying for voice and data services with pre-paid cards, says Ofers head of IT, Dotan Sofer. It was easy to integrate the FB multi-voice
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capability into the vessels infrastructure. The high quality of the multiple voice lines is the same as we had previously on the existing FB terminal, and the crew really appreciates the added flexibility and privacy that this service provides. Our crew have the possibility of having conversations without waiting for lines to become free, or being overheard. We are now out of the pilot stage and crew are paying for the minutes with pre-paid cards. This is easy for crew and the prices are cheaper than dialling directly. The crew are very happy with it, Mr Sofer says. The rest of Ofers fleet have a mixture of FB150 and FB250, plus Fleet 77 terminals supplied by Thrane & Thrane (Sailor terminals) or JRC. It also has 10 new vessels on order, all due to be delivered over the rest of this year and 2013. Sailor 500, or JRC-500 FB terminals will be installed on all of the newbuildings. Ofer did look at other satcom systems for these newbuildings, but still chose FB 500, Mr Sofar explains, We have checked out VSAT and found it to be expensive. We think FB is suitable and good enough for our business and crew needs. Phone calls through FB multi-voice and Vocality PBX are of the same high quality voice service as calls would be on the bridge, says Station 711s sales director, Kobi Ohayon. He adds, FB multi-voice adds significant value to the service, and we expect it to be very attractive to the shipping companies we work with. Not only do the crew now have more privacy for their calls, for which they can use our low-cost pre-paid cards, but they are receiving the same high quality voice service as the bridge. Multivoice also supports the 505 emergency calling capability that connects a vessel immediately to a maritime rescue centre. German ship operator Reederei Werner Bockstiegel chose to upgrade its crew calling services with Iridiums new Pilot terminals and OpenPort services along with Globecomms Telaurus se@Comm communications package. The project included installing WiFi and L-band terminals on 65 vessels in the fleet to enhance crew phone, e-mail and messaging services. The vessels will receive one dedicated voice line for the captain and two independent crew phone lines, says Reederei Werner Bockstiegels fleet manager, Albert Bokelmann. The se@Comm WiFi service will provide access points to enable crew to use their own laptops and smartphones to stay connected to these services on board the ships. It also includes advance price notifications and push delivery of e-mails It was vital for us to combine affordable equipment with competitive airtime to give flexibility to our vessels, says Mr Bokelmann. The comprehensive voice and e-mail service enables us to significantly reduce our overall communications costs and provide crew calling services that positively impact welfare and morale while at sea.
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BBC Chartering in Leer, our charterer company, has reported that having se@Comm installed will improve their daily operations significantly by enabling their e-mails to be delivered to the vessel in real-time. As a long-time Iridium customer, we appreciate the power of the worlds furthestreaching network, and trust in its reliability to keep our business on course and our crews safe, even in remote areas or small ports. Globecomm supplied Iridium Pilot terminals and service plans for the Reederei Werner Bockstiegel ships through its local sales agent, Nordic-IT Marine Communications. Prior to this, the German shipmanager had a mixture of terminals on board its vessels. It decided to standardise the satcoms solution across the fleet and allow crew to use their own laptops, tablets and smartphones, says Globecomms sales and marketing director, Gregor Ross.

The attraction was the way to keep crew calling, messaging and Internet browsing separate from the business communications, he adds. The crew do not have to use the ships equipment as they can use their own devices over the built-in onboard WiFi. This has great benefits to the crew, as they have more privacy, and to shipping companies as there are no memory sticks stuck into the ships computers or network. This improves online security by reducing the risk of passing on viruses and other malware over the ship network. The ships business communications are kept separate through the se@Wall firewall unit. Everything goes through this unit to and from the satellite terminal and it is the firewall that keeps the crew and business communication streams separate, Mr Ross continues. On the Reederei Werner Bockstiegel fleet,

GLOBECOMMS SE@COMM SOLUTION KEEPS WIFI FOR CREW COMMUNICATIONS SEPARATE FROM THE SHIPS BUSINESS

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Bridge

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Ships Network Business Traffic Only se@Comm Crew WiFI Crew Traffic Only Cabin A WiFi Laptop Crew recreation Area WiFi Crew Mobile Device

Italian tie-up for Station 711

More shipowners will be able to use the Station 711 suite of value-added services over FleetBroadband (FB) after Telecom Italia selected the company to provide a web management platform. Telecom Italias vice president of new products and services, Silvio Laureti explains. We have decided to invest in enriching our offer of Inmarsat FB services with one of the most advanced suites of value added services. We are strongly committed to improve our satellite offering with solutions that best fit our customers needs, like having a tight cost control over FB traffic. Station 711s FB web platform provides a suite of customised management and control tools for Inmarsat services. This includes provisioning and spending control, billing and account management, and traffic monitoring. The Internet-based administration interface allows Telecom Italia to provide its customers with a self management value-added service for billing, reseller billing, customer care, provisioning and customer self-management.

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container ships

Nordic-IT installed the WiFi network and hardware. We found suitable positions on the vessels to install the access points, which boost the WiFi network, says Mr Ross. On a standard container ship with six decks, we use two of our access points. We recently did some installations for Reederei Werner Bockstiegel in Singapore and Latvia, and on newbuildings in China. The installations take half a day as we try and get the crew to do the preparation work, such as installing the mountings and cable runs. There will be cables connecting the antenna to the below-deck control units and one to the firewall unit in the bridge area. There is also a cable to the first access point. The second access point installed is a wireless repeater, so there are no cables. Globecomms se@Wall firewall unit can also be connected to Inmarsat and/or VSAT terminals. The company also provides se@Connect units for managing crew Internet browsing and connectivity. If the VSAT is available, then crew can browse the Internet. But if VSAT is not available, then se@Connect can throttle back

crew connectivity to just voice and messaging, by blocking Internet access until VSAT becomes available again, Mr Ross explains. Globecomm is also working with Ericsson to

Iridium Pilot terminals provide the satellite link for Reederei Werner Bockstiegel managed vessels

provide an onboard GSM solution for container tracking and crew calling on other container ship fleets worldwide. The main contract for these services is with Maersk Line, and includes linking GSM through VSAT services. Ericsson is the overall project manager and provides the onboard GSM base stations. Globecomm provides the VSAT back haul through its operation centres and satellite network. We also provide the geofencing that follows the ships and manages the satellite link when they are out of GSM roaming range, says Mr Ross. When the ship is close to shore, then mobile phone services can roam within the terrestrial networks. But when the ship is out of range, the traffic goes through the satellite link. We developed the system that manages the GSM network seamlessly for the clients. This is part of Ericssons service to Maersk. It is a major contract covering 150 vessels with options to extend this to 400 vessels. We are rolling this out to the Maersk fleet through our service centres in Singapore, Malaysia and the Middle East. MEC

Container tracking costs controlled throughGSM

The costs of tracking containers on ships is about to drop as Vobal Technologies is launching a new GSM-based technology. Companies using containers to transport their products around the world will be able to track their cargoes, and eventually control their storage environments with a chip linked to an onboard network. This is particularly important for companies transporting perishable cargoes in refrigerated containers, says Vobals chief operating officer, Ronnie Ravi. He explains, The GSM network would provide connections around the ship and inside cargo areas. Companies will be able to track containers at sea and monitor sensors that can alert them if the refrigerated temperature drops or if there is a break-in. By the fourth quarter of this year, we will have introduced GPRS [general packet radio service], so companies can communicate with their containers. At present we have GSM networks for cell phones and messaging services, and container tracking. When GPRS is available, people will also be able to control container temperatures and pressures. Mr Ravi says most GSM networks use a lot of bandwidth, which is why some operators, such as Maersk Line, have chosen to install VSAT services to accommodate the additional data requirements. But Vobals GSM technology can operate over FleetBroadband (FB), he says. Our technology uses much less bandwidth than other GSM networks, which means it is viable as an attachment to FB150 L-band services, he adds. Our GSM service works over standard IP channels at just 6 Kbps for crew communications and uses just 5MB of bandwidth per month. So we can design GSM systems to operate over FB as well as VSAT to minimise the expense and bandwidth use. It is a different approach as it is more like voice over IP (VoIP). For our service there would be no SIM card changes and we can extend the service down into the cargo hold, which land line-based GSM services cannot penetrate. We have just released the container tracking service and have done trials on it at sea. These trials have proven that the concept works. For crew calling Vobal has its S3 GSM base station and S2 VoIP server. The company wants to do further tests with the container tracking technology, says Mr Ravi. There is a lot of interest in cargo tracking through GSM. We are looking for partners that have a vessel for further tests of the GSM infrastructure, to provide the cargo tracking for their customers. Container ship operators will be interested as the costs will be less than US$1 per voyage to track the container. Operators can charge their clients more, so it could be profitable for them. We are also in talks with companies that provide container monitoring and controls. We would provide the GSM infrastructure to ensure their products can be accessed at sea as well as on land.

Containers can be tracked on ships as well as in port

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Your customers can monitor their cargo on land, why not give them the option at sea?
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fleet management

Class societies use experience for fleet management software

With so much shipping industry knowledge, classication societies are keeping abreast of owners and managers needs for eet management programs by Clare Nicholls

he software divisions of classification societies are drawing on the competence of the whole of their organisations to update their fleet management program portfolios. According to ABS Nautical Systems senior vice president for global sales and marketing, Joe Woods, As a division of ABS, our integration capabilities give us the advantage of providing our customers with the backing of a 150-year-old classification society with a globalpresence. Shipowners and operators are looking to classification societies for long-term software partnerships. We have seen a tremendous increase in companies who are turning to providers that are backed by class because of their ability to provide a global support network and who have the resources to continue to provide comprehensive and integrated solutions to their clients. Mr Woods is well aware of current owner demands, With the heightened focus on conserving energy and industry environmental regulations, the most needed trend is for software tools which track, trend and report the information necessary to satisfy environmental regulations. To meet these requirements, ABS is launching a new energy and environment module as part of the NS5 Enterprise suite. Demetri Stroubakis, senior vice president of global operations, comments, This module provides a platform for effective, efficient and environmentally sound voyage management as well as automated capabilities that can enhance operational decisions while reducing crew burden by streamlining data collection, trending and reporting. The module was also designed to assist owners and operators with regulatory requirements including Marpol Annex VI, which includes fuel switching and ship energy efficiency management plan regulations, as well as the International Convention for the Control and Management of
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ABS energy and environment module is designed to streamline data collection and reporting
Ships Ballast Water and Sediments. Easy to use data entry forms can be populated manually or automatically, allowing shipowners the ability to generate the necessary information to facilitate company, classification and regulatory reporting, says Mr Stroubakis. Flexible dashboards with charts and graphs provide both crew and shoreside personnel with access to the same information for trending and analysis purposes which can lead to improved vessel and fleet performance. The solution has the ability to track and record key voyage-related events including ballast activities, fuel and lube consumption, fuel oil switching and cargo information. This electronically captured data can then be transmitted between ship and shore via NS5 Enterprise database replication. In recent months, ABS NS has signed several major contracts to provide software to owners and managers including Caspian Drilling, TMS Bulkers, Petrochem General Management, Samson Maritime, Oceanografia SA de CV and Aboitiz Jebsen Ship Management. Several of those companies will be utilising software modules offered through the ABS Newbuild Programme. This includes hull inspection, energy and environmental and maintenance management software to all ABS-classed vessels built after 1 January 2009. Mr Stroubakis explains, We try to minimise installation challenges by using a formal and strategic project management method. We work with clients from project inception and planning through to execution. The key aspect is communication and risk management throughout the lifecycle of a project. ABS NS also has several other projects in the pipeline. It is developing a platform to support portable devices including scanners, tablet computers and smartphones. Features will include alert view notifications and mobile calendaring. Furthermore, it is developing a warehouse and inventory management module to support standard inventory and reconciliation tracking. Vice president of product development, Fernando Lehrer, says, This module, along with others in the NS5 Enterprise suite, will be supported by the upcoming mobile platform, making overall warehouse tracking and trending more efficient with fewer discrepancies. The crewing module will also be upgraded to allow customers to track crew manning levels, qualification requirements, minimum rest hours and operator experience, while complying with Maritime Labour Convention (MLC) requirements, as well as the Standards of Training, Certification and Watchkeeping and Oil Companies International Marine Forum guidelines. Germanischer Lloyd (GL), too, is releasing a raft of updates for its software offerings. By the end of the year it plans to launch or release seven different programs or modules. The first of these is an updated quality and safety module for GL ShipManager, which includes risk assessment and comprehensive safety reporting. The quality and safety module will support
Marine Electronics & Communications I August/September 2012 I 71

fleet management

the key processes that a quality safety manager undertakes, such as incident reporting, says Dr Torsten Bssow, GLs global head of maritime software. We are updating some function certificates for certificate handling and we are now working on the risk assessment functionality, which is a new ISM requirement. Secondly, GL is also introducing a drydock tender module for GL ShipManager. Drydocking a vessel every five years is a big cost burden to shipping companies, says Dr Bssow. Typically this drydock work is only partly supported by the existing software module, so there needs to be a link to the technical management module to ensure that all the necessary equipment repair and maintenance can be done in drydock. Many tasks can only be completed in drydock, such as steel work. This module will collect all these tasks together and then tender the work to various parties, such as the yard or equipment manufacturers. A project can then be managed in the yard using an offline version of the software. Change requests are recorded to keep control of costs. GL has also launched GL CrewManager, which will allow a shipping companys crewing department to cross reference crew competencies with available positions. This module will handle crew data management for tasks such as salary payment, vaccinations or whether their certifications are up-to-date. The software will also record crew resting hours and support MLC surveys. As MLC compliance will require some updates in crewing processes in shipping companies, now is the right time to use this momentum to software support these processes explains Dr Bssow.

GL HullManager will be available on mobile devices to enable on-the-spot inspectionrecording

Furthermore, the GL MachineryManager module is undergoing a pilot installation on a car carrier. GL has partnered with SKF to install vibration monitoring equipment on the ventilation fans in the vehicle decks. The program graphically displays the readings, trends, alarms and warning levels of the vibration monitoring equipment, comments Dr Bssow. The car carrier has about 50 ventilation fans for the cargo decks. Crew can only enter that space when the fans are running. This is critical equipment, so it will benefit crew to know what kind of condition each fan is in. The GL HullManager module supports maintenance of the steel structure of a vessel, visualising a 3D model of a vessel, including the tanks, holds and other structures that require inspection on a regular basis. An offline version of the software can be loaded onto a toughbook (a robust notebook portable computer). We are launching a mobile client application for GL HullManager which will allow crew members

to simultaneously perform tank inspections and record their findings, Dr Bssow explains. The software can function with any portable device with a Windows-based operating system Additionally, GL will be launching GL EmissionManager, which will record all emissions and performance data on board. We are harmonising all the different voyage and operational reports that are carried out on ships today, says Dr Bssow. The software will be able to compute all of the relevant emissions data from that information. This will improve reporting of emissions to air, land and sea. The data can be extracted and displayed in the format of an operators choosing, ie, tables, graphs or charts in GLs established reporting solution, GL FleetAnalyzer. The final major update is the introduction of a sloshing module for GL SeaScout. The software already assesses and predicts the movement of vessels in seaway, but this functionality will now be extended to onboard liquids. Particularly in LNG carriers there can be problems with tank sloshing, which can lead to heavy deformations and damage to the expensive tanks. This sloshing function will tell operators if they navigate a vessel in a particular seaway with a particular speed, whether they will have a sloshing problem and what to do to avoid it, Dr Bssow comments. Having the right information available to take better shipmanagement decisions is priceless to owners and GL has the most comprehensive and innovative software portfolio in shipping. We are heavily investing for our customers and the industry, concludes Dr Bssow. MEC

Docmap continues version 7.0 rollout

Norway-based Docmap expects to finish the rollout of version 7.0 of its fleet management software by the end of this year. So far around 20 out of its more than 50 customers have been upgraded with the latest version. Svein Syversen, managing director of Docmap, comments, Our customers like the new version, particularly the reporting module, because they can create their own forms for seafarers to report non-conformities. Crew can use the software on mobile devices such as smartphones, uploading a report instantly to the database. There is so much new functionality in version 7.0 that we have helped train our customers to be able to operate all the new functionalities, says Mr Syversen. Other new features include better functionality for publishing documents on remote sites, as users can configure how often they want to synchronise their databases. A synchronisation module uses satellite communications to synchronise the databases so that they are in compliance with the master at any time. We looked into cloud computing but we do not think that it is a viable option at the moment, as at-sea broadband connections are not fast enough to cope. This is why we are using this file transfer protocol system via satellite, Mr Syversen says. One customer even uses our synchronisation system for their landbased subsidiaries as they dont trust the Internet connections. Docmap is also looking at integrating full tanker management self-assessment capability into future versions. Version 7.0 already includes parts of this a risk assessment module but the functionality will be extended to add more reporting options. The firm will also be developing integration with other databases, so that there will be one point of entry for information relevant to a number of programs. We also want our customers to be able to use Docmap as a tool to be certified to ISO standards, comments MrSyversen. We have had very good development since we started as an independent company seven years ago, he continues. We originally had three maritime customers, now we have over 30. Last year Docmap signed four new maritime contracts with international companies including Seacor from the US. Our mission is to supply software solutions for quality and safety and improvement of our clients core operations, says Mr Syversen.

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fleet management

Further adoption of vessel tracking AIS

Interest in satellite AIS has gained momentum as more satellites are launched to enhance these vessel tracking services. The latest large order for satellite AIS came in July from the European Maritime Safety Agency (EMSA). LuxSpace, an affiliate of Orbcomm, will provide ship tracking and other maritime navigational and safety services to EMSA for three years. Headquartered in Lisbon, Portugal, EMSA is responsible for maritime safety, pollution control and security on board ships for the European Union. Asian nations are also investing in satellite AIS. In June, Orbcomm participated in numerous AIS demonstrations and tests, including an extensive naval exercise conducted by 22 nations in the Pacific Ocean. The company also reported signing several additional contracts for satellite AIS data services. Orbcomm is expanding its global AIS services through a substantial investment programme. It is planning to launch 18 additional AIS-enabled satellites, which will create the next generation constellation, starting later this year. Rival vessel tracking supplier, exactEarth has developed a new data service that fuses satellite and terrestrial-based AIS sources. It claims exactAIS Premium provides a single provisioning of global AIS data, delivering complete berth-toberth tracking with no interruptions in coverage across the entire globe. In July, exactEarth joined the Open Geospatial Consortium (OGC), which is developing new geospatial solutions. OGC is promoting the use of open standards in the geospatial sector to break down barriers to data distribution and ensure AIS meets future market requirements.

Fuel optimisation service developed

Applied Weather Technology (AWT) has launched a fuel optimisation service to enable ship operators and charterers to monitor and manage voyage costs. AWT provides a voyage time and consumption estimate, and total cost when requested. This is for both the recommended speed to make the required arrival and any alternative speed, such as slowsteaming. AWT provides a pre-voyage report showing the calculated results in terms of time, consumption and cost for all the considered routes. Fleet managers can decide on the most cost-effective and safe route for the vessel. During a voyage, AWT monitors both the route and vessel performance in relation to speed and consumption. Upon completion of each voyage, AWT provides an end of voyage report allowing ship operators to quantify and report on savingsachieved.

Maintenance software upgraded

Marine Software has added a new section to its Marine Planned Maintenance software and gained type approval from Det Norske Veritas. The Windows-based maintenance management program has been upgraded with a new section incorporating an engine parameter book. This allows vessel operators to carry out tasks on engine components that influence nitrous oxide (NOx) emissions. Operators will be able to maintain, exchange and adjust these components to reduce NOxemissions. After discussions with DNV regarding the record book of engine parameters and NOx influencing components, DNV has proposed to the International Association of Classification Societies (IACS) that these can be part of an electronic planned maintenance system. Marine Software wanted to introduce system functionality to the Marine Planned Maintenance software to start identifying NOx influencing components. This will assist vessel operators in meeting this requirement within an electronic planned maintenance system.

AWT uses its route comparison and weather routeing technology to provide data for the fuel optimisation service

ABB acquires Octopus technology

ABB has bought Dutch company Amarcon to provide ship monitoring and performance software. Once the deal is completed (expected before the end of September) ABB will integrate Amarcons technology into its own process automation division. The main product in the Amarcon portfolio is Octopus, which monitors ship hydrodynamics and models vessel safety during different operations. It is mainly used by heavy lift vessels and subsea construction ships. ABB will use Octopus as part of its Smart Marine product, which covers ship propulsion, electrical and automation systems. ABBs head of process automation, Veli-Matti Reinikkala, said Amarcons Octopus product, its knowhow of ship hydrodynamics and ship modelling capabilities are a complementary and strategic fit for our existing software portfolio. With a strong software background, this acquisition will provide ABB with additional access to fast growing energy optimisation markets. and management reporting. BassNet is used on nine product and chemical carriers and seven bulk carriers. Bass has gained class approved for BassNet from five classification societies Det Norse Veritas, Bureau Veritas, Germanischer Lloyd, ClassNK and Lloyds Register. crew, fleet maintenance and finances. OMCs chief financial officer, Raimy Eymard, said, MarineCFO allows us to integrate all our departments without the headaches of paper trails and errors, therefore increasing our bottom line. We are looking forward to going live with MarineCFO over our fleet this year.

Suppliers can track requests

ShipServ has developed a new reporting tool that enables maritime suppliers and brand manufacturers to track their entire marketing spend. It tracks this across both maritime search engine ShipServ Pages and the TradeNet e-commerce platform. The Supplier Insight Report is available free to all the 40,000 suppliers registered on ShipServ Pages. It shows in one dashboard all the results of their marketing activity, broken down into banner advertising impressions, searches, profile views, contact views, request for quotes (RFQs) and purchase orders. ShipServ has also launched three other free tools to complement the new Supplier Insight Report. Profile complete score shows a suppliers profile on ShipServ Pages and suggests improvements; RFQ Inbox is where suppliers can manage and respond to all their RFQs; and there is a function to block buyers from sending future RFQs. MEC
www.marinemec.com

BassNet used on Grindrod eet

Grindrod Shipping has started using BassNet fleet management systems on 16 of its tanker and dry cargo vessels. Grindrod is using applications for maintenance, procurement, human resource management, safety management and vetting

MarineCFO gains contract

Offshore Marine Contractors (OMC), which provides liftboats to the offshore oil and gas industry, has started using MarineCFO vessel management software. OMC operates 54m, 61m and 66m liftboats. OMC has chosen to implement the full MarineCFO Enterprise software suite to manage marine operations,
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ship design CFD

A bright future for program development and integration

The next generation of ship design software will provide greater optimisation of hull structures and propulsion systems during actual operating conditions

esigners are using computational fluid dynamics (CFD) and other modelling programs to optimise the interaction of hull lines with the propulsion system. They are adding wave resistance features to their design analysis programs to enhance hull optimisation in different sea conditions. These services are increasingly in demand as owners are looking to reduce their fuel costs and emissions. FutureShip has developed software for optimising hull and propulsion systems. It has the FS-Flow software for meshing of ship designs and analysis of boundary conditions in fluid flow. The FS-Equilibrium program is a workbench for analysis of fluid flow and stresses on floating structures. It provides equilibrium condition analysis in up to six degrees of freedom. The FS-Waves program uses CFD to compute the spectral wave spectrum. FutureShips senior project engineer, Volker Bertram, says ship design software is becoming more complex with greater integration of CFD with 3D meshing and wave action analysis. He adds, Hull designs can be optimised through CFD and using parametric modelling, mesh models and analysis software. What is coming during this decade is designing, analysing and then optimising the whole structure of the hull with the propulsion system and fuel-saving appendages such as twisted rudders, weight equalising ducts and saver fins. We expect to

ABS and SDARI analysed velocity of flow around a Capesize bulk carrier propeller using CFD
see more propulsion shapes and efficiency devices in the future. Also, we can estimate the size of the resistance in a scale of sea conditions, from calm to rough waters. We have new software computing the 3D flow around the ship to compute the wave action on the hull in these conditions. One of Mr Bertrams colleagues at FutureShip, Karsten Hochkirch, expects more developments will come in CFD and design analysis. He says, There is still significant potential for future improvements in hydrodynamics and design, such as for minimising lifetime fuel consumption. Todays computer capacity allows us to complete complex design environments, integrating panel modelling and free surface CFD. Massive parallel computers can be used in designs for better refined and tuned optimisation, and to connect propulsion with hull optimisation. In a paper presented at the Computer and IT Applications in the Maritime Industries (COMPIT) 2012 conference, Mr Hochkirch explained how FutureShip expanded its computer capacity. In 2011, our parallel computing cluster was extended to a total of 6,600 cores [processing units]. Correspondingly, storage capacity was extended to 36 terabytes. Rapid internal network communication was ensured by a network with a data rate of 40 Gbps. With increased computing resources, the door is open to more sophisticated applications. The exponential growth in computer hardware continues to drive innovation in ship design software. Mr Hochkirch expects developments in cloud computing and processor performance will facilitate the development of more applications. The growth in computing power lays the foundation for more advanced optimisation applications. However, the desire for ever more sophisticated applications is likely to mean computational requirements will grow faster than hardware unless optimisation approaches are changed as well. It is likely that we will see various techniques to make optimisation projects more efficient on the software side as well, he explains. He expects developers to introduce hybrid computing that mixes low-fidelity CFD for coarse

Changing face of design analysis

The following will have the potential to change ship design during this decade, according to FutureShips Karsten Hochkirch: 1) Operational profiles will be considered not just as a single design point. The consideration of operational profiles (where for example 80 per cent of design speed is the most frequent operating speed) has been shown to offer fuel saving potential of several percentagepoints. 2) Consideration of matrices of load conditions and speeds is theoretically feasible, and likely to become standard as computing power becomes available and design for actual fuel consumption will gain in importance. 3) Hull optimisations will eventually also allow changes in the geometries of propellers and appendages. 4) Some design aspects, such as manoeuvring and production, will be further considered, as more sophisticated methods to quantify these aspects are added to optimisationmodels.

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meshes with high-fidelity CFD and fine meshes. Another design advancement is likely to be the development of self-learning meta-modelling that produces hydrodynamic response surfaces based on variants from CFD evaluations. Mr Hochkirch continues, The CFD software appears to be mature enough to change little for the hull optimisation applications. However, more sophisticated models should evolve over the next decade. Such models may add complexity in various forms more sophisticated seakeeping models, especially for added resistance in waves. Such computations, coupled with meta-modelling and using coarse meshes, may drift gradually into industry applications over the next decade. In her COMPIT presentation, ABS senior engineer, Yi-Fang (Yvonne) Hsieh, explained how CFD can be used to reduce energy losses from propulsion systems. CFD really opens up a new possibility for the future design of energy-saving devices to maximise the energy loss reutilisation for propulsion. CFD simulations provide detailed flow information around a propeller in both the temporal and spatial domain, which is usually very difficult and expensive to measure in the traditional modeltests. ABS worked with Chinas Ship Design and Research Institute (SDARI) in analysing propeller energy-loss reutilisation for a Capesize bulk carrier. In her COMPIT paper, Ms Hsieh described the results. In energy-loss analysis, CFD simulations of the open water propeller, bare hull, and propeller/hull interaction situations were carried out and compared with model test results. The propeller energy loss was evaluated based on the validated CFD results of the propeller/hull interaction simulation. According to the propeller energy loss analysis, 52 per cent of the shaft power was usable for ship propulsion, and the axial kinetic energy loss was 37 per cent. Other energy losses included the friction and tangential energy losses of the shaft power. Since the axial kinetic energy gain was responsible for the primary propeller energy loss, devices that can reduce axial energy loss should be considered in the first priority. Ms Hsieh said friction losses could be reduced through propeller design optimisation, such as using a smaller expanded area ratio, and larger diameter with a lower rotational speed. She added in the paper, Based on the validated CFD results, the propeller energy loss evaluation was performed and used to guide the energysaving device design to maximise the energyloss reutilisation for propulsion. Devices may be used to recover the tangential kinetic energy. In another example, CFD analysis was mixed with computer-aided engineering (CAE), finite element modelling (FEM), batch meshing and morphing tools to provide more streamline hull structures. Pre- and post-processor software helped
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Beta CAEs software is used to model the stresses on a Handysize bulk carrier rudder trunk

FutureShip CFD is used to optimise the hull of a container ship

facilitate the FEM processing and analysis. Time consuming tasks like meshing, model simplification and mesh quality improvement were replaced by automated processes. This saved engineering working hours and helped to avoid any human errors that might have occurred during the process. This was the case on a project involving Greek design software company Beta CAE Systems. Its pre- and post-processor programs were used for designing and optimising a

rudder on an unnamed 169m-long Handysize bulk carrier. During the project, it was assumed that the main force that strains the rudder is produced by the water flow around it. The maximum force appears at the vessels full speed of 15 knots, when the rudder turns to the maximum angle of 35 degrees. Beta CAE Systemss supervisor, George Korbetis, described in his COMPIT paper how these programs were used. He demonstrated a process of defining strength analysis, and the application of the multi-objective optimisation on the rudder. The first stage of the process was to set up two different FE models for structural and CFD analysis. The ANSA Fluent CFD software calculated the maximum force applied on the rudders surface. The calculated force was taken as the loading condition for the rudders structural analysis. The CFD results, such as streamlines, vectors and contours, were also viewed and evaluated in Beta CAEs uETA program. The static analysis calculated the strength of the rudder assembly and the contact pressure between the rudder bearing and stock. The rudders surface and assembly was batch meshed using ANSA. Model shape parameterisation was performed by the ANSA morphing tool and the optimisation software. During this process, different design variables were modelled andanalysed. One area of research is the use of CFD to improve hull optimisation by minimising calm-water resistance. For this research, Italian shipbuilder Fincantieri Cantieri Navali used Engys software for hull design, combining a flow solver with multi-variate analysis. CFD that combines free-surface effects with a viscous solution was employed for accurate drag prediction with fast turnaround times. This was ideally suited for the hull optimisation

New design software for seakeeping analysis

Maestro has released a new version of its ship design software that includes seakeeping analysis for the first time. The Maestro Wave program can apply linear seakeeping panel pressure analysis to complete ship models. The software was made commercially available for the first time in April, says Nick Danese, a consultant and agent for Maestro. Maestro has introduced seakeeping into the software this year for extreme load and fatigue analysis on vessels, he said at the COMPIT conference in Liege. Maestro can transfer hydrodynamic loads to a dense mesh finite element model. It is an integrated solution that provides structural, hydrodynamic and extreme load analysis. It supports any shape or mesh density, so the mesh can be as coarse or fine as needed. Mr Danese says panel-based hydrodynamic analysis was suited for transferring seakeeping loads to 3D finite element structural models, but can use huge volumes of computer power. Maestros software maps the source of forces on ship hull forms in the structural mesh instead of using the hydrodynamic pressure. This reduces the computer memory required for analysis. Other software suppliers have released new software that will enhance shipyard productivity and quality, and improve model generation and 3D imaging.

Marine Electronics & Communications I August/September 2012 I 77

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CFD ship design

study Fincantieri undertook for a passenger ferry hull, says Engyss Paolo Geremia. He adds, The innovative CFD solver is coupled to an optimisation method, based on an efficient multi-variate analysis approach. This allows the designer to perform a fast and broad search on the global design space by identifying the set of the optimal designs, using a clustering method, in order to find out the optimal layout of the design solution for the given operating conditions applied. A large number of geometrical-design variables were considered in early-stage design. Different methods are used to optimise the hull with respect to resistance over a range of different speeds for a given displacement. The optimal solution can be retrieved with far fewer evaluations with respect to the traditional methods, thus saving a considerable amount of computational time. So it is possible to use high-fidelity CFD simulations. The application of multi-variate analysis allows the designer to have a better insight into the design space, which becomes crucial in the decision-making phase of the design process. Further research in France has focused on the computation of turbulent flow around a container ships propulsion system, in all operating conditions. The Laboratory for Hydrodynamics, Energy and the Environment Atmosphere (LHEEA) research at central Nantes University (ECN) has been working with Numecas Fine Marine to develop a suite of design software for computing viscous flows around ships. According to LHEEA ECN lecturer, Patrick Queutey, turbulence modelling is a crucial aspect to hull design. But more physical modelling is involved when simulating propeller motions. Mr Queutey adds, Propeller-hull interaction is an important topic for ship design. Accurate prediction for ships is a challenging task for CFD computation. It requires not only an accurate prediction of resistance and wake flow, but also a good prediction for the propeller.

Dream product tanker designed

Romanian shipbuilder Santierul Naval Constanta (SNC) has worked with designers SDC Ship & Consult, using CFD to design the Dream series of tankers. The ships are designed for Mediterranean and Black Sea operations, with efficient propulsion, optimised hull lines and lower deck heights. The hull optimisation was done with CFD analysis and in conjunction with the Hamburg ship model basin (HSVA), says SNCs managing director, Radu Rusen. The Dream tankers were designed for flexible trade patterns, multiple port characteristics and tightening environmental regulations. Mr Rusen says the tankers would be compliant with the Energy Efficiency Design Index (EEDI) up to 2025, delivering fuel savings of 30 per cent compared with competing vessels. SNC analysed design options for different hull forms. We used CFD analysis to improve the hull performance and reduce wave resistance, then confirmed our findings by tank testing at HSVA, says Mr Rusen. The designs have a shallow draught for use in ports with depth restrictions, and they have larger cargo capacity than their competitors. We have done this without compromising the mild steel content and scantlings. The 50,000 dwt medium range tankers would be built at Constanta Shipyard when SNC receives orders.

Software aids Brazilian tankerdesign

Rolls-Royce used Napa and ShipX software to help design bunker tankers for the Brazilian coastal trade. The NVC 604 BT-type tankers are under construction in Brazil for owner Navegao So Miguel. The Det Norske Veritas-classed, 4,350 dwt vessels have a design draught of 4.5m and a service speed of 10 knots. Rolls-Royce used Napa for stability analysis and ShipX for vessel speed simulation and propulsion estimates, says Rolls-Royces manager of ship technology and design, AageMilde. While turbulence modelling for the bilge vortex is a crucial issue to ensure an accurate prediction for the wake flow, more physical modelling is involved in a propeller simulation: transition, cavitation, turbulence, ventilation, etc. More advanced numerical techniques are also required to capture very small scale flow motion such as tip vortex. One of the main goals of Mr Queuteys research team is the simulation of ship propellers in extreme operating conditions, with accurate modelling of all the physics involved. This requires the capability to simulate a rotating propeller behind a ship hull, combined with effects of free-surface deformation, ventilation, and cavitation. These capabilities are being developed for inclusion in ISIS-CFD, the unstructured finite-volume flow solver, Mr Queutey adds. This flow solver code has been fully validated for resistance and wake flow prediction using advanced turbulence models, such as the explicit algebraic stress model with rotation correction. An essential building block for the simulations is a sliding grid technique, Operators need high technology and optimised propulsion to get good performance and better efficiency. Hull lines need to be designed with CFD and FEM (finite element modelling), integrating their design with the propeller. We also model ship systems, including the pipework, in 3D, so owners can access this on the Internet at an early stage to provide their feedback. Rolls-Royce will also supply propulsion and machinery, propeller, rudder, steering gear and thrusters, controls, automation and switchboards. which allows a part of the grid (containing the propeller) to rotate within the main part of the grid, while keeping a connection between the two parts. Also, since many of the phenomena to be studied originate from highly localised low pressure zones, the accurate simulation of these phenomena can be obtained by automatic adaptive grid refinement. During LHEEAs modelling study, the researchers first analysed an isolated propeller in order to evaluate the minimum settings for the generation of the mesh. The same propeller was used to check the sliding grid approach. Starting from a coarse mesh, the adaptive grid refinement method was applied to a rotating propeller. It automatically improved the prediction of the tip vortex, with a significant consequence on the prediction of the forces. The study of the flow around the container ship gave us the opportunity to assess the flow solver to predict hull/propeller coupling in self-propulsion conditions. Considering the complexity of this exercise, the results obtained for this first try are very promising, Mr Queutey says. MEC
Marine Electronics & Communications I August/September 2012 I 79

Rear view of the dynamic pressure distribution on a propeller as computed by Nantes University
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dynamic positioning

Manpower problems and safety are chief concerns

Increasing oil exploration and production in deepwater and iceprone areas is raising demand for DP vessels, but also magnifying the issues ship operators face

apid expansion of demand for and increasing technological complexity of dynamic positioning (DP) vessels is creating tensions over the availability and skills of specialist DP operators, delegates were told at the fourth European Dynamic Positioning Conference held in London on 2425 May. At the conference, Peter Aylott, representing the Dynamic Positioning Centre, part of C-Mar Group, identified the emerging manpower shortage as a critical issue for the industry. The problem is exacerbated by the maturing age of the DP operator workforce and the need for innovative solutions. Chairing the opening session, Michiel van der Geest, offshore class product manager at DNV said that DP is now essential in taking the offshore industry further but has also become a critical risk factor. Joe Farrell-Dillon, DP marine engineering manager at Global Maritime, pointed out that 95 per cent of DP business comes from the offshore oil and gas industry. Exploration and production in increasingly deeper waters is posing new challenges in terms of station keeping and positioning. An increasing number of DP vessels will be required, for deepwater offshore developments, creating a need for more operators and training. The main demand growth areas are Asia, Brazil, West Africa and the Gulf of Mexico. There is also increasing demand for ice-class DP offshore support vessels as the offshore industry heads to the Arctic. The Nautical Institute (NI) has been running its DP training scheme since 1982, but NI accreditation and services manager, Regina Bindao, said that the recent growth in demand and development of DP technology is putting pressure on the system. She also highlighted the rising number of incidents of fraud in relation to DP certificates for example, false claims of DP sea time as a serious issue. Ms Bindao revealed that last year the NI suspended or cancelled 10 certificates, but the problem is believed to be far bigger. During the conferences DP operator forum

Regina Bindao (NI): DP certificate fraud is rising

debate, Captain Kuldip Singh Sandhu, managing director of Kulsan DP Consultants, highlighted the role of simulator training and onboard training to allow DP operators to gain practical experience. Captain Slava Zhukalin, master and offshore manager at NorWind Installer, highlighted the difference between certification and onboard experience and training. Another session at the conference focused on more detailed issues of regulation, certification and inspection with the expectation of new regulation. Tom Horan, deepwater marine regulatory and compliance manager at US drilling rig owner Rowan, outlined the likely approach of the US Coast Guard (USCG) to DP, in the aftermath of the fatal Deepwater Horizon drilling rig accident in 2010. Mr Horan said USCG was looking for recommendations on the best way of credentialing DP operators either through industry standards such as those set by the NI, or through a new US standard. Mr Horan said USCG may require all non-selfpropelled DP mobile drilling units to have a master with authority to affect drilling and maritime operations. Currently, there are no requirements for these vessels, or rigs, to have masters. But they do have offshore installation managers (OIMs), some without any maritime certification. USCG is also looking into ensuring DP operators have mate certification so they are responsible watchkeepers under Standards of Training, Certification and Watchkeeping (STCW). ABSs Sue Wang highlighted the technical requirements for DP drilling units, such as having the right level of redundancy. More drillships and rigs are being built with DP3 systems that require redundancy and physical separation of all components power generators, automation and controls and thrusters. The DP rules state: Redundant components and systems should be immediately available, and with such capacity that the DP operation can be continued so the work in progress can be terminated safely. The transfer to redundant component or system should be automatic as far as possible, and operator intervention should be kept to a minimum. The transfer should be smooth within acceptable limitations of the operation. Another conference session concentrated on DP applications in ice. A valuable practical insight came from Matti Westerlund, a serving master with Arctia Offshore, who discussed the difficulties of position keeping in ice and the role of keeping icebergs away from drilling units, pointing out that ice behaviour is extremely complex. Jim Millan, research officer with the Ocean Council and River Emergency Programme of the National Research Council of Canada, described model testing in support of DP operations in ice, with the increasing likelihood of drilling operations in polar areas. Ice can easily force vessels off track with limited options for correcting the situation. MEC For more information on this event, conference papers and future Riviera conferences please visit www.rivieramm.com/events
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80 I Marine Electronics & Communications I August/September 2012

Simulation will help develop DP for ice operations

Research has begun into developing DP systems for ice operations after the Canadian Government agreed to provide C$3.2 million of funding. The Centre of Marine Simulation (CMS) has commenced a five-year project to improve the safety and efficiency of oil and gas operations in ice environments by developing DP for Arctic conditions. The government cash came from the Atlantic Innovation Fund, administered by the Atlantic Canada Opportunities Agency. Kongsberg Maritime is providing the DP systems to CMS, which is part of the Fisheries and Marine Institute of Memorial University in Canada. CMS is working with the National Research Council of Canadas Ocean, Coastal and River Engineering facilities in St Johns, Newfoundland. Simulation testing is central to the research. New algorithms, developed as a result of ice tank testing, will be first tested in Kongsbergs DP simulator at CMS. Simulation testing will help Canadian researchers to assess the limiting weather criteria for safe DP operations in ice. The use of simulators will also help develop new recommended guidelines for these operations. CMS will also be able to produce a full suite of DP-in-Ice simulation training courses through this research. CMS is a Nautical Institute-certified DP training site currently equipped with Kongsberg K-Pos DP systems. The technology enables CMS to analyse vessel capabilities and the limitations associated with positioning in ice environments. Controlled movement is vital for the safety of personnel and the environment, says CMS director, Christopher Hearn. DP systems on the market today are not optimised to fully account for the forces and movements that exist in ice environments and it is these input variables that need to be understood for effective and reliable arctic DP operations.

(LR) Kongsbergs Clayton Burry with CMSs manager Maria Halfyard and director Christopher Hearn at the new training facility

Marinestar gains German approval

Fugro has gained approval for its Marinestar manoeuvring system (MS) from the German maritime and hydrographic agency Bundesamt for Seeschifffaht and Hydrographie (BSH). Marinestar MS was approved as both speed and distance measuring equipment (SDME) and transmitting heading device (THD). Marinestar MS can be installed as an alternative to a doppler speed log in order to meet the Solas requirements for ships over 50,000gt, measuring both speed over the ground, and ship motions. Fugro says it can also function as an alternative to a gyro compass as a more accurate source of heading
N W 81-6 S E

UTC 12:21:32 Data GNSS Berthing Trim Alarms

Speed Made Good 10.8 Speed Over Ground 1.6

information. The system is based upon dual system (GPS and GLONASS) differential position receivers and the Fugro navigation satellite augmentation broadcast. Marinestar MS can be used as an aid to berthing, providing quay distance and approach speed, fore and aft. It can also measure and display vessel trim dynamically whilst at sea. When used in conjunction with optimum trim calculations this leads to significant savings in bunker fuel costs, Fugros managing director, Arne Norum, claims. He adds, It has taken us four years from original concept to reach system type approval. We have worked with the knowledgeable test house BSH, which has conducted rigorous tests both ashore in the laboratory and at sea. Although the system has been in use at sea for two years as a berthing system, users can now benefit from installation to meet Solas requirements. When these uses are coupled with the trim-based fuel efficiencies we expect to see a significant increase in demand.

Reef ships supplied with Veripos services

Veripos has gained a contract from Aberdeen-based Specialist Subsea Services (S3), to supply facilities and equipment aboard two of its new multipurpose vessels, Reef Despina and Reef Larissa. S3 is the survey, positioning and ROV subsidiary of the Reef Subsea group of companies. Under the long-term agreement both 98m vessels are being provided with Veriposs ultra-precise point positioning service. The ships have been chartered by Reef Subsea for offshore construction support, inspection, maintenance and repair activities. The service enables all GPS system errors to be removed or minimised by direct calculation, precise modelling or estimation. Veripos said that the service can realise continuous decimetre-level accuracies globally with a typical correction update rate of 30 seconds. Veripos will also provide associated facilities for each of the Ulstein-designed vessels, including permanent installation of proprietary LD2-GGT2 integrated mobile units incorporating demodulators and multifrequency receivers. They will be supported by purpose-designed Verify QC software for realtime position and quality control information, allowing any number of calculation permutations to beconfigured. The ships are designed to operator in 2,000m of water with remotely operated vehicles and 150 tonne cranes for underwater construction work. They entered into service in May 2012. MEC
Marine Electronics & Communications I August/September 2012 I 81

Navis opens Singapore ofce

Navis Engineering has opened a regional sales hub in Singapore to increase its commitment to South East Asian shipowners. The new office will take care of the sales and support operations in Singapore, Malaysia, Vietnam, Thailand, Indonesia, the Philippines and Australia. Recent contracts won by Navis include four DP2 systems for fast supply vessels under construction in Vietnam for Bourbon Offshore.

10.5

0.1

Distance Run1 37.0

Distance Run2 37.0

Marinestar can provide precise berthing and trim information

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equipment & services

Havyard produces bridgeconcept
Norwegian companies Havyard Power & Systems and Nomek have designed a new navigation bridge concept for offshore vessels, seismic survey, cargo and passenger ships. After one year of development, the two companies have designed a ship bridge with more space, greater safety and security, said Havyards project manager, Svein OlavTrresdal. The concept is all about a more open, more secure and more functional bridge where you have everything within reach, without having to move around much at all in order to go from one operation to the next, he said. Installation of the new system is far easier than previously as the new concept is constructed by different modules. The vessel operator can pick exactly which modules he wishes to include in thisconcept. Havyards bridge concept will be standard for all future offshore vessels the company designs and builds. Mr Trresdal said the new concept requires less time both in production and installation, compared to the time spent on the previous systems.

Dual channel Sailor AIS receiverintroduced

Thrane & Thrane has expanded its range of workboat and fishing vessel VHF radios by introducing the Sailor 6217 VHF DSC Class D AIS receiver. It integrates a two-channel parallel AIS receiver, which enables it to perform a constant watch of both AIS channels, rather than switching between them. Thrane & Thrane said, This provides greater safety through better situational awareness, because users get a seamlessly updated view of AIS equipped vessels in the surrounding area at all times. It can be easily connected to chart plotters so all signals can be viewed and plotted on a vessels existing equipment. It can replay 90 seconds of previous messages, and the display has a red

The 6217 VHF Class D AISreceiver can be connected to a chart plotter

backlight and a dimming feature. The radio has two additional handsets and control speakers that are connected front or back.

Admiralty overlays available on JRC ecdis

Japan Radio Co has issued a software update to its ecdis models to enable Admiralty information overlays. This is a free service to Admiralty vector chart service customers. Up-to-date information can be overlaid on electronic navigational charts (ENCs). The information includes Admiraltys new ENC temporary and preliminary notices to mariners, which identify navigationally significant differences between ENCs and Admiralty paper charts. Admiraltys overlay service automatically displays the information from these notices directly over the ENC. It includes the results of the Admiralty assurance programme that reviewed global ENCs to identify and resolve navigationally significant differences with existing papercharts.

New generation of AIS transponder developed

Saab TransponderTech has unveiled the fifthgeneration maritime Automatic Identification Systems (AIS) with additional features for better signal processing and operation. The R5 family of AIS products are available with ports for Ethernet and USB interfaces. This means sensor information available to R5 transponders can be relayed on the Ethernet interface to an additional control and display unit (CDU), while keyboards and flash drives can be connected through USB ports, said Saabs vice president for sales and marketing, Stefan Karlsson. He added, The new R5 AIS products are the first to incorporate softwaredefined radio (SDR) transceivers together with newly developed high speed analog-todigital converters in a type approved Class A system. The result is a dramatic improvement in receiver sensitivity, stability and signal processing compared to our already exceptional R4 platform. The SDR technology provides unlimited flexibility in adding new radio channels with software upgrades in the future, he continued. In addition to VHF ship-to-ship and shore-to-ship AIS messages, the R5 could also process other signals and future additional AIS messages and e-navigation radio channels. Saab has developed two types of R5 to meet various market requirements, including inland waterways, coastal fishing, deepsea shipping, the military, and coastal surveillance.
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VDR produced for harbour vessels

Totem Plus has introduced a mini voyage data recorder (VDR) for harbour vessels, tugs and pilot boats in response to calls for more information about their movements from accident investigators. A spate of accidents involving pilot boats and fishing vessels has led to maritime authorities calling for all harbour craft to carry VDRs. For example, after accidents in Haifa and Ashqelon, the Israeli authorities (IMOT) made it mandatory for all small vessels in its waters and not on international trade to install recording systems. However, there are some space limitations on these vessels, said Totem Plus. The Totem M-VDR was developed for tug and pilot boats. It is equipped with a mini capsule having a 12-hour recording capacity. The capsule is downgraded compared to the full VDR capsule, but it is more suitable to port and harbour operations. For example, the M-VDR capsule was tested to a depth of 200m compared with the 6,000m required for a full VDR capsule. The electronics cabinet was also downsized and can fit easily on a tug. The M-VDR is designed to record up to four audio channels and four serial inputs. Two axes inclinometers and battery support can be added. A micro computer stores one year of navigational information and internal logs, and one month of audio on the dedicated flash disk. Totem M-VDR comes with a built-in replay program. Data can be easily downloaded to USB media or via Ethernet cables directly to an investigators laptop.

AMI designs new VHF recorder for workboats

AMI has introduced a new VHF recorder for use on small vessels that do not have voyage data recorders (VDR). It records VHF communications and positioning data from GPS. The recorded information can be played back on other computers.
82 I Marine Electronics & Communications I August/September 2012

Audio can be saved on 4GB, 8GB or 16GB memory cards that can be accessed on a PC with Microsoft Windows applications. All files are saved at one minute intervals. The VR973 can interface with older VHFequipment.

text

Thesingle-box R5 Solid AIS provides a minimal AIS solution for Solas compliance and was primarily designed for fishing and inland waterways vessels. The R5 Supreme AIS is a two-unit system with a separate CDU and transponder. This is type approved Class A AIS that can be incorporated into a ships integrated bridge system.

The new navigation systems feature additional R5 CDUs for redundant or slave navigation display configuration using Ethernet, said Mr Karlsson. One common control and display unit for all AIS and navigation systems simplifies operations, and the redundancy provides a larger measure of safety.

in brief
Imtra has unveiled a new engineroom light combining 14 high brightness wide-angle LEDs that provides optimal flood illumination for low clearance areas. Martek has been appointed as a distributor in Ireland for Ocean Signals SafeSea range of EPIRBs and GMDSS handheld radios. Raymarine and Actisense have launched the SeaTalk gateway for data handling and conversion from NMEA compliant products so vessel operators can link old and new data networks together. Eurotask has introduced three versions of digital night vision binoculars for detection, surveillance, security and navigation assistance. Varlink has been appointed as a distributor of the new Getac E110 fully rugged tablet. The device was designed as a mobile computer for operation under extreme conditions. Vesper Marine has won a safety at sea award for its virtual AIS beacon. The virtual markers do not require a physical presence at the hazard location. Active Research has introduced new interfaces, gateways and cables that connect to maritime electrical products that are NMEA 0183 or NMEA 2000 compliant. AtoBviaC has launched a port-toport online version of BP Shippings marine distance tables for ports in European and North American sulphur emission control areas. For onboard entertainment Plextor has devised PlexTV with a feature to enable users to browse and play back DVDs on media devices. Aveva has upgraded its instrumentation and control engineering software so it can integrate with its electrical system design program.

Alphatron unveils new gyro compass

Alphatron Marine has introduced a fibre optic heading sensor for workboats and offshore support vessels (OSV). The Alphafibercourse fibre optic gyro compass is a small lightweight fast-settling device, approved by class and the Marine Equipment Directive, the company said. It contains a fibre optic and 1Xblue core as a sensor reference. The new compass can be connected to a variety of ancillaries via a galvanically isolated docking station. These ancillaries include bearing repeaters, OSV-approved interswitches and digital repeaters. Due to its size, robustness and the output of roll and pitch information, Alphatron said the new gyro compass is ideal for applications

Alphatron will be exhibiting its tug control systems at SMM

such as fast crew supply vessels, dredgers, supply ships, DP-classed vessels, anchor handlers, patrol vessels, chemical tankers and fastferries.

Fleet tracking for smartphones

PortVision has made its AIS vessel-tracking, terminal and fleet management dashboards available for smartphone devices. Its mobile platform is available for BlackBerry, iPhone and Android phones. It provides real-time features from the web-based solutions from the PortVision Mobile 2.0 platform. There are integrated terminal and fleet dashboards, flexible search capabilities, interfaces and alerts, real-time mapping and fleet traffic reporting. PortVision said it gives users all the information they need to manage their maritime domain, no matter where they are.

Adaptor enables engine data to be displayed

Offshore Systems has introduced its J1939 adaptor, which enables critical engine and transmission messages to be sent to NMEA 2000 compatible display units. The adaptor enables skippers and engineers to monitor engine performance data such as fuel consumption, oil pressure and temperature, rpm, power output and transmission temperature. The J1939 interface is optically isolated to prevent ground loop problems and is read-only to avoid interference with existing enginecontrols.

J1939 adaptor enables engine data to bedisplayed

SES acquires Liverpool base

Ships Electronic Services (SES) has acquired Liverpool-based distributor TSA Communications to create a national network of UK maritime electronics service centres. SES already has seven other service bases. The Liverpool docks base is a service depot for Raytheon Anschtz. SES is also the sole onboard service centre for Thrane & Thranes Sailor range of GMDSS products. It is a UK dealer and service partner for Furuno, Jotron, Kelvin Hughes, KVH, Naval, Rutter, SAM Electronics, Netwave, Danilec, Transas and Vingtor.
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Tideland to supply GLAracons

Tideland Signal will be supplying seven of its -50dBm SeaBeacon dual-band radar beacons (racons) to the General Lighthouse Authorities of the UK and Ireland (GLA). Tidelands racons will replace older, less capable units. The company said SeaBeacons sensitivity of -50dBm for both X- and S-band, and output, make it visible from greater distances. The racon trace remains clearly visible on radar displays regardless of the range scale selected. MEC

Marine Electronics & Communications I August/September 2012 I 83

foresight

Fish will provide realtime pollutant data

Artificial intelligence and underwater communications are two key components in the development of pollution-sampling robotic fish

he commercial development of robotic fish that can be used for environmental or security operations in the worlds oceans moved a step closer when prototypes were demonstrated recently in Spain. Under the European IT project Shoal, a consortium of six organisations has created a robot that can detect pollution and transmit data back to shore. To do this the consortium had to overcome five key challenges: developing the in-built processors, designing the robots, providing rapid chemical analysis and underwater communications, plus providing the hydrodynamics. These developments have the potential to be used for other research projects, or in other maritime electronics applications. For example, the technology to provide autonomous navigation and underwater communications would be useful in developing unmanned ships (MEC June/July 2012). The fish could be used in search and rescue operations or securing harbours from the threat of mines or divers. Each individual robotic fish 150cm long and 35cm wide has an array of sensors and uses acoustics to navigate. Artificial intelligence has been developed to enable the fish to manage multiple problems and avoid obstacles. The 35kg fish would learn where to monitor pollution, have the ability to find the source, and maintain a communication distance from the other robotic fish in the shoal. They would return to a host after eight hours to be recharged. BMT Group is the project leader and was responsible for developing the artificial

A robotic fish with artificial intelligence for navigation is tested in Gijon harbour
intelligence. The University of Essex developed the robotic technology and the Tyndall National Institute in Ireland was responsible for the chemical sensors. The University of Strathclyde did the hydrodynamic research; Thales provided the communication network and the Port Authority of Gijon hosted the testing facilities. BMTs project leader, Luke Speller, says the fish can map pollution and communicate its chemical composition. He explains, Shoal has introduced the capability of cutting the time for detection and analysis of pollutants in sea water from weeks to just a few seconds. Chemical sensors fitted to the fish permit real-time in situ analysis, rather than the current method of sample collection and dispatch to a shore-based laboratory. Furthermore, the artificial intelligence that has been introduced means that the fish can identify the source of pollution enabling prompt and more effective remedial action. The chemical sensors provide electrolytic analysis of seawater so the internal processor can calculate the concentration of a selection of contaminants. The robotic fish communicates the position and chemical composition of samples it has taken by acoustic waves through shallow water to its base station, and to the other fish in the shoal. The robots can identify heavy metals, such as copper and lead, as well as phenols. The sensors analyse oxygen levels and salinity in water. Although the range of chemicals that can be detected is limited, additional sensors can be added to identify other pollutants. The fish are designed to blend into the marine environment and not disrupt marine life. Each has a jointed tail and uses an oscillatory fishlike motion to propel itself. More or less neutral buoyancy allows the fish to dive. One of the greatest achievements is getting robots running outside the lab and in the harsh, dynamic conditions of the sea. Autonomously exploring and investigating the harbour, the fish can work together to monitor and track down sources of pollution, says Mr Speller. A shoal of robotic fish was demonstrated in Gijon harbour on 21 May. The fish worked together to find, identify, map and predict the movement of pollutants. All this information was reported back, in real-time, to the port authority, allowing for prompt action to stop the pollution. The Shoal consortium will analyse the information from the trial and consider ways to commercialise the technology. The fish would cost around US$30,000 each to manufacture, but BMT expects costs will fall if a batch isordered. MEC

Artificial intelligence and acoustics introduced

BMT developed artificial intelligence so each robotic fish could operate independently and as part of a shoal. This allows each one to be able to manage multiple obstacles and find the source of the pollutant. Each individual robot has an array of sensors that identify and process external information and allow it to navigate. BMT created a real-time navigation and control system for a team of three robotic fish. This team co-operated to build a 3D map of the pollution, so it could report its preciselocation. Thales developed the underwater communication and location technology. The robotic fish work alongside a network of underwater devices that continuously ping, allowing the fish to calculate their location. Thales developed the underwater acoustic system that enables robotic fish communication. At present the operational limit of the acoustics is 1km.

84 I Marine Electronics & Communications I August/September 2012

www.marinemec.com

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