DIGITAL SHIP (December 2010)

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H
H
arris Corporation
has entered into a
definitive agree-
ment to acquire the Global
Connectivity Services
(GCS) business from
Schlumberger Information
Solutions, with Schlum-
berger GCS to be combined
with other recent acquisi-
tion CapRock Communica-
tions to form Harris
CapRock Communications.
Harris will purchase the
Schlumberger GCS busi-
ness for $397.5 million in
cash, subject to post-clos-
ing adjustments.
For the calendar year
ending 2010, Schlumberger
GCS revenue is expected to
be $170 million, with earn-
ings before interest, taxes,
depreciation and amortisa-
tion (EBITDA) expected to
be $41 million.
The GCS business unit
has principal operations in
the UK, Norway, Singapore
and the US, with 400
employees in more than
25 countries. It operates
12 globally deployed
teleports, a Network
Operations Centre (NOC),
a worldwide terrestrial
infrastructure, and VSAT
manufacturing capabilities
in the UK and Singapore.
These assets will now
be added to CapRock's
four self-owned and oper-
ated teleports and 11
regional support centres
across North America,
Central and South
America, Europe, West
Africa and Asia Pacific.
Harris acquired
CapRock in the first half
of 2010 for more than half
a billion dollars, paying
$528.3 million for the
privately held company,
subject to post-closing
adjustments.
CapRock had revenues
of $359 million for 2009,
with earnings of $54 mil-
lion and operating income
of $28 million.
“ C o m b i n i n g
Schlumberger GCS with
CapRock Communications
will create an organisation
with unsurpassed global
satellite network capabili-
ties, broad service offer-
ings, and a large experi-
enced service team to pro-
vide customers with supe-
rior remote and in-
the-field support,” said
IN THIS ISSUE
December 2010
electronics and
navigation
software
satcoms
Wireless mesh network at sea – 2
Vega-Reederei installs
FleetBroadband – 4
Project to investigate maritime
communications for Arctic routes – 6
Project Gangway –
connecting crews at
Maersk – 8
Maintenance management software for
Hamburg Süd – 12
Wallem Group moves to
.NET 4.0 framework – 16
The Maritime Labour Convention – what
you need to know – 20
Harris expands CapRock
with acquisition
UKHO launches Information
Overlay service – 24
Lightweight Ethernet – a new standard
for shipboard navigation networks – 31
The future of Broadband
Navigation – Dr Andy
Norris – 34
Harris Corporation is to expand its CapRock Communications business
through the addition of a newly purchased communications unit
from Schlumberger – creating a new combined company called
Harris CapRock Communications costing over $900 million
Harris has invested almost $400 million in acquiring Schlumberger's GCS unit,
which it will combine with previous acquisition CapRock
continued on page 2
©
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“One Unique Interface”
- Pietro Amorusi, Chief Information Ofcer, d'Amico Società di Navigazione S.p.A.
From its headquarters in Rome, d’Amico Società di Navigazione S.p.A. operates
more than 40 cargo ships in a worldwide trade. Te ships are equipped with a
combination of Inmarsat Fleet, FleetBroadband and VSAT systems.
“We faced numerous challenges managing our ships due to the diversified
communication structure. Dualog Connection Suite is a single and unique
interfacing tool.” says Pietro Amorusi, CIO of d’Amico. “Te new solution has
directly improved our efficiency and, it saves us money.”
(+47) 77 62 19 00 or [email protected]
www.dualog.com
4G terminal L-band terminal VSAT
Deck Deck
Ship’s network
Operational Operational Business data Personal data System p
data - eNav
p
voice comms and voice
comms
and voice
comms
y
monitor
and
control
p1-10:p1-14.qxd 09/12/2010 12:50 Page 1
SATCOMS NEWS
Digital Ship December 2010 page 2
Vol 11 No 4
UPCOMING CONFERENCES
DIGITAL SHIP SCANDINAVIA
Scandic Hotel Bergen City, Bergen
2 - 3 February 2011
DIGITAL SHIP HAMBURG
Hamburg Magnushall, Hamburg
9 - 10 March 2011
DIGITAL SHIP SUBSCRIPTIONS
GBP £150 per year for 10 issues
Subscribe online at
www.thedigitalship.com
or contact Stephan Venter on
[email protected],
tel +44 (0)20 7017 3407
Digital Ship Limited
2nd Floor,
8 Baltic Street East
London EC1Y 0UP, U.K.
www.thedigitalship.com
PUBLISHER
Stuart Fryer
EDITOR
Rob O'Dwyer: Tel: +44 (0)20 7017 3410
email: [email protected]
CONFERENCE PRODUCERS
Karl Jeffery: Tel: +44 (0)20 7017 3405
email: [email protected]
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email: [email protected]
ADVERTISING
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email: [email protected]
PRODUCTION
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email: [email protected]
EVENTS
Diana Leahy Engelbrecht
Tel: +44 (0)118 931 3109
email: [email protected]
CONSULTANT WRITER
Dr Andy Norris (navigation)
[email protected]
No part of this publication may be repro-
duced or stored in any form by any
mechanical, electronic, photocopying,
recording or other means without the
prior written consent of the publisher.
Whilst the information and articles in
Digital Ship are published in good faith
and every effort is made to check accura-
cy, readers should verify facts and state-
ments direct with official sources before
acting on them as the publisher can
accept no responsibility in this respect.
Any opinions expressed in this maga-
zine should not be construed as those
of the publisher.
continued from page 1
Howard Lance, chairman, president and
CEO of Harris.
“Harris CapRock Communications will
be able to use its capabilities and expertise
to offer customers the most secure, reliable
and efficient solutions in the industry.”
The GCS transaction is subject to cus-
tomary regulatory reviews and closing
conditions, and it is expected to close dur-
ing the third quarter of the 2011 fiscal year.
Financing
Harris has said it will finance the acquisi-
tion using a combination of cash on hand,
commercial paper, borrowings under its
committed credit facilities, and long-
term debt.
Following the announcement of the
acquisition the company sold $700 million
of senior unsecured bonds in a two-part
offering, including $400 million of 4.40 per
cent notes due in 2020 and $300 million of
6.15 per cent notes due in 2040.
Interest on both the 2020 notes and the
2040 notes is payable semi-annually in
arrears on June 15 and December 15 of each
year, commencing June 15, 2011. Interest
will accrue from December 3, 2010.
The funds will help to finance this
year's expansion moves, with the compa-
ny stating in its SEC filing that it will "use
the net proceeds from the sale of the notes
for payment of all or a portion of the pur-
chase price for our pending acquisition of
the Schlumberger GCS business, if con-
summated.”
“[These funds will also be used] for
repayment of a portion of the outstanding
indebtedness under our commercial paper
programme incurred primarily in connec-
tion with our acquisition of CapRock and
for general corporate purposes.”
The company also noted that it believes
that the acquisition will “significantly
extend our capabilities as a global
provider of mission-critical, end-to-end
managed satellite communications servic-
es for customers operating in remote and
harsh environments, including the energy,
government and maritime industries.”
In that regard, the new expanded
Harris CapRock Communications busi-
ness unit will hope to build on what has
already been a successful year for
CapRock in the maritime VSAT market.
The company announced in June that it
had agreed a deal with BW to deploy its
SeaAccess VSAT service onboard BW's
fleet of approximately 100 vessels, includ-
ing Very Large Crude Carriers (VLCCs)
and Liquefied Petroleum Gas Carriers
(LPGCs), following the successful comple-
tion of a nine-month pilot programme.
CapRock was also successful in win-
ning a new contract to operate VSAT serv-
ices for the tanker fleet of oil giant BP,
which had requested proposals from ven-
dors of communications services after its
existing VSAT contract came to an end.
Well in excess of 50 BP vessels are oper-
ating with VSAT onboard, with the com-
pany having begun its fleetwide introduc-
tion of the technology in 2006.
For Harris, the challenge now will be
to grow the customer base in maritime
and other industries even further, and
generate a significant return on the more
than $925 million it has invested in its two
new companies.
Printed by
The Manson Group Ltd
Reynolds House
8 Porters' Wood
Valley Road Industrial Estate
St Albans
Hertz AL3 6PZ
U.K.
DS
www.batswireless.com
Broadband Antenna Tracking Systems
(BATS) reports that it has supplied a triple
redundant wireless mesh network solu-
tion to a geological survey company that is
mapping the ocean floor.
The oil and gas services provider,
which has declined to be named, is using
the system for vessel to vessel broadband
communications for a new fleet configura-
tion, beyond the reach of its existing wire-
less network.
The company uses wireless network
connectivity to control and synchronise
production activity throughout the fleet,
as well as provide inter-vessel data trans-
fers. The existing network was limited to
distances of 9 km and a maximum
throughput of approximately 1.5 Mbps.
The new configuration required that
connectivity be maintained with 100 per
cent uptime over distances of 12-20 km
and with available bandwidth of 5-10
Mbps, all while the vessels sailed in a
unique pattern.
Based on these needs a triple redun-
dant mesh network solution was designed
that actually exceeded the requirements,
integrating a 5.8 GHz point-to-point
(AN80i) wireless broadband radio from
Redline Communications with the BATS
BTS-3300 self-aligning antenna and track-
ing system.
This solution was able to maintain
wireless links at distances in excess of 30
km, providing 10-18 Mbps of throughput
on each link.
Each of the four vessels in the fleet was
configured with three BTS-3300 systems
connecting each vessel to all others in the
fleet in a mesh topology.
This topology created the zero down-
time resilience required, as well as deliver-
ing aggregate speeds of up to 54 Mbps
between vessels. The companies say that
the triple redundant mesh network has
provided zero downtime since it was
installed.
BATS notes that increasing the distance
between the vessels also allows for greater
resolution of data and mapping of
increased ocean depths, while the higher
bandwidth enables data analysts to per-
form analysis and data correction during
production instead of waiting until sur-
veys have been completed.
Wireless mesh network
deployed at sea
The mesh network has allowed for
10-18 Mbps wireless links at sea,
at distances of 30km
www.nsslglobal.com
The management team of satcom provider
NSSL has agreed a deal to take a 20 per
cent equity stake in the company.
The completed transaction means that
NSSL’s management joins majority share-
holder WorldWide Mobile
Communications (80 per cent) as part
owner. WWMC is 100 per cent owned by
Arendals Fossekompani ASA.
Following the completion of the change
in ownership structure, NSSL says it will
also change its name, to trade under the
brand ‘NSSLGlobal’.
"This is an amazing company that,
despite a tough recession, is still going
through a successful period of growth and
expansion," said Bob Chewter, managing
director of NSSLGlobal.
"The management team sees huge
potential for NSSLGlobal to play an even
larger role on the global stage of satellite
communications. To achieve this we felt
that we needed to have greater say in the
future direction of the company and this
meant taking a proper ownership stake."
As part of its international growth strat-
egy NSSLGlobal says it will continue to
invest further in its network and service
capability.
Over the last 12 months the business
has enhanced its DVB network and
expanded its Inmarsat portfolio as a
Distribution Partner (DP) for Inmarsat’s
IsatPhone satellite handheld and
FleetBroadband services.
Management
buys 20% stake
in NSSL
'Combining Schlumberger GCS with
CapRock Communications will create an
organisation with unsurpassed global
satellite network capabilities' – Howard
Lance, Harris president and CEO
p1-10:p1-14.qxd 09/12/2010 12:50 Page 2
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p1-10:p1-14.qxd 09/12/2010 12:50 Page 3
www.newwavebroadband.com
NewWave Broadband has signed a multi-
transponder, multi-year contract for
Ku-band capacity on two future Intelsat
satellites.
The Intelsat 19 (IS-19) and Intelsat 22
(IS-22) satellites, to be located at 166º E
and 72º E respectively, are slated for
launch in 2012 and will offer Ku-band
beams optimised for maritime mobile
communications.
The satellites will provide ocean cover-
age from the Middle East to the Asia-
Pacific region. NewWave Broadband says
it will take advantage of these mobility
SATCOMS NEWS
Digital Ship December 2010 page 4
www.globalmarinenet.com
Global Marine Networks has introduced
its GMN webXaccelerator system, a data
accelerator and control router for satellite
and other wireless data systems.
The company says that the technology
can help to provide data speeds up to five
times faster than uncompressed rates.
The new system includes usage controls
that can limit groups or individual users by
time, megabytes, or website white/ black
listing, as well as offering PIN codes that
can be used by shipping companies to gen-
erate revenue by sharing or selling unique
codes to crews, clients or passengers.
Firewall filtering is done by MAC or
TCP/IP address or by port number, and
a shared onboard caching function helps
to improve load times for commonly vis-
ited sites.
The GMN webXaccelerator works with
most satellite data service providers
including Inmarsat, Iridium, Globalstar,
Thuraya, and VSAT systems, or any IP-
based connection.
Data accelerator system launched
It works at all data rates above 2.4 kbps,
though the company says that it is specifi-
cally designed for the new generation of
higher-speed satellite data systems such as
Inmarsat FleetBroadband and Iridium
OpenPort.
“The webXaccelerator is designed to
save customers time and money through
satellite specific data compression and the
ability to sell and control shared data feed
access, while saving satellite system
providers time and money by making
installations easier, more reliable and
more flexible,” said Dr Luis Soltero, CTO
of Global Marine Networks.
“The webXaccelerator can be used to
address common situations for satellite
data system users and installers: create a
satellite-based internet café; generate new
revenue or control shared usage through
user-defined PIN codes for clients, crew or
passengers using a single data feed; solve
installation challenges through load-bal-
ancing; or increase reliability by changing
between two different satellite networks
on the fly.”
www.stratosglobal.com
Stratos is to deploy the Inmarsat
FleetBroadband satellite communications
service on up to 16 commercial vessels for
Vega-Reederei of Hamburg.
Vega operates a fleet including 22 con-
tainer vessels, nine bulkers and two
tankers, and has FleetBroadband already
successfully deployed on eight vessels
under its agreement with Stratos.
Deployment on the additional eight ves-
sels is expected shortly.
Vega uses FleetBroadband 250 termi-
nals complete with an onboard firewall on
its ships, for e-mail, internet access and
voice communications.
The satellite communications systems
are integrated with AmosConnect, Stratos’
maritime e-mail application, to manage all
e-mail, fax, SMS and interoffice communi-
cations, including the monitoring of
Whitelist and Blacklist changes.
Vega engineers are also using the
FleetBroadband to gain direct remote
access to the ships' computer terminals, the
FleetBroadband terminal and the onboard
firewall via remote-support applications.
In the future, Vega may also use
the system for engine-performance analy-
sis and emissions monitoring, to help
reduce fuel costs and comply with emis-
sions regulations.
“We already have enjoyed the benefits
of FleetBroadband from Stratos on several
of our vessels for many months and we
have noticed it provides very good voice
quality,” said Achim Tober, head of
Vega’s IT department.
“FleetBroadband enables us to achieve
fast, reliable data communications that
maximise the integration and performance
of many popular, IP-based applications.
The Stratos Dashboard web-based portal
provides us with fully transparent cost
and traffic control.”
“We expect to continue benefiting from
a significant reduction in airtime costs,
compared to the Inmarsat Fleet 77 service
we formerly deployed. The robust
FleetBroadband hardware will result in the
highest possible communications uptime.
We also appreciate the convenient
FleetBroadband Bundles that eliminate the
need for capital investment in hardware.”
Vega will shortly deploy Stratos’ new
AmosConnect Crew CommCenter appli-
cation on its ships, used to manage crew
contact with home via calling, private e-
mail and SMS at flat global rates.
Each crew member's separate individ-
ual account offers prepaid chatting, pre-
paid web browsing and access to global
and local news services.
"Over the years, Vega’s adoption of the
most sophisticated information technolo-
gy systems has helped it contain costs and
maintain steady growth," commented
Stratos president and CEO, Jim Parm.
"We are grateful for the opportunity to
bring Vega the industry’s most advanced
IP-based communications solution, featur-
ing value-added services that help ensure
efficient business management."
FleetBroadband for Vega
Vega-Reederei will install FleetBroadband 250 on 16 vessels
www.intelliantech.com
Intellian has announced a new addition to
its range of VSAT communications anten-
nas, the 60cm v60G Ku-band system.
The three-axis stabilised VSAT anten-
na system is the smallest VSAT antenna
available from Intellian, offering a
minus 10-degrees to plus 110-degrees ele-
vation range and capable of receiving
SCPC, MCPC, TDMA or spread spectrum
transmissions.
The antenna features unlimited
azimuth, and has remote monitoring and
control tools built-in to reduce mainte-
nance requirements by allowing IP access
to the onboard equipment.
The company says that it has also
reduced the number of cables required to
run between the v60G's ADU and BDU,
from three to two cables, which it says
should make installation of the system
easier for vessel operators.
"(We are committed to providing) the
best technology and performance possible
in marine antenna solutions," said Eric
Sung, president and CEO of Intellian.
"We are confident it outperforms com-
petitive, like-sized products even in
extreme northern and southern latitudes,
on the equator and everywhere in
between."
New 60cm VSAT antenna from Intellian
NewWave agrees Ku-band
transponder deal
Intellian's latest antenna is a 60cm Ku-band system, the v60G
beams to enhance the delivery of its mar-
itime broadband services.
“Intelsat’s robust infrastructure offers
us the scalable, true broadband network
we require as we enhance our global Ku-
band transmissions, especially in the
Middle East, Indian Ocean and Asia-
Pacific regions,” said Steve McCabe,
director, NewWave Broadband.
“Through this contract, our customers
will benefit from a resilient, always-on
global Ku-band platform.”
In addition to IS-19 and IS-22, Intelsat
says that it has designed mobility beams
on two additional satellites that will be in
service by 2013.
p1-10:p1-14.qxd 09/12/2010 12:50 Page 4
p1-10:p1-14.qxd 09/12/2010 12:50 Page 5
SATCOMS NEWS
Digital Ship December 2010 page 6
www.esa.int
The ESA Telecommunications Programme
(ARTES) has initiated a new study to map
future demand for maritime and related
communications in the Arctic, as well as
looking at areas with communications
gaps, for the years 2015-2020 and beyond.
The ArctiCOM study will be performed
by SINTEF Norway and supported by
Norwegian companies Telenor and the
Norwegian Marine Technology Research
Institute (Martinek), as well as Canadian
companies Euroconsult and Telesat.
In August this year, Norwegian-based
Tschudi Shipping Company’s bulk carrier
the MV Nordic Barents used the Northern
Sea Route as a transit trade lane to trans-
port iron ore from the Northern part of
Norway to China, via Arctic and Russian
waters.
According to Tschudi, it is the first ever
foreign flagged vessel to sail the entire
Northern Sea Route in transit without
entering any Russian harbour.
The company says that it sees the
Northern Sea Route as a more economic,
efficient and environmentally friendly
route, as less fuel and CO2 is used as a
result of the shorter distance.
In a statement on the new project, the
ESA comments: "Along with the shipping
industry, further activities such as explo-
ration and tourism as well as the local
population are poised to increase in the
Arctic region."
"The need for proper communications
and monitoring becomes apparent, with
the most appropriate means coming via
satellite. Currently only low-data rate,
low-earth orbiting satellite communica-
tion systems such as Globalstar and
Iridium exist to serve the Arctic."
At the 2009 'Space and the Arctic' work-
shop, organised by the Swedish National
Space Board and the Swedish
Meteorological and Hydrological Institute
together with ESA, EUMETSAT and the
European Commission, ESA was asked to
review communications satellite coverage
and determine how to expand satellite
communications in high latitude regions.
The ESA notes that a number of new
low-earth orbit satellite communication
systems will be operational in 2015 offer-
ing a variety of data rates, while both
Canada and Russia are designing highly-
elliptical orbit satellite systems (PCW and
ARKTIKA) for broadband communica-
tions and earth observation.
The ArctiCOM study aims to provide
an inventory of all of these new services,
as well as looking at Arctic maritime safe-
ty and search and rescue services and how
communication needs for the Arctic com-
munity will be addressed.
ESA says that the study will put for-
ward recommendations on how to fill pos-
sible gaps, with results expected to be
finalised in August 2011 after the presen-
tation of initial findings at the Arctic
Shipping 2011 conference next April in
Helsinki, Finland.
Otesat-Maritel reports that it is
to become a Distribution Partner for the
new Inmarsat IsatPhone Pro handheld
satellite phone. The service will be avail-
able in the first quarter of 2011.
Vizada reports that it has also now
made its Universal Card system for pre-
paid calling available for use with
Inmarsat’s IsatPhone Pro handheld.
Dutch maritime communications com-
pany SeaVSAT has launched a new
website, which includes expanded news
about the company and descriptions of its
various product offerings.
Intellian has moved its US headquar-
ters and warehouse in Irvine, California
to a larger location, and opened a new
office near Seattle. The Irvine office and
warehouse is four times larger than its
previous location, and the new Seattle-
area location is home to Intellian’s mar-
keting department.
Intellian also reports that it has
selected David Quarders to be its new
director of VSAT sales for the Americas.
Mr Quarders has over twenty years of
direct and indirect sales and marketing
experience in the defence, shipping, oil
and gas, and boating industries.
Project to investigate ship communications
for Arctic routes
The Arctic Northern route (blue) is significantly shorter than
the usual Southern route (red)
www.radiohollandgroup.com
Dutch shipping company Spliethoff has
signed a contract with Radio Holland for
the supply of VSAT communications sys-
tems, including hardware, installation,
airtime and maintenance.
The three year contract comprises an ini-
tial 16 Ku-band VSAT installations on the
Spliethoff fleet, configured for use with
Radio Holland's Ku-band network, with
the possibility for the number of installa-
tions to be extended to up to 50 ships.
The Spliethoff vessels will use automat-
ic beam switching technology to move
between different coverage areas without
losing connectivity.
"We have chosen Radio Holland after a
careful selection process," said Peter Van
de Venne, director of IT with Spliethoff.
"The solution of Radio Holland fits our
demands. It provides our crew with much
appreciated internet access, and on the
business side it speeds up communication
(not having to wait for e-mail exchange a
few times per day), and gives captains
access to relevant on-line information like
port and cargo details."
"It also gives our vessel support engi-
neers the ability to provide remote sup-
port by directly taking over PCs."
Spliethoff has been a Radio Holland
customer for a number of years, with
Radio Holland delighted to have this
opportunity to extend their relationship.
"The solution offered by Radio Holland
to Spliethoff fits very well in Radio
Holland’s strategy to offer customers com-
plete connectivity packages," said Paul
Smulders, general manager of Radio
Holland Netherlands.
"(This combines) the best of breed hard-
ware, together with optimal communica-
tion solutions and global support, leading
to highest Quality of Service at lowest
operational costs."
Otesat-Maritel and Vizada will both act as
DPs for Inmarsat's new handheld phone
www.otesat-maritel.com
www.inmarsat.com
www.vizada.com
www.seavsat.com
www.intelliantech.com
Spliethoff agrees VSAT deal
Spliethoff's 16-vessel VSAT deal could be
extended to 50 ships
p1-10:p1-14.qxd 09/12/2010 12:50 Page 6
Digital Ship
Digital Ship December 2010 page 7
www.intelsat.com
Intelsat reports that Arianespace has
launched the Intelsat 17 satellite (IS-17),
and completed successful spacecraft sepa-
ration and signal acquisition.
The satellite, built by Space
Systems/Loral, will provide C- and Ku-
band capacity across Europe, the Middle
East, Africa, and Asia from the 66º E
orbital location.
This satellite will replace the Intelsat
702 satellite and is designed to provide
service for the next 16 years. IS-17 is slated
to enter service in the first quarter of 2011.
"This satellite’s enhanced transponders
include linear C-band capacity and multi-
continental coverage," said Dave
McGlade, Intelsat CEO.
IS-17 is part of a nine-satellite invest-
ment programme, the largest in Intelsat’s
history. The investment programme is
expected to provide enhanced high-pow-
ered capacity to Intelsat’s global fleet.
Intelsat’s next launch is expected to be
the Intelsat New Dawn satellite, slated for
launch in late first quarter 2011 and to be
located at 33º E.
www.satcomgroup.com
SatCom Group has announced the acqui-
sition of Abbey Technologies, a Swiss-
based software and design company.
Abbey is a developer of Java Web
Application services and Swing and
HTML systems, as well as being a design-
er of user interfaces.
For the past 19 months the company
has focused on the development of
SatCom Group’s latest offering Horizon, a
package of products designed to support
efficient communications delivery opti-
mised for satellite.
Horizon features low bandwidth VoIP
from 2 kbps, optimised e-mail, instant
messaging, and web browsing on a sin-
gle platform.
Brian Collins, founder of Abbey
Technologies, will take on the new role of
Chief Technical Officer for SatCom Group
as the result of the acquisition.
"Abbey Technologies brings a new
level of technical capabilities to the group
and, when combined with SatCom’s
worldwide resources and industry expert-
ise, will enhance our ability to further the
Horizon product line and develop more
comprehensive and innovative solutions
for our customers," said Sandy Johnson,
COO of SatCom.
Successful launch for Intelsat
The Intelsat 17 satellite was successfully launched by Arianespace
SatCom Group acquires Abbey
• On-demand solutions for any size or type of maritime
operation, anywhere in the world
• 24/7 global customer support
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p1-10:p1-14.qxd 09/12/2010 12:51 Page 7
AP Moller-Maersk’s new strategy programme will utilise its hundreds of FleetBroadband installations to provide
a range of crew communications services, with the aim of improving welfare for those serving onboard.
Soren Anderson, Maersk, told Digital Ship about the plans for Project Gangway
Digital Ship December 2010 page 8
SATCOMS
S
S
hipping giant AP Moller-Maersk is
set to revolutionise the communi-
cations options available to its
crews through the roll-out of a new initia-
tive called Project Gangway, a strategy
programme through which the company
is aiming to reduce the gap between its
seafarers and their families on shore.
Project Gangway looks at four key
areas highlighted by officers and crew
members for improvement; crew manage-
ment, spare and store management, ship
and shore relations and vessel reporting
processes. As part of this process the com-
pany is overseeing the adoption of inter-
net connectivity on 220 container vessels,
with access to the company intranet to also
follow shortly.
To provide these capabilities Maersk
will utilise Inmarsat's FleetBroadband net-
work, having agreed to install the satellite
communications system onboard up to
400 vessels across its fleet.
The origins of this installation pro-
gramme stretch back to September 2008,
when Maersk signed what is believed to
be the largest retrofit satellite communi-
cations contract in maritime history,
agreeing to convert more than 150
vessels in its Supply Service and Tankers
fleet to Inmarsat's flagship product,
FleetBroadband 500.
Two years later, in September 2010, AP
Moller-Maersk announced that an addi-
tional 200 vessels would proceed to install
FleetBroadband (see Digital Ship October
2010), bringing the total number of Maersk
vessels sailing with the system to 400.
This extensive installation project is a
result of collaboration between a number
of different companies. Marlink will pro-
vide airtime services to the vessels, sup-
ported by Vizada onboard applications,
with Danish companies Polaris Electronics
and Thrane & Thrane respectively provid-
ing installation management services and
the satellite hardware.
The bandwidth provided by the broad-
band system is to be used to enhance oper-
ational efficiency as well as crew welfare,
with an internet café facility onboard
every vessel for use by crews.
AP Moller-Maersk will have the ability
to filter and prioritise internet and e-mail
traffic over the antenna, in order to max-
imise efficiency of the communications
network. Crew use of FleetBroadband is
separated from the business operational
use by routers to ensure that the company
always has sufficient bandwidth to con-
duct its operations.
Crew communications –
work and play
Soren Anderson, head of vessel manage-
ment for Maersk's container ship business
and the man who initiated Project
Gangway, is a firm believer in the value
that communications can offer to business
processes.
He expects that the developments the
company is pursuing under this strategy
project will go a long way towards
improving business interaction between
ship and shore, while also reducing
the level of detachment sailors feel when
at sea.
“Detachment is a big issue for shipping
companies – seafarers are away at sea for
months and communications, especially
through social media, is a way of keeping
them engaged with shore operations,” Mr
Andersen explains.
“One of the benefits of the internet is
that we will be introducing a social net-
work that will keep our 5,000 seafarers
linked into the company and therefore
more motivated and engaged with us.
This is vital for staff retention, especially
to retain experienced officers.”
“The attrition rate is around 10 per cent
for officers across the industry. We are
looking to reduce our attrition consider-
ably. Sophisticated communication will
play a vital role in more staff stability.”
Maersk's approach to this issue was not
just to expand the social communication
tools available to those at sea, but to also
examine how communications could be
leveraged to improve business processes
and the working environment.
“It’s not just the usual complaint that
‘we want to call home more’; it is, espe-
cially, for the officers, about how commu-
nications can improve their job – for exam-
ple in day to day communications, order-
ing spares and monitoring stores and pro-
visions,” said Mr Andersen.
“We are currently working on
improvements to our day to day commu-
nications systems with vessels to help offi-
cers do their jobs better.”
Part of this process has involved gath-
ering user feedback on vessel communica-
tions, to help to construct systems that
would help those onboard in the process-
es they themselves know best.
“You only get one chance at this and if
we wanted to engage those at sea with
helping us improve our business we
had to clearly show that we listened and
then acted on their suggestions,” said
Mr Andersen.
“If we didn’t the motivation to work
with the company again would be lost. By
listening we are meeting their expecta-
tions and motivating them to keep telling
us what communications can do to
improve the way they work. This in turn
delivers bigger picture tangible savings to
the company.”
Beyond these business applications of
its satellite systems, Maersk has also intro-
duced a number of new personal commu-
nications options that have completely
changed the way that those onboard inter-
act with those at home.
Before Maersk made the decision to
introduce internet access onboard the 220
container ships already mentioned, crews
could only make phone calls on the single
satphone onboard, using scratch cards,
and with one person at a time using the
service. Access to e-mail was limited to
one or two messages sent a day.
Today, with FleetBroadband installed
on the ships, crews are being given free
and almost unlimited access to phone and
e-mail during non-working hours. At any
one time the company estimates that
between a third and a half of the 5,000 sea-
farers currently employed by Maersk will
be taking advantage of these new broad-
band communications capabilities.
One additional improvement in com-
munications availability has come with
the installation of wireless internet net-
works. Already on board the rest of the
Group’s vessels, these facilities have now
been introduced to the container fleet.
“The most popular use of the internet
will be Facebook and webmail,” notes
Mr Andersen.
“One of the most expressive examples
of communication was when one of the
officers onboard was talking over the
internet to a friend and expressed sur-
prise that he was onshore and asked him
when he’d got back and how the family
were. The immediately response was
Project Gangway – connecting crews at Maersk
Internet access will be made available to crews onboard 220 Maersk container ships, as part of a broadband roll-out
that will include up to 400 vessels
p1-10:p1-14.qxd 09/12/2010 12:51 Page 8
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p1-10:p1-14.qxd 09/12/2010 12:51 Page 9
that he was still at sea but connected.”
These kinds of applications are some-
thing that Inmarsat is also very keen to see
being introduced over the FleetBroadband
service, with the satellite provider seeing
Maersk as a perfect representation of how
a business investment decision can be
used to make a significant impact on qual-
ity of life onboard.
“Maersk's Project Gateway initiative is
a great example of how shipping compa-
nies can use satellite technology to
improve the efficiency of their operations,
while at the same time introducing new
facilities for crews and improving their
standard of living,” said James Collett,
director of maritime business for
Inmarsat.
“Many believe, recession aside, that
2011 will see a rise in usage quotas in a bid
to help retain crew morale. Given the
ubiquity of iPhones, Blackberries and
other PDAs, mobile communication
requires a radical rethink for onboard
usage.”
“The developments under Project
Gangway are exactly the kinds of results
that we wanted to help vessel operators
achieve when we first launched the
FleetBroadband service, so for us it's great
to see that put into practice on the kind of
scale that we have seen at Maersk.”
Operational advantages
Mr Andersen believes that the type of
commitment that Maersk has made in
agreeing to embark on such an extensive
roll-out of broadband communications
reflects the value the company puts on
investing in business communication
solutions for the future.
The ambition for Mr Andersen's team is
“to be the absolute reliable leader in the
marketplace.”
“Schedule reliability is not enough,” he
said. “Ships running on time are only half
the story; our containers must arrive on
time too.”
“We have three major objectives for our
future; to become the ‘Gold Standard’ and
therefore indisputable leader of reliability
in our industry, to be demonstrably more
efficient in our impact on the environ-
ment, and to be competitive on cost.”
Two of these goals converge in the area
of fuel consumption, where a reduction in
the amount of fuel used by the vessels
leads to a drop in emissions while also cut-
ting costs. In pursuit of this, Maersk Line
has become the first shipping line to
receive independent verification of its
CO2 emissions data, vessel by vessel.
“Project Gangway is part of our divi-
sion’s business strategy and a clever way
of investing to gain cost and business
advantages, for example, is in fuel con-
sumption,” said Mr Andersen.
“One of the objectives behind putting
into place many of the recommendations
of the company’s seafarers was to improve
communication which would in turn
result in more efficient fuel and energy
consumption – and therefore tangible
business efficiencies.”
“Quicker communication to the
Captain to adjust and reduce speed when
coming into a specific port because the
berth is not ready will naturally provide
fuel savings. Equally, if we need to
improve delivery times we can communi-
cate the need to increase speed.”
The company is also looking at a num-
ber of other areas where better access to
data could lead to increasing efficiencies.
“With the fast speed delivered by this
new technology we will find sending large
data files easier and much more efficient
for the running of the ship,” said Mr
Andersen.
“The potential is huge for improvements
to how we operate our vessels. For exam-
ple, there is a definite ambition for e-learn-
ing and we see the potential it will offer us
in the long term for education and training,
and the quality of future employees.”
The possibility to perform remote
maintenance via satellite is another option
that is being considered, with the higher
bandwidth now available allowing large
volumes of data to be exchanged three
times faster between the VNC and the
onboard PC.
The option to run this over on-demand
streaming IP channels helps to ensure a
reliable connection throughout the
remote-maintenance operation, and Mr
Andersen believes this will certainly be an
area of future interest for Maersk.
“I recognise the huge potential for
remote maintenance,” he said. “The abili-
ty to diagnose problems onboard by log-
ging into a ship’s system and helping to
optimise the problem is something we will
seriously be looking at.”
“With this new technology it can be like
someone is physically onboard doing the
work. The severity of such problems can,
in the worst case scenario, result in expen-
sive time in port and delays to the voyage
which we all wish to avoid.”
Project success
Despite the excitement of all of these new
systems and capabilities being rolled out
to its fleet of vessels, Mr Andersen knows
that Maersk will judge the ultimate suc-
cess of the Project Gangway initiative in
just one way – through the measurement
of tangible results.
“When you do a project like this it is
important to act on the feedback quickly
and then move on,” he said.
“We will send out a questionnaire early
next year asking how successful our peo-
ple think we have been in listening to their
comments and making changes. If the
response is good then we move onwards
and upwards. If the response is poor we
move quickly to improve perceptions.”
“We will look at attrition rates as a
measurement of our success, and also how
much money we have saved in running
the ships by implementing the feedback
from onboard.”
Mr Andersen notes that the views and
opinions of the company's 5,000 seafarers
forms a vital part of this process, and will
continue to shape the strategy of the com-
pany in the years to come.
“The ideas, suggestions and recom-
mendations of our seafarers will continue
to be a huge part of how we will continue
to retain our ambition of leadership in our
industry for reliability,” he said.
“We can already see that we are reduc-
ing reaction times onboard because of the
quality and reliability of the communica-
tion. Saving costs by empowering our
crews and increasing their engagement to
our long term business goals is one of
our most powerful secret weapons.”
www.c2sat.com
www.speedcast.com
C2SAT reports that its 1.2m Ku II maritime
VSAT antenna has passed technical qualifi-
cation testing by SpeedCast in Hong Kong,
and has now received approval for use on
SpeedCast’s satellite network.
The test concluded that the antenna
operated successfully with SpeedCast’s
iDirect-based global maritime network
using the OpenAMIP antenna communi-
cation protocol, which allows auto beam
switching on both cross-pol and co-pol
satellites.
"We are delighted to accept C2SAT’s
1.2m Ku II VSAT as another approved Ku-
band antenna, which can be used on our
maritime network," said Nick Dukakis,
SpeedCast’s vice president of maritime
and offshore services.
"We are pleased for C2SAT to join our
portfolio of five different manufacturers
on our network that are able to work in
seamless auto beam switching mode,
offering unmatched flexibility and choice
to our customers."
"SpeedCast was first to bring to market
such a seamless automatic beam switching
service based on small Ku-band antennas
and iDirect technology, and has gained a
technical leadership position in that field."
Digital Ship December 2010 page 10
SATCOMS
www.minivsat.com
KVH and partner ViaSat have announced
that they have more than doubled their
VSAT network's bandwidth capacity in
the North Atlantic to meet growing
demand.
The KVH mini-VSAT Broadband net-
work is delivered by 12 satellite transpon-
ders and 9 earth stations, offering voice
service and internet access between 512
kbps (upload) and 2 Mbps (download).
KVH says that the growing amount of
traffic within the North Atlantic beams of
this network convinced it that an expan-
sion in capacity was required.
"Since its launch in late 2007, KVH's
mini-VSAT Broadband network has
grown steadily and is now a leading
choice for satellite communications, par-
ticularly among commercial operators,"
said Brent Bruun, KVH's vice president for
sales and business development.
"In keeping with KVH's commitment to
C2SAT gets
approval
mini-VSAT capacity doubled in North Atlantic
Crew comms services from SeaSecure
www.seasecure.net
SeaSecure has launched a range of new
services for crew communications as part
of its CrewCommCenter package, which
will allow ship owners to offer free SMS to
their crews.
The free SMS service works worldwide,
both for incoming as well as outgoing
messages, on individual private crew SMS
accounts.
The system is designed to provide crew
welfare options via dial-up lines,
FleetBroadband, Iridium and VSAT.
SeaSecure says that the software utilises
the ship's own preferred communications
system and satcom equipment installed
onboard.
The free SMS service is available to users
paying a monthly subscription for the
CrewCommCenter software, which the com-
pany says also includes free e-mail, online
chat via Yahoo, MSN and Facebook, and a
customised web browser, as well as world
news bulletins and other announcements.
Browsing optimisation is also included,
which SeaSecure says can reduce data
flow by up to 70 per cent, with allocated
customer satisfaction, we will continue to
invest in the network to support our grow-
ing customer base. Mariners who choose
to equip their vessels with the TracPhone
V7 and mini-VSAT Broadband do so
because they trust KVH to provide reli-
able, affordable satellite communications
with unmatched performance."
"Expansions like this one are just one
way that we continue to deliver on our
promise, even as the number of customers
using the network increases."
bandwidth control.
Additional options are built in to block
streaming, downloads or other unwanted
traffic, and IT security is provided by
using dedicated ports, with all common
ports shut down.
The software uses a 'thin chat client' so
crews can use shore-based chat accounts
without downloading the messengers'
software. The company notes that this
client uses only 1 byte per character, and
its analysis has shown that crews using an
allocated 500kB volume have had a total
chat time of 7 – 8 hours.
DS
p1-10:p1-14.qxd 09/12/2010 12:51 Page 10
Digital Ship December 2010 page 11
www.shipadmin.com
North Sea Shipping, OSM Shipmanagement
and Havila Shipping have all agreed new
deals to implement software systems from
Norwegian company Shipadmin.
North Sea will install the technology
provider's Captains Secretary, FleetManager
and Gangway Security software modules
aboard its latest vessel, the North Sea Giant.
The North Sea Giant is used for well
intervention, drilling (deep water capaci-
ty) and sub sea construction activities such
as cable laying, pipe laying, dredging and
ROV support/survey. The vessel can
accommodate up to 199 persons.
OSM Shipmanagement will be
installing Shipadmin solutions for its two
offshore vessels, the KL Sandefjord and
the KL Saltfjord. These two sister vessels
will be delivered in January 2011 and
April 2011 respectively.
Both of these ultra deep water AHTS and
service vessels are owned by K Line, but
will be under OSM management, and will
be able to accommodate up to 70 persons.
"(North Sea's) vessel is built for the
future within the offshore industry. As
such, I am proud to see that Shipadmin will
be a part of it too," commented Per Magnus
Grøsvik, general manager, Shipadmin.
"OSM Shipmanagement will be operating
two very modern and large vessels. These
vessels are very demanding to operate and I
am very glad to see that Shipadmin solutions
will be enhancing their daily operation."
Havila Shipping, another Norwegian
company, is to expand an existing soft-
ware agreement with Shipadmin to
increase its use of the software systems on
more of its ships.
This new deal will see Shipadmin's
solutions introduced on ten additional
vessels within the Havila fleet of platform
supply vessels, anchor handling tug sup-
ply vessels, and rescue and recovery ves-
sels operating mainly in the North Sea and
Asia Pacific regions.
The systems to be supplied will include
the Captains Secretary, Shipadmin
FleetManager and Shipadmin DP Log
software packages.
"I am absolutely delighted to see that
Havila Shipping is going use our solutions
for ten more of their vessels," said Mr
Grøsvik. "I can assure them that Shipadmin
will do its utmost best to fulfil their needs
in this ever-demanding tough market."
Three companies to install Shipadmin
The KL Sandefjord will be delivered
in January 2011
www.shipdecision.com
Brokerage businesses Bulkore Chartering
and Greenwich Shipping Services have
both agreed new deals to implement the
ShipDecision software system from
Canadian technology company Stelvio.
New York based Bulkore Chartering
says that it is installing the system to sup-
port data management in its maritime
cargo brokerage business.
“We exchange a tremendous number
of e-mails and critical documents with our
business partners on a daily basis, and
must carefully track and manage both
vessel and cargo movement,” explained
broker Marygrace Collins.
“The ShipDecision system helps us
handle our day-to-day business with
maximum efficiency. The system lets
us track the work that each other has
handled, so there is no more repetition
of efforts.”
ShipDecision is used to help organise
the sharing and use of information among
business partners in the maritime sector.
The application is accessible from any-
where via an internet connection, protect-
ed by what the company calls 'banking-
level' encryption, and is used to process
data, documents and communications
related to each voyage.
All data is secured in an electronic
vault which can be accessed by authorised
users, also providing an audit trail of all
business activities.
The other maritime brokerage to
recently move to ShipDecision,
Greenwich Shipping Services, which is
also based in the New York area, notes
that it had a huge depository of data
that needed to be transferred into the
new system.
However, working with its suppliers,
the company found this process to be less
painful than had been expected.
"We had a great deal of historical infor-
mation that we did not want to lose,
including over a hundred thousand e-
mails," notes broker Bill Quinn.
"The ShipDecision team taught me
how to use the system, had me up and
running in a day, and transferred my data
within a 48 hour time span. Now I can
access my business information any time
of day, from any location."
Albert Carbone, president of Stelvio,
says that he has been glad to see broker-
age businesses embrace this move to a
more technologically sophisticated
process, despite the challenges involved
in the transition.
“There is an understandable level of
apprehension when a business owner
considers moving from a system they’ve
used for many years,” he said.
“By understanding the unique needs
and time pressures of maritime clients,
we’ve created a solution that is intuitive
to use and easy to transition to.”
New York brokers move to ShipDecision
SOFTWARE NEWS
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p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 01 Page 1
SOFTWARE NEWS
Digital Ship December 2010 page 12
www.interasset.com
Hamburg Süd has announced that it is
adopting the EquipmentRepair system
from International Asset Systems (IAS) to
manage its global container maintenance
and repair programme.
The German-headquartered carrier will
use the IAS web-based software and com-
munications hub to co-ordinate world-
wide repairs for its entire container fleet.
"As Hamburg Süd continues to grow,
the work involved in managing container
M&R (maintenance and repair) also
increases," said Martin Schoeler, deputy
director logistics and technology for
Hamburg Süd.
"We identified that more global sup-
port and connectivity was needed
between our repair and storage depot ven-
dors, local Hamburg Süd offices and our
headquarters in Hamburg."
Following an appraisal process the
company selected the new IAS
EquipmentRepair 3.0 application, and is
now in the process of deploying the sys-
tem to its full network of over 300 depot
vendors worldwide.
"We looked at all the available options
and found that IAS had the most compre-
Maintenance management software for Hamburg Süd
hensive M&R solution on the market,"
said Mr Schoeler.
"Having developed a significant list of
detailed requirements, we knew exactly
what we were looking for and
EquipmentRepair was able to meet all of
our needs."
The IAS software allows equipment
owners to automate depot communica-
tions and track and control the M&R
process, with data exchanged either by
EDI or web-based interface.
Hamburg Süd will use the system to
automate data transfers between local
offices and third-party depots, to reduce
or eliminate time spent on data input and
error correction.
Users can instantly check the status of a
repair, view past repairs, quickly identify
any delays in the repair cycle, and be alert-
ed automatically to anomalies.
"With a global M&R solution in place,
we will be better able to apply consistent
repair standards for our container fleet
across the world," said Mr Schoeler.
"Having standard processes in place,
combined with improved data transparen-
cy, will allow our local management teams
to directly impact M&R costs and equip-
ment turn times."
www.teromarine.no
Tero Marine has announced two new
contracts for its maritime software sys-
tems, with Fugro Geoteam and Sanco
Shipping.
Fugro Geoteam is to implement the
TM Master Fleet Management Suite for
planned maintenance, purchasing, dock-
ing management and claims handling.
The agreement covers implementation
of TM Master in the head office and
onboard two newbuildings, the seismic
vessel Geo Coral and the ROV/offshore
support vessel Fugro Symphony.
The system is already up and running
in the office and onboard Geo Coral, and
will be implemented onboard the new-
building Fugro Symphony for its deliv-
ery in Q2 2011.
The contract with Sanco Shipping
covers an upgrade to the latest
version of TM Master in the company's
offices and on its fleet of vessels, to
Version 2, which includes planned
maintenance, purchasing, docking and
crew management.
"Sanco Shipping have been using TM
Master Version 1 for almost a decade,
and we found it natural to upgrade at this
point in time," said Jon Aklestad, techni-
cal manager at Sanco Shipping.
"The onboard personnel on Sanco
Spirit have been using TM Master
Version 2 for almost a year and we
received good responses, both from expe-
rienced users and new users with no
experience with TM Master."
"Sanco Shipping has chosen an
upgrade to TM Master Version 2 because
of the product's flexibility. We see the
Fleet functionality as a complete product
for our needs, with short replication time
to the vessels. Also, the Crew Module
provides our crewing department with
necessary functionality."
New deals for Tero Marine
www.shipserv.com
www.teomaki.com
ShipServ has announced a co-operation
agreement with Norwegian software
house Teomaki AS, whereby the two
companies will work together on system
integration and joint marketing.
Under the terms of the agreement,
Teomaki will integrate its Teomaki.SM
maintenance and purchasing system
with the ShipServ TradeNet e-commerce
platform.
ShipServ and Teomaki already share a
number of customers, including ship-
manager OSM Group, which will be inte-
grated to TradeNet through its shipboard
Teomaki systems later this year.
“Teomaki was founded on the belief
that its products should be easy to
implement in value chains already sup-
ported by leading marine and offshore
software providers like ShipServ,” com-
mented Teomaki managing director, Pål
Widerøe.
“The newly-developed user interface
to ShipServ TradeNet is proving this phi-
losophy to its full extent by supporting
Teomaki customers in completing
advanced e-commerce transactions in the
ShipServ TradeNet environment.”
Paul Ostergaard, founder and CEO of
ShipServ, notes that the two companies
share a number of common qualities
which he believes will help both sides to
work together.
"We are both innovators who want
shipmanagers to think differently about
how to use software to improve
their process and their bottom line,"
he said.
"There are many offshore market users
for whom this can be a powerful partner-
ship. We look forward to working with
Teomaki on building awareness of what
our products can do for them."
Teomaki and ShipServ to integrate systems
RiverWijs installs planned maintenance system
www.marinesoftware.co.uk
Marine Software reports that it has suc-
cessfully supplied its MPM (Marine
Planned Maintenance) solution to
Australian based RiverWijs, to be installed
on six tugs.
As well as installing the system on four
RAmparts 3000 Class ASD tugs and two
27m tractor tugs, Marine Software also con-
structed two 'Lead' databases (one for each
class of tug) which formed the template
databases for the respective sister vessels.
A central OPM (Office Planned
Maintenance) system has been supplied
to RiverWijs’s Brisbane-based office,
which will be deployed in Citrix for
remote superintendent access.
This system will provide data to all
shore side technical staff to monitor the
Six RiverWijs tugs will be installed with the planned maintenance system
on-board fleet planned maintenance status
of all operations.
RiverWijs will also use the software's
MPM 'History Pictures' upgrade module,
so that any electronic file attachments can
be inserted during the planned mainte-
nance completion sign-off stage.
Once vessel maintenance data updates
are transferred to the office system, all
office users can monitor the on-going sta-
tus and review any 'History Picture' doc-
uments stored within the completed his-
tory records.
RiverWijs commented, in a statement:
"The MPM/OPM system was recommend-
ed to one of our group management staff
by a previous work colleague (a marine
engineer)."
"The attraction of the system to
RiverWijs was that it allows ownership of
maintenance works to remain aboard the
tug, and at same time allows head office to
be kept up to date with maintenance activ-
ity. The system set up, implementation and
training was well organised and executed."
"The system is now in its early days of
operation and its operation is proving
intuitive to the marine engineers and
other crew."
www.essdocs.com
Electronic Shipping Solutions has
announced that three more maritime com-
panies have gone live on its CargoDocs
electronic documentation system.
Hellespont Tankers, Teekay
Corporation and Mabanaft will now use
the CargoDocs system to transact electron-
ic shipping documents.
The application enables counterparts
involved in international trade to manage
all of the documentation required to ship
and trade waterborne cargoes electronical-
ly, including original bills of lading and
certificates of quality, quantity and origin.
ESS also provides eAD, an electronic
customs compliance service and eSDS, for
creating and managing electronic safety
data sheets.
In addition to these three new compa-
nies, ESS also notes that the CargoDocs
system has been live since the start of
2010 at the INEOS Finnart Terminal in
the UK, and is now being rolled out
at crude and gas terminals across the
North, Black, Baltic, Norwegian and
Mediterranean Seas.
Maritime companies
move to e-documents
p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 01 Page 2
Digital Ship December 2010 page 13
Digital Ship
www.transas.com
Transas Marine has launched a new
ECDIS Computer Based Training course,
certified by Germanischer Lloyd.
The Transas ECDIS CBT is based on
IMO's Model Course 1.27
and consists of 17 chapters
and tests split by themes –
ECDIS Theory, Basic func-
tions of ECDIS, Operational
Use of ECDIS, and Errors
and Malfunctions in ECDIS.
A successful trainee
receives a certificate of com-
pletion of the CBT with
respect to equipment-specific
familiarisation.
With this certificate the
trainee may join a reduced
time 2-day course in a
Transas approved training
centre to gain a full GL-
certified IMO Model Course
1.27 certificate, in accor-
dance with the Manila
Amendments of STCW.
The ECDIS CBT is sup-
plied together with free
ECDIS Demo software devel-
oped to demonstrate the
main ECDIS functionalities,
and for use for training
purposes. It includes simula-
tion of navigational data
(own ship and target motion,
radar pictures and ENCs)
and pre-set scenarios that
display full-scale navigation
situations.
The course is available in
English on DVD or online via
Transas partner ShipGaz
Training in Sweden, and can
be undertaken on-board a
vessel or ashore.
In other news Transas has
also announced the release of
the latest version of its Navi-
Harbour vessel traffic man-
agement (VTM) system, ver-
sion 4.3, and the agreement
of a new contract for the sup-
ply of VTM services in the
Ivory Coast.
The new Navi-Harbour
system features upgraded
radar processing, recording
and playback usability, and
improved electronic chart
handling.
Transas says that the
improved radar processor
diagnostics should help to
detect a larger number of
errors. For areas where the
detection and tracking qual-
ity requirements are not as
stringent, a simplified radar
processor setting which
does not require special
operator training has also
been developed.
The recording system has
also been changed to allow
subtraction of redundant
information by time, setting
different storage depths for
different tracks and a new structure for
record storage directories.
The release of this system was fol-
lowed by a contract with the Abidjan
Port Authority to upgrade the existing
VTMS system in Port of Abidjan, as well
as the supply of a multi-purpose simula-
tor facility.
Under the contract Transas will
upgrade the VTMS system located in
Abidjan, the biggest port in the Ivory
Coast, as well as providing training and
simulation services to the Abidjan Port
Authority. This includes an NTPRO 5000
simulator, with modelling station,
full mission engine room and tug simula-
tors, two VTS simulators, and a crane
simulator.
Transas launches computer based training for ECDIS
www.radiohollandgroup.com
RADIO HOLLAND CONNECT: AIRTIME ANYWHERE
FOR ALL YOUR
C NNECTIVITY SOLUTIONS
WE C NNECT AT SEA
p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 02 Page 3
SOFTWARE NEWS
Digital Ship December 2010 page 14
www.tpt.com
Berge Bulk has licensed a chartering and
vessel operations software system from
Triple Point Technology, to manage all
pre-and-post fixture activities of its dry
bulk commodity shipping operations, spe-
cialising in iron ore and coal.
Berge Bulk operates a fleet of over 6
million dwt, mainly on long-term charters.
The company is headquartered in
Bermuda, with offices in Norway and
Singapore.
“Triple Point’s shipping software pro-
vides world-class dry bulk operators like
Berge Bulk the systems required to
streamline business processes and
improve visibility into vessel perform-
ance-reporting and tracking,” said Simon
Woods, chief customer officer and manag-
ing director – Asia Pacific, Triple Point.
“Triple Point looks forward to helping
Berge Bulk successfully manage its rapid-
ly expanding dry bulk commodity ship-
ping operations.”
Triple Point's chartering and vessel
operations software is based on technolo-
gy obtained in its acquisition of Softmar
(now the chartering and vessel operations
division of Triple Point).
www.softship.com
Maritime software provider Softship
reports that it has agreed a contract with
The China Navigation Company's liner
shipping arm, Swire Shipping, to install its
LIMA (Liner Management) package
across Swire Shipping’s global network.
The installation of the LIMA package
will replace Swire Shipping’s current pro-
prietary applications.
“We pride ourselves on providing ship-
ping solutions with the highest customer
service standards and the adoption of
Softship as our software partner will help
us continue to deliver for our customers
and introduce efficiencies and greater
transparency across our business,” said
Richard Kendall, China Navigation
Company managing director.
The LIMA package will be rolled
out across the entire Swire Shipping
operation, which includes the head office
in Singapore, regional offices in
Australia, New Zealand, the UK, India
and Canada, as well as more than 100
agencies world-wide.
“Packaged solutions such as the LIMA
system we are to implement for Swire
Shipping can be tailored to meet a client’s
specific requirements and come with a
track-record of delivering a range of bene-
fits,” said Lars Fischer, managing director
of Softship's Singapore division.
“LIMA will automate all of Swire
Shipping’s business critical processes
including commercial, equipment control,
operations, finance and management
information.”
“It will use the latest technology to
enable the real-time control of these
processes and will deliver efficiency gains
alongside total integrated cost and rev-
enue management.”
Swire Shipping agrees Softship deal
Berge Bulk introduces Triple Point
www.imca-int.com
The International Marine Contractors
Association (IMCA) reports that it has
recently passed one year since the intro-
duction of the electronic version of its
Common Marine Inspection Document
(CMID), and now has 124 vessel operators
with 340 vessels registered on the system.
"The original CMID was developed
over a decade ago because vessels were
subjected to repeat inspections, each with
a slightly different format, because there
was no acceptance of other clients' inspec-
tion results and no common approach
available," explains IMCA’s chief execu-
tive, Hugh Williams.
"The CMID proved invaluable for ves-
sel clients, owners/operators and inspec-
tors alike. Last November we launched e-
CMID, along with the online CMID data-
base as a natural and logical progression
to ensure the document's continued use-
fulness."
Registration is free of charge for all,
IMCA members and non-members alike,
with 1,040 users having registered to date
from five user groups: 124 vessel opera-
tors; 103 clients; 88 combined operators/
clients; 221 inspection companies; and 11
industry organisations.
IMCA says that it will be working with
users, and any potential future users, in
looking at introducing further enhance-
ments to the electronic system at its annu-
al seminar and at a series of workshops.
e-CMID celebrates first year
IMCA's e-CMID now has more than 1,000 registered users
www.spectec.net
www.mandieselturbo.com
As a further demonstration of the cooper-
ation between the companies with
respect to the Shipdex project, MAN
Diesel & Turbo has installed SpecTec's
AMOS BS system at its PrimeServ loca-
tion in Copenhagen.
Ten members of MAN Diesel &
Turbo's staff have been trained in the use
of the main features of the software, with
training sessions conducted by Kim
Pommegard and Jens Ipsen from
SpecTec Denmark.
SpecTec ILS manager, Marco
Vatteroni, also gave a demonstration of
how to automatically create an AMOS
BS database using the Shipdex protocol,
importing a MAN Diesel Shipdex
dataset into the application.
"In the long run this exercise will
enable us to better understand the ship
owners’ requirements for structure and
quality of maintenance data for our
products," says Henrik Striboldt, busi-
ness development manager at MAN
Diesel & Turbo.
The two companies hope that closer
cooperation between their respective
technologies will help to improve the
quality of data being used in mainte-
nance systems, ensuring greater reliabil-
ity and more efficient operations.
MAN Diesel installs AMOS under
Shipdex partnership
MAN Diesel's Primeserv facility in Copenhagen has installed AMOS software to see how
Shipdex datasets are introduced into the system
Upcoming Digital Ship Events
Hamburg
Cyprus
B
e
r
g
e
n
See page 33
for more
details
p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 02 Page 4
www.globewireless.com Phone: +1 (321) 308-0112 [email protected]
p11- 20: p15- 25. qxd 09/ 12/ 2010 14: 06 Page 5
SOFTWARE NEWS
Digital Ship December 2010 page 16
IT strategy and .NET 4.0
– Wallem Shipmanagement
Wallem Group has decided to move its IT infrastructure to the most recent version of the .NET platform
from Microsoft. Patrick Slesinger, Wallem CIO, told Digital Ship about how this migration
will assist the company in implementing its overall operational strategies
H
H
ong Kong-based shipmanage-
ment group Wallem is moving
its IT processes to Microsoft's lat-
est incarnation of the .NET framework,
version 4.0. The move will form part of the
company's overall IT strategy to improve
efficiency and flexibility in the way it han-
dles its data, and how that information
interacts with business processes.
The .NET framework is used as a basis
for software development and interoper-
ability, making it easier for different sys-
tems to share information across different
applications and different hardware types.
For Wallem, the advantage of introduc-
ing such a backbone to its IT processes
will lie in moving its technological sys-
tems away from being mere data net-
works to become support structures that
are closely aligned with business process,
as Group chief information officer, Patrick
Slesinger, explains.
“The way we do specifications for sys-
tems, we basically moved from UML
(Unified Modelling Language), which is
an IT-based way of describing systems, to
BPMN (business process modelling nota-
tion),” he told us. “I would urge everyone
to have a look at BPMN as a way of
describing a business process.”
“If you typically look at a computer sys-
tem, all the business logic is encoded within
binary code. If you want to make a change
to a business process you have to actually
change the code. As part of .NET 4.0 they
extended the workflow capabilities, which
were originally within Sharepoint.”
“Now the business logic is abstracted
from the binary objects, so I can make a
change to the way that an application per-
forms by changing a script, which is actu-
ally just an XML document, rather than
the binary code.”
Having this simplified method avail-
able to modify the behaviour of applica-
tions offers a number of benefits, with the
most obvious being the perennial
favourites of savings in time and money.
“If you change binary code it requires
retesting, and testing is expensive. When
you change a script all you have to do is
check the logic,” Mr Slesinger explains.
“We can also actually e-mail changes to
business processes on to vessels, I'm talk-
ing about 10 kB documents here. That
changes the extensibility of applications,
because we can then send new applica-
tions, which are just scripts.”
System layers
Operation of the system, linking raw
data with the business process and the
end user, is built on a series of layers. The
first of these layers is the Database itself,
which is linked to a Database Transport
layer, using whatever kind of data trans-
mission system you have in place within
the organisation.
“The reason these two things are
abstracted is down to the availability of
satcom,” notes Mr Slesinger.
“For the database, SQL 2008 is free
of charge from Microsoft, you can run
that onboard the vessel with up to five
users. Equally, you can use something
called WCF (Windows Communication
Foundation), which can detect whether
there is an IP stream, VSAT or
FleetBroadband or Global Xpress, or
whatever it might be.”
The next link in the chain is the Entity
Service layer, the layer which contains the
binary objects. As Mr Slesinger points out,
these objects are 'entity aware', linked to
specific roles or functions within the ship-
ping company.
“They can be crew aware, for example,
so you can sign on a crew member, sign
off a crew member, or you can do an allot-
ment with that binary object,” he said.
“There are only a certain number
of things you can actually do with any
particular entity. So you have cargo enti-
ties, crew entities, vessel entities, for dif-
ferent processes.”
The final three layers in the system are
the Business Logic layer, the Permissions
Management layer, and finally the User
Interface itself.
“The business logic, which is the
script, is just XML, that's all it is,” said
Mr Slesinger.
“As long as you have a method imple-
mented within the Entity Service layer
you can change this, just by e-mail.”
“Permissions Management is the next
layer, which is just fancy words for 'secu-
rity', and on top of everything you have
the user interface.”
To answer the question of why these
types of capabilities are so important to
Wallem that it would look to make such a
change to its IT set-up, Mr Slesinger points
to his own use of IT on a daily basis as an
example of why interoperability of sys-
tems is such an important part of the com-
pany's future strategy.
“I have an iPhone, a BlackBerry, a Mac,
an iPad, and a host of other different
things,” he said.
“We are moving towards Generation Y,
we're moving forward whether we like it
or not and are not going to be able to
deliver our IT systems just using
Windows. You need a layer of abstraction
for the user interface.”
“You need to have the ability to be able
to present that on any platform, because
these guys aren't going to use Windows. If
you want to be able to use mobile applica-
tions you'll have to be able to support all
of the iPhones and iPads and so on, as well
as the next generation and the generation
after that.”
IT strategy
Mr Slesinger says that Wallem's move to
the .NET 4.0 framework is an example of
its underlying group-wide IT strategy,
which he sums up as striving to deliver
best of breed solutions, and adding value
through integration and optimised usage.
“Those last two words are the most
important,” he told us. “It's very easy to
write a cheque, but getting a return from a
system is not so easy. Optimised usage is
very important.”
“Often this is not understood. The first
thing that every supplier does as soon as
there's a budget issue, in my experience, is
they cut back on training. You might have
spent less money, but you've got
untrained staff. That doesn't make sense.”
With 85 IT staff looking after its 344
vessels, as well as its own development
and support facility in the Philippines,
Wallem has developed a reputation in
some quarters for writing its own software
systems – however, Mr Slesinger insists
that this is not the case.
“Our IT strategy is based, very clearly,
on best practice procurement of IT sys-
tems,” he said.
“Why do we buy rather than build?
For the simple fact that it's quicker, and
it's cheaper. We will customise maritime
applications where necessary, perhaps
creating additional modules if the fit is
not quite right, or we will marinise ter-
restrial applications.”
“There are a lot of terrestrial, non-mar-
itime applications out there that are very
analogous to maritime business process-
es, and our marinisation of terrestrial
applications could be as simple as chang-
ing the word on the screen from 'ware-
house' to 'vessel' to make it easy for a
chief engineer. Or it could mean writing a
decoupled application to sit onboard
the vessel.”
Mr Slesinger says that this 'marinisa-
tion' approach is partly down to the fact
that the size of the maritime-specific soft-
ware market makes it very difficult for
developers to dedicate large numbers of
resources to an application for this specif-
ic niche.
“If you actually look at the maritime
industry it is a small market, there are
between 15,000 and 17,000 deep ocean
going vessels,” he said.
“That's it. If you have $10 million or
$100 million in your pocket and you're
going to write a computer system, would
you go for a market that had 17,000 poten-
tial sales, or one that had 170 million
potential sales?”
Mr Slesinger also makes sure that the
company's IT strategy does not depend
too heavily on communication between
ship and shore, preferring to remove the
risk of applications dependent on real-
time communication failing if a satellite
link is unavailable.
“I've been in the maritime industry
since December 1992. I used to be told
that I would have moved from Inmarsat-B
to Fleet and these things 10 years before
they were actually delivered. VSAT is still
not out there, 'always-on' is not there,”
he said.
“We're probably the last industry in
the world to actually require decoupled
applications, to require the ability to have
mail-enabled applications to transfer files,
and we shouldn't be quick to lose that.
One thing that is guaranteed with an
asynchronous business process is redun-
dancy. If you have a synchronous process,
something which requires immediate
response, and that is not provided, your
process stops.”
“The stuff we base on our faithful old e-
mail applications has that redundancy
available. I'm not suggesting that we don't
move forward, but I am suggesting that
User Interface
Permission Management
Business Logic/Script
Entity Service Layer
Database Transport
Database
Wallem's .NET 4.0 framework will be
constructed as a series of layers, with
data passing through the levels to
the user interface
p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 02 Page 6
For more information contact:
[email protected]
+1 202-944-6944
www.intelsat.com
With the world’s largest FSS fleet and the most extensive global
teleport and fiber infrastructure, Intelsat provides its customers
with unparalleled resources.
Put the power and reach of the Intelsat network to work for
you. To learn more, visit www.intelsat.com
p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 02 Page 7
we don't forget what took us 10-plus years
to learn – the availability and capability of
mail-enabled applications.”
Demonstrating value
The importance of integrating IT into
the overall business strategy, and using
technology to drive value creation within
the organisation, is a concept which
Wallem has developed over more than
three decades of operation with comput-
er systems.
“The first mainframe we had in Wallem
was in 1974. IT was very much a back-
office function at that time, until 1993
when we started tracking LOB (line of
business) revenue generation,” Mr
Slesinger explains.
“We had to show what IT was giving to
the business, where was the dollar that
was being made out of the IT systems. IT
became a strategic partner with the busi-
ness in 1995, and by that I mean that the
business began doing strategic planning
with us involved.”
“The reason was simple – in the busi-
ness, IT is an enabler, a tool, and is not the
answer. You need to know what IT is
going to enable you to do in three years
time. Everyone knows what you can do
now, but you need to be looking at how
you'll be making your money in three
years time.”
Concentrating on the business aspects
of a process that is assisted by IT is some-
thing that Wallem demands from all of its
IT staff, Mr Slesinger says.
“You've got to change the mindset of
your IT department, you've got to be talking
the language of the business,” he told us.
“If my staff want to annoy me they'll
talk to me about triggers or SQL state-
ments, or things along those lines – I want
them to be talking to me about drydock-
ings, port calls and crew changes. If the IT
guys just want to be IT guys then they can
do it in a lab somewhere without the busi-
ness around. You've got to talk about
processes and real-life events.”
This approach also creates the expecta-
tion that IT should be leveraged to
enhance processes and drive additional
value, rather than just operating adequate-
ly to specification.
“Delivering is not enough,” said Mr
Slesinger. “Our CEO, Rob Grool, has a
favourite saying, which is: No job descrip-
tion within Wallem Group contains the
words 'we pay you to do a bad job'.”
“So if you've worked really hard, and
we've paid your salary, we're even. If you
want to think about bonuses you have to
be seen to be delivering beyond the cost.
IT is very bad at turning around and
showing that we are good.”
“This morning I presume you, and
most people, had a shower. You went into
the bathroom, turned on the shower, and
water came out. Did you call the water
company and say 'thank you'? When
things work we don't say thanks – it's
when you turn the tap on and water isn't
coming out that you'll be on the phone. So
we need be make sure that the business
understands that money is being deliv-
ered by IT.”
To do this Mr Slesinger suggests intro-
ducing a rolling three month plan for the
provision of IT in the company – know
what you're going to be doing in the next
two months, and make sure that the busi-
ness knows it and gets reports of your
successes and failures.
It is also important to align the IT strat-
egy with the strategy of the rest of the
business, so that the impact of the use of
technology is clear, and the department
can show where value is being delivered.
“ROI is a shared responsibility. Total
cost of ownership (TCO) is not just about
the project costs, if I introduce a system
that requires you to hire Ph.D.'s then the
total costs of the process will have gone
up,” said Mr Slesinger.
“So when you think of the TCO, it's
not the cost of buying the system and run-
ning the server and the annual mainte-
nance, it includes all of the staff who run
the process.”
“I have a quite simple rule I apply to all
my staff, and even the rest of the executive
committee in Wallem Group – 'wants' are
costs, 'needs' have value. How many times
have people come to you, in IT, saying 'I
want this'? I don't care what you want,
what I care about is what you need,
because need delivers value.”
With this value-based strategy acting as
the cornerstone of Wallem's IT deploy-
ment plans, Mr Slesinger believes that
global financial difficulties and the conse-
quent downturn in world trade over the
last few years have provided a good
opportunity for IT departments to prove
their worth to their businesses, and show
real demonstrable value from the systems
they implement.
“One of two things is going to happen –
we're going to go into a double-dip reces-
sion, which I hope we don't, or alterna-
tively the economy is going to improve,”
he said.
“First mover advantage will allow
those with speed and capability to be the
ones that win. Those who cut the muscle
along with the fat during the economic
downturn are the ones who are going to
go out of business – and they will go out
of business.”
“When money is easy there's no pres-
sure to work smarter. If you've got diffi-
cult decisions to make inside your organi-
sation, now is the time to do it. It's our
opportunity to lose.”
SOFTWARE
Digital Ship December 2010 page 18
Digital Ship is the maritime industry’s meeting place to learn about new
digital technologies which can contribute to improvements in maritime
safety, operational efficiency and quality of life at sea.
From new satellite communications technologies to maintenance systems and electronic navigation tools, Digital Ship
brings you the very latest developments, along with the opinions and experiences of the people who use this technology
in their day-to-day operations in the commercial shipping industry – telling you what it’s really like to have these
systems onboard.
Digital Ship’s range of news and information services includes our print
magazine, published 10 times a year, our weekly e-mail newsletter, our
online network for maritime IT professionals, and our series of
conferences and exhibitions held every year around the globe.
Digital Ship Limited, 2nd Floor, 8 Baltic Street East, London EC1Y 0UP, UK Tel: +44 (0)20 7253 2700 Fax: +44 (0)20 7251 9179
Digital Ship - the information source for the maritime IT community
I I
nmarsat has initiated what may be the biggest technological
revolution in its 30 year
history after agreeing a
landmark $1 billion order
for three VSAT satellites,
to be constructed by the
Boeing Group. The fixed-price con-
tract, with options, calls for
three 702HP commercial
spacecraft with 89 Ka-band
beams, that will operate in
geosynchronous orbit with
flexible global coverage. Through the provision
of a new network,
Inmarsat says that the Ka-
band service will be able to
deliver download speeds
of up to 50 megabits per
second (Mbps) to its
customers, with upload
speeds in the order of 5
Mbps, via terminals rang-
ing from 20 cm to 60 cm
in size.
The new satellite series
will be called Inmarsat-5.
The Inmarsat-5 spacecraft
will be compatible with the
Ariane, Sea Launch,
Proton and Atlas launch
vehicles, with launch serv-
ices to be procured by
Inmarsat at a later date. The satellites will have
a projected 15-year lifes-
pan. The first satellite is
scheduled to be completed
in 2013, with global opera-
tions set to start in 2014.
Global Express
Inmarsat says that it has
already envisioned a glob-
al service using the satel-
lites, called Global Xpress,
to target what it has identi-
fied as a US$1.4 billion
incremental market for
VSAT services. The company says that
it is aiming to generate
US$500 million in annual
Ka-band revenues five
years after the global serv-
ice is launched. Inmarsat estimates the
total cost of the I-5s and
Global Xpress will be
approximately US$1.2 bil-
lion over four and a half
years, incorporating the
fixed cost of the satellites,
as well as the cost of addi-
tional ground network
infrastructure, product
development, launch serv-
ices and insurance. "This is a new invest-
ment for growth,” said
Inmarsat chairman and
CEO, Andrew Sukawaty. “With the Global Xpress
network, we will be the
first operator to offer glob-
al broadband coverage,
offering unparalleled
speeds and bandwidth to
IN THIS ISSUE
September 2010
electronics and navigation
software
satcoms
10 years with VSAT – Knutsen OAS
Shipping – 30
Reducing satcom spend by €1,000
per ship – Phoenix Reederei – 32
Deep Water Horizon –
technology and risk – 44 Maritime e-commerce at Mowinckel and
Thome – 50
Streamlining operations
through integration –
Fednav – 52
Inm
arsat agrees $1bn
VSAT satellite deal
Legal liability and the Digital Ship – 60 Seafarer safety and the role
of technology – navigation,
communications, training and
future developments – 65
Maritime IT at SMM – Preview – 72
The future of navigation –
Dr Andy Norris – 76
Inmarsat has agreed a deal with Boeing for the construction of three VSAT
satellites, to offer global 50 Mbps coverage in Ka-band and supplement
its L-band services – a deal which is likely to have a massive impact
on the maritime communications market
The three Inmarsat-5 satellites will provide global
50 Mbps coverage in Ka-band
Managing IP data IP security – keeping it simple – 18
IP communications uncovered – 20
continued on page 2
Bergen-based Utkilen AS owns and operates 20 Chemical Tankers equipped
with VSAT as the primary communication system. communication. Tere is no need to shop around, it’s all there in one solution,”
says IT Manager Sigmund-Tore Grane.
™ is an outsourced management tool supported,
at all levels, by maritime communication experts. Te all-in-one concept
“M
akes life easier” Sigmund-Tore Grane, IT-Manager, Utkilen AS
adds real value to our company, ” adds Grane – a Manager with no need to
expand his IT staff.
Dualog Connection Suite™ gives me all means to manage our ship-shore
“Dualog Connection Suite

®
®
-
© 2010 DUALOG AS. ALL RIGHTS RESERVED.
Bergen-based Utkilen AS owns and operates 20 Chemical Tankers equipped
with VSAT as the primary communication system.
“Dualog® Connection Suite™ gives me all means to manage our ship-shore
communication. says IT Manager Sigmund-Tore Grane.
“Dualog® Connection Suite™ is an outsourced management tool supported,
“M
akes life easier” - Sigmund-Tore Grane, IT-Manager, Utkilen AS
© 2010 DUALOG AS. ALL RIGHTS RESERVED.
adds real value to our company, ” adds Grane – a Manager with no need to
expand his IT staff.
Meet us at Digital Ship USA 2010 (22 - 23 Sept 2010)
The Italian Centre of Stamford, Connecticut
Dualog® Connection Suite™ - Take Control
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igital Ship has grown to be a ‘m
ust
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ore than
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Keep your finger on the pulse with our
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Subscribe online at
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DS
'We had to show where was the dollar
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www.thedigitalship.com
p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 03 Page 8
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SOFTWARE
Digital Ship December 2010 page 20
“I
am a reputable ship operator with
state of the art procedures and
standards, so when and how will
the MLC affect me, and what must I do
about it?” Some suggestions follow.
When it will apply to you depends on
two crucial issues – when your flag state
or states ratify the MLC and when the
MLC enters into force.
'Ratification' means that a country –
usually a flag state – agrees to implement
the requirements of the MLC.
'Entry into force' means that the ratify-
ing countries must apply the standards
not just to ships flying their flag but also,
through port state control inspections, to
all ships entering their ports whether or
not the flag state of the foreign ship has
ratified the Convention.
The MLC will enter into force 12
months after 30 countries representing
more than 33 per cent of world tonnage
have ratified it.
The tonnage threshold has already
been exceeded through the 10 major flag
states that have ratified it so far. Latest
estimates suggest that entry into force will
occur by mid-2012.
So, depending on the flags of the ships
you operate, you could be asked to com-
ply in the next few months, or required to
do so by the authorities in the ports visit-
ed by your ships by mid-2012.
Read The Convention
Carefully
It is essential to read the convention care-
fully – and I know this can be really boring.
Everyone finds convention-reading a real
pain and understandably so, as the MLC is
hardly the kind of reading material you
would choose to take with you for a relaxing
day on the beach. But read it you must and
there are two main reasons for this.
First, the MLC has provisions dealing
with almost every aspect of maritime
labour conditions, so it is a reference docu-
ment and a resource as well as a regulation.
Second, there are a multitude of 'experts'
only too willing to tell you what you must
or must not do according to the MLC. Treat
all such opinions with caution and double-
check with the Convention text.
In some cases, provisions in the MLC
which are provided for guidance (i.e. in
Part B) have been quoted as being
mandatory; in some other cases provi-
sions in the Convention which allow a
degree of flexibility in ensuring compli-
ance have been ignored.
It is also important to check and under-
stand the exact meaning of the wording
contained within the text.
The MLC applies to 'ships', 'seafarers'
and 'shipowners' as defined in the
Convention. Read these definitions with
care as not every ship that you operate
will necessarily be a 'ship' as defined in
the MLC.
It is also quite possible that you have
more 'seafarers', as defined by the MLC,
on your ships than you think you have,
and it is a crucial part of the compliance
process to identify a 'shipowner' for each
ship even if that entity has no financial
interest whatsoever in the ship or its com-
mercial activities.
The definition of 'seafarers' in the MLC
refers to “any person who is employed or
engaged or works in any capacity on
board a ship”. This could include people
on board not remotely involved in the
operation of the ship.
To clarify the situation, the ILO adopt-
ed a Resolution which provides guidelines
to flag states on interpretation including,
for example, that pilots, inspectors and
superintendents should not normally be
regarded as seafarers.
You should obtain a copy of this
Resolution and question your flag author-
ities if necessary.
Check your procedures
For most reputable companies compliance
with the standards set by the MLC should
not prove difficult. But you will need to
have written procedures showing that you
comply, and that you comply in a manner
consistent with the provisions of the
Convention.
To issue the certificates required by the
MLC the flag state of each ship will check
your procedures to ensure:
compliance with the provisions of the
Convention at the time of inspection
that mechanisms are in place to ensure
continuous compliance during the
periods between inspections, and
that measures are in place to ensure
continuous improvement
These procedures must, in particular,
cover the fourteen items listed for inspec-
tion: minimum age, medical certification,
qualifications, employment agreements,
use of manning agents, hours of
work/rest, manning levels, accommoda-
tion, recreational facilities, food and cater-
ing, health and safety, medical care, com-
plaint procedures and payment of wages.
Port and flag state inspectors will check
compliance by your company. Some of the
checks can be completed in your shore
offices, but most will involve visits to
ships you operate to make sure that your
processes and procedures are actually
applied at the workplace.
The 14 items listed above will be where
inspection will be concentrated. So make
sure that it will be easy to produce on
board sufficient documentation to demon-
strate as painlessly as possible that your
procedures are implemented.
For example, aim to provide one docu-
ment with all of the items specified in the
MLC concerning crew employment agree-
ments in one document rather than have
them scattered around in individual signed
contracts, collective agreements, staff hand-
books, ISM Code procedures etc.
In these areas, the use of technology
and software systems to organise and
track data and documents could help to
make this process easier to manage.
Being able to more easily demonstrate
that all requirements are being adhered
to will help the compliance process to run
more smoothly.
Flag States and other
Organisations
Flag states are ultimately responsible for
implementing the provisions of the MLC on
ships flying their flag, for interpreting the
words of the MLC when adopting national
laws and for deciding how to apply the flex-
ibility which the Convention allows.
Many countries are currently in the
process of adopting national laws to
implement the MLC, so this is the time to
be checking with them how their laws will
impact on your operations and to lobby
them for change where necessary.
This can be done through national or
international shipowner associations or
other trade bodies.
If one flag state is interpreting a provi-
sion in a manner which would create seri-
ous difficulty with your ship operations,
check whether other flag states have
reached different interpretations.
Classification societies can also help –
most of them have extensive information
about the MLC on their web sites – but a
word of caution here.
The MLC provides a commercial
opportunity for classification societies,
with several offering 'MLC compliance'
audits even before the flag states have put
in place their regulations to determine
what compliance means.
If in doubt with any of the advice you
receive, re-read the section above on 'Read
The Convention Carefully'.
Train your staff
You do not need to spend a fortune send-
ing staff to some of the commercial MLC
training courses being offered at eye
watering prices by various organisations.
But you do need to make sure they are
familiar with what the MLC requires
and why.
And for staff with specific responsibili-
ties under the MLC – whether in head
office, at sea, in manning agents or sub-
sidiary offices abroad – you need to make
sure that staff know precisely what is
required of them.
There are several DVDs available that
provide an excellent and cost-effective
introduction to the MLC. For some staff
will be all that they need to know.
There are also some publications:
both the International Shipping
Federation and the ITF have produced
MLC guidelines.
But these will not be sufficient for those
with specific responsibilities under the
MLC who need more targeted instruction,
including team leaders in head office and
outstations, even manning agents abroad,
as well as Ship Masters.
A one day generic seminar for such
people provided by commercial organisa-
tions is unlikely to be enough, even if it
were to be affordable.
Computer-based training (CBT) cours-
es are available, which can include dedi-
cated modules for Ship Masters, manning
agents, government agencies and
shipowners. Some of the available CBT
systems can provide concentrated learn-
ing totalling more than 30 hours.
The aim of CBT is to bridge the gap
between a DVD, as a largely visual intro-
duction to a subject, and the classroom, as
a place of dedicated and detailed learning.
There are developments in progress to
further narrow this gap, even between
CBT and classroom, which are awaited
with interest.
An increasing number of companies
are also engaging consultants to provide
a bespoke service to them, using some or
all of the above material, to provide train-
ing that best suits their operations. But
caution should again be applied to make
sure that the consultant has credibility
and expertise both in the MLC and in
your operations.
Attention to these issues will minimise
your problems with compliance which
should, I think, be regarded as a sign of
corporate social responsibility towards
your staff, not as a burden.
The Maritime Labour Convention –
what you need to know
The ILO’s Maritime Labour Convention includes a number of requirements that will affect the world’s more than
1.2 million seafarers. Knowing the data and documentation that a shipping company needs to manage,
and providing adequate training, are key areas in ensuring compliance, writes David Dearsley, Videotel
About the author
David Dearsley is a training consultant with Videotel Marine International.
Videotel is a provider of a variety of computer based training services to the
maritime industry, including packages on the MLC. www.videotel.co.uk
DS
p11- 20: p15- 25. qxd 09/ 12/ 2010 13: 03 Page 10
Digital Ship December 2010 page 21
ELECTRONICS & NAVIGATION NEWS
Digital Ship
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Kongsberg Maritime reports that its
Canadian division has signed a number of
new simulator contracts with customers in
the country, covering ship's bridge,
dynamic positioning and radar simula-
tors, as well as engine room and naval
simulators.
As part of a multi-million dollar con-
tract signed in early October, Kongsberg
will deliver a full suite of ship's bridge and
engine room simulators to the Canadian
Coast Guard College (CCGC) in Sydney,
Nova Scotia.
The ship's bridge simulator delivery to
the CCGC includes a full mission DNV
Class A and four DNV Class B simulators,
as well as a range of own-ship and area
databases.
The CCGC will also receive a full mis-
sion engine room simulator, together with
eight desktop systems and a range of
engine models. Kongsberg is responsible
for building and infrastructure arrange-
ments prior to the installation, which is
due to take place next year before a June
2011 commissioning.
Kongsberg has also been contracted to
upgrade bridge and engine room simula-
tors at the Centre for Marine Simulation
(CMS) in St John's, Newfoundland, which
is part of the Fisheries and Marine
Institute of Memorial University.
The University will receive a full mis-
sion Neptune engine room simulator,
complete with Kongsberg Maritime's
BigView solution for slow and medium
speed engine models, in addition to eight
new desktop trainers.
As part of the delivery, Kongsberg will
modernise four NMS-90 ship's bridge sim-
ulators by integrating the Polaris simula-
tion software platform and new MultiFlex
technology - a touch screen based panel
capable of displaying up to five software
panels in place of hardware.
The simulators, scheduled for delivery
by the end of December 2010, are certified
to DNV standards and meet all require-
ments for Transport Canada approved
training.
A third contract has been agreed with
The Marine Campus of the British
Columbia Institute of Technology (BCIT)
in North Vancouver, where Kongsberg
Maritime will upgrade the engine room
and ship's bridge simulators.
BCIT will have the first full mission
diesel electric engine room simulator in
Canada, and what is believed to be the
only dedicated 360-degree tug bridge in
the Americas.
Ordered systems include a full mission
Neptune engine room simulator and three
full mission engine models, eight desktop
systems, and seven new ship bridges with
120 degree horizontal visual field of view,
in addition to the 360-degree tug bridge.
A suite of full-mission and desktop
dynamic positioning trainers will also
form part of the delivery.
Canadian simulator contracts for Kongsberg
training systems and an upgrade to the
existing navigation simulator at the
Faculty of Maritime Studies in the
University of Split, under a joint contract
with local company A.B.E. Inženjering.
A new Full Mission DNV Class A navi-
gational bridge equipped with DP Class 2
systems, a new radar/ARPA class of eight
bridges, and a new four stations class for
cargo handling training on crude oil and
gas tankers will all be supplied under the
agreement.
In addition, Transas will install a new
small scale full mission engine room simu-
lator at the University, with a full library
of available ship models.
Finally, in Norway, the Måløy Safety
Centre has agreed a deal whereby its facil-
ities will be used as a Transas Offshore
Development and Test facility.
As part of this agreement a new
Transas offshore simulation module will
be installed at the Safety Centre, integrat-
ed into a 360 degree bridge simulator
installed in 2007.
A new Transas Anchor Handling simu-
lator will also be available for use at the
training centre, providing models of
anchor handling operations, with interac-
tive control and the ability to build scenar-
ios for various anchor handling methods.
Finally, Kongsberg has also recently been
awarded a contract by Lockheed Martin
Canada to upgrade the Canadian Navy's
shore-based ship's bridge simulation train-
ers in support of the Combat Systems
Integration (CSI) portion of the Halifax-
Class Modernisation (HCM) project.
"We're delighted to have sealed so
many contracts in Canada over the last
few months," said Kongsberg Maritime
Simulation president, Henry Tremblay.
"The orders represent our long standing
presence in Canada and commitment to the
American maritime training community."
www.transas.com
Transas reports that it has signed new
training and simulation deals with facili-
ties in Greece, Croatia and Norway.
In Greece, Transas has supplied equip-
ment for a multi-purpose simulator facili-
ty at the EIM Maritime Training Centre.
The installed system includes a multi-
task ship handling simulator able to repro-
duce search and rescue operations, ice nav-
igation, mooring and manoeuvring in
restricted waterways. An instructor station
and a debriefing facility are also provided.
Three desktop bridge simulators are
included for training in watch keeping
and ECDIS and radar/ARPA operations,
including route planning and monitoring,
electronic chart updating and the princi-
ples of displaying different information.
An engine room simulator and a liquid
cargo handling simulator, for training in
operations on Large Crude Oil Carriers
(LCC), Chemical Tankers (CHT),
Liquefied Petroleum Gas Carriers (LPG)
and Liquefied Natural Gas carriers (LNG),
are also part of the agreed package.
In Croatia, Transas is to supply new
European training deals for Transas
Another contract was awarded to
Kongsberg by BC Ferries, for the supply
and installation of three Polaris ship
bridge simulation systems to multiple
sites in British Columbia, Canada.
Kongsberg will deliver updated
Canadian West Coast area databases under
the deal, featuring 47 detailed terminals
owned and operated by BC Ferries, and
will also develop 12 new 'own-ship' hydro-
dynamic models of the BC Ferries fleet.
This new simulator for BCIT is one of a number of new systems to be supplied in
Canada by Kongsberg
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 32 Page 1
Digital Ship December 2010 page 22
ELECTRONICS & NAVIGATION NEWS
www.emerson.com
Rederi AB Transatlantic has installed
Micro Motion Coriolis mass flowmeters
from Emerson on several ships in its fleet.
These installations follow the comple-
tion of a joint programme including
Rederi AB Transatlantic, Transas, and
Emerson Process Management, to develop
an onboard solution for control of marine
fuel consumption.
The standard solution for the ships uses
a compact Coriolis sensor with a transmit-
ter to provide traceable and transparent
mass-based measurement of fuel oil.
Using the MODBUS communications
protocol, the mass flowmeter sends data
to a fuel efficiency control system supplied
by Transas in Sweden.
This Conning unit collects information
from the flowmeter and other onboard
systems to help the crew optimise the
operation of the ship.
Coriolis meters deliver direct mass,
density and temperature measurement
data. Coriolis mass measurements can be
directly correlated to cost and energy con-
tent of fuel, and the measurements are
unaffected by changes to the flow profile
and variable fuel properties such as densi-
ty or viscosity.
Emerson has also supplied its Mobrey
www.tidelandsignal.ltd.uk
The Netherlands' Rijkswaterstaat has
reached a new agreement with Tideland for
the supply of its SeaBeacon 2 System 6 dual-
band racon, for installation on buoys as an
aid to navigation and to mark special loca-
tions in the Dutch sector of the North Sea.
This latest order for four racons was
supplied via Tideland's representative in
the Netherlands, PC Jansen Marine
Agencies, to Rijkswaterstaat's Directie
Noordzee in Rijswijk.
Rijkswaterstaat currently operates 20
racon buoys in the North Sea, many of
which are fitted either with Tideland System
6 racons or the earlier System 5 version.
The racon system can respond simulta-
neously to both X- and S-band radars, with
proportional scaling to ensure that the
racon trace remains visible on radar dis-
plays regardless of the range scale selected.
The equipment also features an intelli-
gent power management system that makes
it possible to programme precise quiescent
and active periods as required, to match
performance with power consumption.
In addition, the racon will automatical-
ly return to quiescent mode after a four-
second active period, if there is no local
radar activity.
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Early use of the system on Rederi AB Transatlantic vessels produced fuel savings of 2 per cent
Rederi AB Transatlantic installs fuel monitoring system
www.mandieselturbo.com
www.wartsila.com
European marine engine manufacturers
MAN Diesel & Turbo and Wärtsilä
Corporation have agreed to pursue a joint
research project, the HERCULES-C proj-
ect, as a continuation of the original HER-
CULES programmes for the research and
development of marine engine technolo-
gy.
The overall vision of the HERCULES
research programme is to encourage sus-
tainable and safe energy production from
marine power plants, under the techno-
logical themes of higher efficiency,
reduced emissions, and increased reliabil-
ity for marine engines.
However, the companies believe that
an extensive integration of the multitude
of identified new technologies is required
to move marine engine technology further
towards improved sustainability in ener-
gy production and total energy economy.
The proposed HERCULES-C project,
expected to run for three years from 2012
to 2015, will address this challenge by
adopting a combined approach for engine
thermal processes, system integration and
optimisation, and engine reliability and
lifetime.
In this way, HERCULES-C aims to
investigate the possibility of producing
marine engines that are able to cost-effec-
tively produce the required power for the
propulsion of ships throughout their life-
Engine manufacturers pursue technology development project
cycle, with responsible use of natural
resources.
HERCULES-C is a follow-on from two
earlier related projects. HERCULES-A,
from 2004 to 2007, established large-scale
research platforms, with the main objec-
tive being to screen the potential of a broad
range of emission reduction technologies.
HERCULES-B (2008-2011) focused on
technology for reducing emissions, as well
as improved efficiency, and as a result,
reduced fuel consumption and fewer CO2
emissions.
The HERCULES-C project is planned to
run over a three-year period and has a tar-
geted budget of €19 million, bringing the
total combined budget of the HERCULES
programmes (2004-2015) to €79 million.
MCU 901 Universal Transmitter
Controllers and Indicators with the sys-
tem, used to show the actual flow for local
reading in the engine room or control
room.
"The Coriolis mass flowmeter and
Conning unit have been installed and run-
ning for over a year on the M/V Ortviken,
and a slightly shorter time on the M/V
Transpaper," said Leif Holmberg, superin-
tendent at Rederi AB Transatlantic.
"The installations have reduced our fuel
costs by approximately 2 per cent over a 12
month period for each vessel. These sav-
ings in fuel have provided a return on our
total investment of just two months."
"Based on these successes, we will be
investing in further installations onboard
other ships in our fleet. We are also work-
ing to develop the fuel efficiency system to
be even more effective in saving fuel by
using additional information that other
systems onboard can provide."
Emerson says that these Micro Motion
Coriolis meters are ideally suited to
marine fuel measurement applications,
being easy to install between the Booster
Module and engine, and containing no
moving parts.
Direct integration into a MODBUS host
allows digital or analogue communica-
tions systems to deliver the data directly to
the control room or bridge.
Dutch agree new
racon deal
The new racons will be installed in
the North Sea
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 33 Page 2
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 33 Page 3
Digital Ship December 2010 page 24
nal that can be picked up on compatible
AIS chart plotters and includes similar
information to the S10 E.L.F.
www.mcmurdo.co.uk
McMurdo has announced the addition of
two new marine safety systems to its
range of products.
A new emergency location beacon has
been introduced, the Smartfind S10 E.L.F,
an Emergency Location Flare incorporat-
ing AIS (Automatic Identification System).
The unit is a manually activated mar-
itime signalling device, designed as a per-
sonal search and rescue locating tool that
enables location to be displayed on a com-
patible AIS chart plotter or integrated nav-
igation system.
The S10 E.L.F transmits target survivor
information, including structured alert
messages, GPS position information and a
unique serialised identity number.
The second product, part of the com-
pany's Kannad range, is the SafeLink
R10 Survivor Recovery System (SRS),
which also uses AIS to assist in search
and rescue.
The unit is designed for attachment to a
lifejacket and intended for carriage by all
crew members. It will also transmit a sig-
ELECTRONICS & NAVIGATION NEWS
of our ECDIS-based navigation within the
Transas Navi-Sailor ECDIS,” he said.
“Used as a navigational and planning
aid as part of the company’s wider move
to adopt ECDIS navigation, the Overlay is
making passage planning and the task of
keeping track of the latest ENC updates
much easier.”
“It will also make it easier for our crews
to demonstrate compliance during PSC
inspections. Overall, it has proved to be
another important element in our efforts
to continually improve the safety and effi-
ciency of navigation.”
The Overlay will also be available for
use for planning purposes as part of
UKHO's Admiralty e-Navigator service,
which it says will start its roll out to ves-
sels in the first half of next year.
"The Admiralty Information Overlay is
needed because many nations don’t yet
include important temporary or prelimi-
nary notifications of those changes in their
weekly updates, and even when they are
included, they can be difficult to identify
within the ENC," commented Michael
Cauter, UKHO deputy chief executive
with responsibility for new Admiralty
products and services.
"The Admiralty Information Overlay
provides this information on top of the
ENC and displays it clearly and consis-
tently so the mariner can instantly see the
impact of changes on a route and can take
appropriate action."
www.ukho.gov.uk
www.transas.com
The UKHO has announced that its
Admiralty Information Overlay, used to
consolidate navigation information onboard
ship, is now commercially available.
The Information Overlay includes all
Temporary and Preliminary Notices
to Mariners (T&P NMs) and provides
additional navigationally significant
information from UKHO’s ENC valida-
tion programme.
The Overlay is displayed as a single
layer on top of the basic ENC showing
where important Temporary or
Preliminary changes may impact a voyage,
and will be available free of charge as part
of the UKHO's Admiralty Vector Chart
Service and within resellers’ services.
UKHO says that it is also working with
ECDIS manufacturers to ensure that the
Overlay can be displayed on their systems,
with Transas the first to announce such
compatibility within the standard Transas
Admiralty Data Service (TADS) licence, via
the Transas Navi-Sailor ECDIS.
Transas customer Nordic Tankers
Marine has been one of the early users of
the system, with Soren Andersen, the com-
pany's marine superintendent (SQE), not-
ing that the technology has helped its crews
to more easily deal with navigational data.
“We are using the Admiralty
Information Overlay as an integral element
UKHO launches Information Overlay
Transas is the first ECDIS manufacturer to announce compatibility of
the Overlay with its equipment
New marine safety products from McMurdo
www.sartech.co.uk
Sartech reports that it is developing a new
range of batteries which it says will
remove the need for ship owners and
operators to replace handheld JRC and
Thrane & Thrane VHF radios simply
because they can’t source the right
replacement batteries.
The company says that, since replace-
ment batteries for JRC’s JHS-7 handheld
VHF radio have had limited production in
Japan, the batteries have been very diffi-
cult to source in Europe and North
America.
This has meant that owners of this
equipment have sometimes had to buy
entirely new handheld VHF radios,
including all the associated brackets and
chargers, when the primary battery in
their original unit needs to be replaced,
usually after about three years.
However, Sartech says it is now putting
the finishing touches to a joint collabora-
tion with JRC to develop a second manu-
facturing facility for the NBB389 battery
packs that power JHS-7 radios.
Sartech is also developing lithium and
rechargeable batteries for the Thrane &
Thrane Sailor SP3110 radio, which is no
longer in production.
These batteries will be direct replace-
ments for the SP3901 and SP3905 battery
packs, which are no longer available from
the original manufacturers.
“Our new batteries are manufactured
to the original type approval specifications
using exactly the same cell types as the
OEM versions,” explains Peter Forey,
managing director of Sartech.
“The message to owners and operators
is pretty simple - don't throw away your
portable VHF radios and replace them
with new ones just because your normal
supplier says batteries are no longer avail-
able. From Q4 2010 we will be able to pro-
vide replacements for shipment anywhere
in the world.”
VHF replacement batteries from Sartech
The E.L.F. transmits position and other
data to aid in search and rescue
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 33 Page 4
www.ccs-inc.com
CCS-Inc is to supply 250
marine computers to the
United States Coast Guard
(USCG), to power its Vega
Electronic Chart Display and
Information System (ECDIS)
on three classes of cutters
and in training and simula-
tion facilities.
The Globestar GS
Odyssey II is a 3U rack-
mount computer designed to
operate in marine environ-
ments, and certified to meet
IEC 60945 test standards for
maritime navigation and
radio-communication equip-
ment and systems.
Shipments were set to
begin in December 2010, for
implementation beginning in
early 2011.
CCS says that it also pro-
vides these computers to the
market via an OEM relation-
ship with an ECDIS provider,
and with nearly 1,000 marine
computers deployed it has
seen field failures of less than
0.5 per cent.
“We are excited about
this opportunity with the
Coast Guard,” said Marty
Muscatello, president and
CEO of CCS.
“We are proud to provide
computer systems that must
operate in harsh environ-
ments or run mission-critical
applications. In this situation,
the GS Odyssey II does both.”
CCS to
provide USCG
computers
Digital Ship
Digital Ship December 2010 page 25
www.imtech.eu
www.vstep.nl
Imtech Marine & Offshore (parent compa-
ny of Radio Holland) and VSTEP have
announced their intention to cooperate in
the delivery of new maritime
training simulators.
The partnership will start
off with the introduction of a
DNV Class A compliant
bridge for maritime training
schools, naval academies
and shipowners.
Further areas of coopera-
tion will include joint solu-
tion development and mar-
keting, and participation in
military tenders and projects.
The partners say they will
access the market via Imtech's
network of 70 offices around
the world, as well as VSTEP’s
offices in The Netherlands
and North America.
"Partnering with innova-
tive companies like VSTEP
is a good example of Imtech’s growth
strategy," said René van de Bruggen, CEO
of Imtech.
"We always look for new technologies
to contribute to our customers' goals.
Making sure that ship crews are well
trained on our solutions is part of our life
cycle approach, it ensures safety at sea and
reduces operating costs."
Cristijn Sarvaas, CEO of VSTEP, also
commented: "We are honoured to have
been selected by one of the strongest full
service suppliers in the maritime industry
to jointly develop the market for high-end
maritime simulators."
"Imtech has an excellent reputation in
serving the world’s leading maritime com-
panies. This reputation, and their extensive
network of maritime equipment suppliers,
is a solid basis to serve the most demanding
simulation customers worldwide."
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p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 33 Page 5
apparently in control of the situation he
soon went below for breakfast. The chief
officer was kept busy avoiding small
fishing vessels until shortly before 0700,
when the numbers encountered started
to reduce.”
“By this time, the vessel was
approaching the most navigationally
constrained part of the passage, with
submerged dangers lying 8 cables either
side of the planned track. Her speed was
still 21 knots and she was to the south of
her intended route.”
“The vessel’s position had been plotted
on only two occasions between 0600 and
0700, each based on a single radar range
and distance.”
“An ECS was fitted, but was only
monitored occasionally. Just when the
chief officer thought that he had negoti-
ated most of the traffic in the immediate
vicinity, a very small fishing vessel accel-
erated towards the container ship’s star-
board bow.”
“Constrained by other vessels on the
starboard side, the chief officer altered
course to port towards a charted reef,
which had been highlighted as a danger
on the paper chart in use, but which the
chief officer had forgotten about.”
“About a minute later, at 0708, the con-
tainer ship passed over the reef. This
resulted in the breaching of five of her bal-
last tanks.”
The conclusions of MAIB's investiga-
tion team from this incident reiterate the
need to make use of the electronic naviga-
tional aids on the bridge to maintain situ-
ational awareness, especially when in
busy traffic lanes.
The report notes, in conclusion:
“There are occasions when traffic is so
dense that an OOW has very little time to
do anything but concentrate on collision
avoidance.”
“When constantly altering course to
avoid other vessels in restricted waters,
things can happen quickly, and it can be
very difficult to accurately monitor a ves-
sel’s position unless radar parallel index-
ing and/or ECS/ECDIS are fully utilised.”
“The occasional fix - with limited relia-
bility - is far from sufficient.”
“A basic ingredient of a safe passage is
a plan which takes into account points on
the route which might merit enhance-
ments to the bridge organisation. It should
also include other precautions such as a
reduction in speed - due to factors such as
the proximity of dangers, the likelihood of
dense traffic or poor visibility.”
“Passage planning requires thought,
and involves far more than putting lines
on charts.”
industries, we believe that no effort is too
great when it comes to safeguarding a bet-
ter world for future generations," he said.
"We strongly believe that alternative
power generation is the answer for ship-
ping transportation.
The consortium will investigate the
potential for SMRs, with a thermal power
output of more than 68 megawatts, to be
used as a plug-in nuclear 'battery'.
The research is intended to produce a
concept tanker-ship design based on con-
ventional and 'modular' concepts. Special
attention will be paid to analysis of a ves-
sel's lifecycle cost as well as to hull-form
designs and structural layout, including
grounding and collision protection.
“We are enthusiastic about participat-
ing in the historic opportunity presented
by this truly ground breaking consor-
tium,” said John Deal, CEO of Hyperion
Power.
“In addition to fitting the basic require-
ments as the model for studying the appli-
cation of SMRs in commercial naval
propulsion, the Hyperion Power Module
[HPM] can also help to set new nuclear
maritime standards.”
“The HPM’s design includes a non-
pressurised vessel, and non-reactive
coolant. These features, among others in
the HPM, should encourage the industry
to strive for even higher levels of inherent
safety in their models.”
Digital Ship December 2010 page 26
ELECTRONICS & NAVIGATION NEWS
VIDEO | BOOK | CBT | ONLINE
Training solutions & services for
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[email protected] | www.videotel.co.uk /
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A consortium of British, American and
Greek interests have agreed to investigate
practical maritime applications for small
modular reactors (SMR) on commercial
tankers.
The Strategic Research Group at
Lloyd's Register, Hyperion Power
Generation, British designer BMT Nigel
Gee and Greek ship operator Enterprises
Shipping and Trading are to lead the
research into nuclear propulsion, which
they believe is technically feasible and has
the potential to drastically reduce the CO2
emissions caused by commercial shipping.
"This a very exciting project," said
Lloyd’s Register CEO, Richard Sadler.
"We believe that as society recognises
the limited choices available in the low-
carbon, oil-scarce economy, and as land-
based nuclear plants become common-
place, we will see nuclear ships on specif-
ic trade routes sooner than many people
currently anticipate."
The agreement for the joint industry
project was signed at the offices of
Enterprises Shipping and Trading in
Athens, Greece, with the ship owner's rep-
resentative Victor Restis saying that the
company was "honoured and proud to be
part of this consortium at this historic
event."
"Despite the fact that shipping con-
tributes much less to the world’s atmos-
pheric pollution than other shore-based
Research begins on nuclear powered shipping
The importance of continuously monitor-
ing shipboard navigational equipment,
and taking due care when planning pas-
sage, has been highlighted by one of the
latest incident investigation cases reported
by the UK's Marine Accident Investigation
Branch (MAIB).
In this case a container ship ran onto a
reef when the navigating officer lost track
of surrounding dangers, despite having
recourse to radar and an ECS (electronic
chart system) on the bridge. The following
is the MAIB's description of the incident,
as stated in the report.
“A 5500 teu container ship was on a
coastal passage off southern China. The
planned route intentionally avoided busy
traffic separation schemes, with the master
preferring a slightly longer passage which
took the vessel further away from the
coast and through a small group of
islands.”
“However, dense concentrations of
fishing vessels, some very small, were
likely to be encountered throughout
the night.”
“During the evening, the master calcu-
lated that he had some time in hand, so in
order to save fuel decided to stop engines
and drift for about an hour while in open
water. Passage was then resumed at a
speed of 21 knots.”
“The master’s night orders instructed
the bridge watchkeeping officers to call
him if they required his assistance.”
“When the chief officer came on watch
at 0400, he reviewed the charts to be used
and noted the potential danger areas.
Traffic density at that time was fairly light,
but it gradually increased. The vessel was
being steered by auto pilot and the chief
officer was accompanied on the bridge by
a lookout.”
“By 0600 the number of small fishing
vessels had increased substantially, causing
the chief officer to make a number of course
alterations in order to avoid a collision.”
“The master visited the bridge briefly
at around 0630, but with the chief officer
Navigational aids key in busy traffic – MAIB
Lack of awareness of surrounding dangers
led to significant hull damage for this
container ship. Photo: MAIB
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 33 Page 6
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 34 Page 7
Digital Ship December 2010 page 28
ELECTRONICS & NAVIGATION NEWS
ECDIS Ltd reports that it has
installed the Navmaster ECDIS system
from PC Maritime at its e-Navigation
centre. The system will be used to deliver
generic IMO 1.27 and Type Specific ECDIS
training.
Transas, in cooperation with local
partner Soremar, has commissioned two
VTS installations in the ports of Agadir
and Nador, Morocco, making a total of
five such systems Transas has installed
across the country. Both new systems suc-
cessfully passed acceptance tests under
requirements set by the Agence
National des Ports (ANP).
WESMAR (Western Marine
Electronics) has appointed Source
Marine of Hope Island, Queensland, as
its newest manufacturer’s representative
in Australia.
Uni-Safe Electronics reports that
its BNWAS (Bridge Navigational Watch
Alarm System) BW-800 system has
received DNV Type Approval. The sys-
tem complies with the new IEC 62616
from February 2010, and the IMO MSC
128(75) recommendations from 2002.
Kelvin Hughes has announced the
appointment of Martin Taylor as manag-
ing director of its charts business. Mr
Taylor was previously equipment busi-
ness director with Kelvin Hughes, since
2007, and has 16 years experience in the
marine electronics industry.
VSTEP reports that it has opened its
first North American office in New York,
which will be headed by Capt Mark
Woolley, US Navy (Ret). Capt Woolley
served over 30 years in the United States
Navy, most recently as commanding offi-
cer of the Naval Reserve Officers Training
Corps (NROTC) in San Diego.
McMurdo has appointed David
Duffin as European sales manager, cover-
ing Russia, North Africa and the European
region. Mr Duffin previously worked at
Sea Ventures and, most recently, at
Oval Stainless.
Northport Systems has been
appointed to distribute the full range of
Actisense products across Canada.
Northport Systems manufactures the
Fugawi range of maritime desktop and
mobile software applications, as well as run-
ning an online chart subscription service.
Veripos reports that it has extended
the Asia-Pacific sector of its global multi-
source Differential GPS service network
with the establishment of new reference
station facilities in Papeete, capital city of
Tahiti.
Ocean Signal, a manufacturer of
safety and communication products, has
appointed Furuno France to handle its
distribution throughout France.
Finn Inge Langeland has been appoint-
ed managing director of L-3
Valmarine, succeeding Ingvald Løvdal
who will manage the company’s marine
navigation division. Prior to joining
L-3 Valmarine, Mr Langeland served as
the head of hardware and software devel-
opment at Bjørge Marine
Automation, most recently as manag-
ing director.
London Array has selected
VisSim to provide a Marine Co-ordina-
tion System for the first 630MW phase of
construction of the UK's largest offshore
wind farm. VisSim’s system will be used
to manage offshore maritime activities
and ship traffic during construction of the
wind farm.
www.kelvinhughes.com
Kelvin Hughes has reported the first
installation of its SharpEye solid state
radar system onboard a Korean vessel.
In a recent retrofit operation, the SK
Stellar, a 92,866 gt LNG tanker operated
by SK Shipping, was fitted with a Kelvin
Hughes MantaDigital integrated naviga-
tion system incorporating a SharpEye S-
band radar interswitched with a 25kW X-
band magnetron radar.
The ship’s existing ECDIS was also
replaced with a Kelvin Hughes unit as
part of the installation, carried out while
the vessel was dry-docked in Singapore.
“SK Shipping was particularly keen to
install SharpEye radar in order to benefit
from its reliability, minimal maintenance
requirements and low through life costs,”
said Kelvin Hughes’ area sales manager
Mark Butler.
“Operating between the Persian Gulf
and Korea, the SK Stellar now benefits
from a commercially competitive radar fit
that delivers significantly enhanced per-
formance and reliability.”
Solid state radar technology is said to
be particularly effective in detecting small
targets, especially in high levels of rain
and sea clutter.
www.transas.com
www.wesmar.com
www.unielec.dk
www.kelvinhughes.com
www.vstep.nl
www.mcmurdo.co.uk
www.actisense.com
www.veripos.com
www.oceansignal.com
www.furuno.fr
www.l-3com.com/valmarine
www.ecdis.org
www.pcmaritime.co.uk
www.vissim.no
ECDIS Ltd will use PC Maritime's equipment to aid in training
The SK Stellar has installed S-band radar
Solid state radar
reaches Korea
www.martek-marine.com
Martek Marine has been awarded a
contract to supply 12 gas detection
and monitoring systems to the
Canadian Navy.
The MM2000 marine gas detection
systems, with Hydrogen Sulphide (H2S)
capability, will be supplied to the
Navy's Halifax-class multi-role patrol
frigates based in Victoria, British
Columbia, and Halifax, Nova Scotia.
The H2S monitoring technology will
be fitted on these ships while they are in
port over the next 12 months.
“This is an important order for
us as it demonstrates the adaptability
of the MM2000 system to detect
different gases, and its suitability
for use on different types of vessels
operating in varied, and sometimes
extreme environments,” said Steve
Coulson, business development direc-
tor, Martek Marine.
“The system has been tested for work
in ultra-low temperature environments
similar to those found in northern
Canada during winter, and has been
certified to operate without any prob-
lems in temperatures down to -55C.”
The gas detector systems incorporate
five detector heads per ship, and will go
into a warning condition, alerting the
ship's control centre, when H2S levels
reach 10ppm. The system will go into a
danger condition when the concentra-
tion reaches 50ppm.
Both audible and visual strobe light
alarms will be activated when the H2S
concentrations reach warning or danger
levels. The system is also adaptable to
add up to 32 addressable detector heads
for a variety of other gases.
A control panel with a display and
alarm is included, from which the gas
detectors are installed on a single 4-core
addressable loop cable.
To date the system has been installed
on over 200 tankers, to protect crews
against H2S from sulphur rich crude oil,
and patrol vessels for the Sultanate of
Oman navy.
The European Commission has launched a
pilot project designed to reduce the admin-
istrative burden on the short sea shipping
sector across the continent, through the cre-
ation of what it calls a 'blue belt'.
"Short sea shipping is an environmen-
tally friendly way of transporting freight
within the European Union, but complex
procedures hamper its full development,"
said the Commission, in a statement.
"These could be overcome by creating a
'blue belt' for maritime transport in which
ships could operate freely within the inter-
nal market, with a minimum of adminis-
trative burden, by using the latest technol-
ogy to monitor maritime transport."
The majority of the work on the one-
year pilot project is expected to be per-
formed by the European Maritime Safety
Agency (EMSA), and aims to assess which
services the European vessel traffic moni-
toring system – known as SafeSeaNet –
can offer customs authorities to support
their mission, while reducing the adminis-
trative burden on short sea shipping.
The SafeSeaNet system monitors vessel
movements and permits the exchange of
vessel data between Member States, and it
is hoped that its use will make it easier for
authorities to distinguish between ships
engaged exclusively in internal EU-trade
and other ships, offering vessels engaged
exclusively in intra-EU trade a regime
comparable to road haulage.
In essence, this 'blue belt' would then
allow ships that are not leaving the EU to
more speedily receive customs clearance
and reduce the need for extensive commu-
nication with authorities.
Canadians to monitor dangerous gas onboard
‘Blue belt’ to reduce EU ship admin
EMSA will look at applying SafeSeaNet
to the 'blue belt'
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 34 Page 8
Digital Ship December 2010 page 29
Digital Ship
www.sam-electronics.de
SAM Electronics reports that it has
received orders to supply four NACOS 65-
5 integrated navigation command systems
to new cruise ships currently under con-
struction in Europe.
The ships are being built
on behalf of Carnival Cruise
Lines, Celebrity Cruises and
Costa Cruises, and are
scheduled for delivery in
2011 and 2012.
Carnival Cruise Lines’
Carnival Magic, being built
at Fincantieri’s Monfalcone
shipyard in Italy, will be
equipped with the system, as
well as Celebrity Cruises’
Celebrity Silhouette, under
construction by Meyer Werft
in Germany.
The other two systems will be installed
aboard Costa Cruises’ Costa Fascionosa
and Costa Favolosa, both of which are
being completed by Fincantieri at its
Breda shipyard.
The navigation system integrates
interswitchable X- and S-band radars
with ECDIS, autopilot and other naviga-
tional aids, with configurations identical
to the one installed on Cunard’s newest
92,400-gt Fincantieri-built liner, Queen
Elizabeth.
In addition to the navigation systems,
all four ships will be similarly outfitted
with integrated automation assemblies for
machinery control developed by SAM
Electronics’ associate company, Valmarine
of Norway.
SAM navigation systems for new cruise ships
d’Amico
newbuilds to
install IBS
www.northropgrumman.com
Sperry Marine reports that it
has received orders to sup-
ply electronic navigation sys-
tems to two new 37,000 dwt
bulk carriers to be built in
Korea for Italian shipowner
d’Amico Dry Limited.
The orders were awarded
through Telemar, the sales
and service representative
for Sperry Marine in Italy.
Telemar will oversee the
installations and provide
technical support and service
for the shipboard navigation
systems.
Each of the ships is being
fitted with a VisionMaster FT
integrated bridge system
(IBS), including ECDIS, X-
and S-band radars, autopilot,
voyage data recorder and
other navigation sensors and
subsystems.
All of the components are
tied together in an Ethernet
network, to facilitate system
integration.
The two bulk carriers are
on order from the Hyundai
Heavy Industries shipyard
in Ulsan, Korea, and are due
for delivery to the owner
in 2011.
"The IBS will enhance sit-
uational awareness for the
ships’ bridge officers, by
providing an integrated
picture of the ships’ naviga-
tion and status on large
high-resolution colour dis-
plays," noted J Nolasco
DaCunha, vice president of
Sperry Marine.
SeaAccess turnkey solutions include:
– Worldwide coverage and service locations
– Corporate networking
– Internet and e-mail access
– Crew calling solutions
– 24/7 help desk
– Customer portal for metrics and tools
Satellite
VSAT
Phone/Fax GSM
Internet
Wireless Access Point
Satellite Network Gateway
Virtual Private Network
Isn’t it time for SeaAccess?
Maritime communications are taking a turn for the better. Expensive
phone calls, slow data transfers and gaps in coverage are a thing of
the past. With SeaAccess Communications from CapRock, you get
always-on, business-class broadband at an affordable, fixed, monthly
cost virtually anywhere in the world. Without metered service and
surprising cost fluctuations, your captains and crews can remain in
contact with the corporate office and stay in touch with friends and
family anytime. And thanks to CapRock’s global infrastructure, you’ll
get worldwide coverage and local support day in and day out. All
these advances lead to cost savings, more efficient fleet operations
and more informed decision-making.
It’s time for a wave of change.
www. CapRock. com/SeaAccess
© 2010 CapRock Communications, Inc. All rights reserved.
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 34 Page 9
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AND SHIPPING.
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 34 Page 10
Digital Ship December 2010 page 31
Digital Ship
Lightweight Ethernet
– a new standard for shipboard networks
T
T
he International Electrotechnical
Commission (IEC) is an organisa-
tion responsible for developing
standards for electrical, electronic and
related technologies.
As part of this responsibility, working
group 6 (Digital Interfaces) of IEC’s
Technical Committee 80 ‘Maritime
Navigation and Radiocommunication
Equipment and Systems’, has developed
a new computer network standard for
use of Ethernet in maritime navigation
networks.
This standard is the result of the col-
laborative and consensus based work of
the participants of the working group, as
well as numerous technical comments
and proposals from IEC’s national mem-
ber organisations.
The official standard will be named IEC
61162-450 ‘Multiple talkers and multiple
listeners - Ethernet interconnection’.
Within the working group the nickname
‘Lightweight Ethernet’ (LWE) has been in
common use, and this article continues
that tradition.
Here we will present some background
information and selected details from
the standard.
Background
Ethernet has been in use onboard ships for
a long time and various standards have
been suggested since before 1995, when
IEC TC80 started to work on this issue.
The first specification was of a redun-
dant network system based on Ethernet
and TCP/IP. This was adopted as an inter-
national standard in 2001 and got the des-
ignation IEC 61162-400.
Unfortunately, the specification proved
too complex for the industry to adopt and
lack of high quality protocol implementa-
tions led to the standard’s silent demise.
However, the need for a high capacity
and high speed bridge data network was
more and more acutely felt, and in 2008 a
new work item was approved by IEC
TC80 to develop a new Lightweight
Ethernet standard.
The selection of Ethernet and Internet
Protocol (IP) based data transport layers
reflects a general trend with a conver-
gence to Ethernet-like technologies every-
where. Today even very small devices can
have support for Ethernet at almost negli-
gible cost.
Ethernet has been able to quickly
respond to the hunger for bandwidth,
which is growing as fast as ever, but at the
same time has kept a backwards compati-
bility to lower speeds. Today, identical
Ethernet frames can be transported at link
speeds from 10Mbps to 10Gbps over elec-
trical and optical cables.
Ethernet is also able to supply power
with the ‘Power over Ethernet’ (PoE) stan-
dards. This feature is a relatively new
addition to the Ethernet family that could
potentially cut the cabling used for instal-
lation in half, compared with the current
practice of having separate power and
data cables.
The IP standards are also ubiquitous in
contemporary networked systems, again
with extended support even in small
embedded computers.
The world wide web is powered by
IP as are many industrial control systems.
IP is also closely related to Ethernet, and
the combination of Ethernet and IP is a
de facto standard for emerging net-
worked systems, for home as well as
industrial use.
Thus, the selection of Ethernet and IP
was an obvious choice also for the new
navigation network standard.
Overall principles and
design choices
From the outset, there were a number of
requirements that needed to be satisfied
by the new standard:
Easy to implement: On the order of a
few weeks’ work to implement the
protocol from scratch
Lightweight: Possible to implement the
protocol on embedded computers, e.g.,
in a GPS receiver
Migration: Provide a simple migration
path for equipment already using sen-
tences from the existing IEC 61162-1
standard (based on NMEA 0183)
Capacity and scalability: Support
existing bridge systems as well as fore-
seeable capacity and speed require-
ments for new bridge systems
Increasing complexity: Address
increasing complexity in integrated
navigation and bridge systems design.
This has led to the following design choic-
es for LWE, which mandates the use of:
Single switched Ethernet
UDP datagrams
IP multicast
A function block approach for devices.
The International Electrotechnical Commission’s TC80 working group has developed a new standard
for the use of Ethernet in maritime navigation networks. Nicknamed ‘Lightweight Ethernet’ (LWE),
this standard offers a number of potential benefits in the construction of shipboard networks,
write Morten Jagd Christensen, Thrane & Thrane, and Ørnulf Jan Rødseth, MARINTEK
Figure 1 - LWE devices connected to an Ethernet switch
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 34 Page 11
Digital Ship December 2010 page 32
ELECTRONICS & NAVIGATION
The requirement of a switched network
solution makes addressing easier, since all
devices reside on the same subnet and
both routing protocols as well as configu-
ration of routing tables are avoided.
Switching generally achieves the highest
possible aggregate network bandwidth,
and the total system load can approach
100 per cent without packet losses.
A unicast solution (e.g., TCP/IP or uni-
cast UDP) was discarded as it was decided
to keep the ‘one talker to many listeners’
paradigm from IEC 61162-1.
The use of multicast was chosen over
broadcast for performance considerations
– with broadcast every device would
receive, read and process all messages to
find those of interest to that particular
device. This requires the CPU to examine
all packets even though the device is only
interested in a fraction of the traffic.
IP multicast can be very efficiently fil-
tered in modern Ethernet hardware, with
only the relevant packets reaching the
CPU. IP multicast addresses map directly
to Ethernet multicast addresses and most
(if not all) modern Ethernet chipsets have
Ethernet address filter tables which oper-
ate at wire speed.
The function block approach allows the
network to be looked at as a set of logical
function blocks, although many function
blocks may reside on the same physical
device.
This means, e.g., that a combined
GLONASS and GPS receiver only needs
one physical interface to the network.
However, the two receivers may, if
desired, be looked at as two ‘independent’
function blocks.
Details and implications
We will now describe the standard and its
implications in more detail. We start with
an example of a navigation network, which
illustrates some of the different types of
equipment that might be attached.
In Figure 1 (see previous page) we
show a number of LWE devices connect-
ed to the Ethernet switch. The devices can
be grouped in three types: Receive only,
transmit only and generic devices that are
assumed to both transmit and receive
LWE data.
The illustration also shows an LWE
gateway device that provides an interface
to one or more IEC 61162-1 devices. The
arrows indicate the flow of data between
devices and their thickness illustrates the
amount of network traffic.
Each transmitting function block uses
one IP multicast address and a correspon-
ding UDP port for all its transmissions.
The LWE standard specifies 16
address/port pairs that can be used by
senders and receivers. A default
address/port pair is assigned to each func-
tional unit identified in the IEC 61162-1
standard (based on the ‘talker identifier’).
The default classification maps the 50+
talker IDs to eight address/port pairs. For
example, sentences transmitted with the
GP talker ID belong to the NAVD group,
which defaults to IP address 239.192.0.4
and port number 60004 (see Table 1).
The standard specifies an encapsula-
tion format for IEC 61162-1 sentences. This
format adds some functionality to the sen-
tences in terms of grouping, sender and
destination identity, as well as sentence
numbering.
This functionality is in part added to
provide some possibility for internal
checks on lost sentences as well as new
functionality related to peer to peer com-
munication, e.g., for alert management.
In addition to the sentence based trans-
missions, the standards also have two other
types of messages. The first is the addition
of special transmission groups and mes-
sage formats for binary image data.
Binary data is all forms of non-IEC
61162 sentence data and could, for exam-
ple, be radar images or large text files.
These images are anticipated to be large
and probably also frequently transmitted,
thus utilising a relatively large part of the
bandwidth of the Ethernet media. These
messages are assigned their own IP multi-
cast address range for efficient filtering.
The other message type is related to
system-wide diagnostics and it specifies
the use of syslog for external logging.
Syslog is a standard for transmitting
errors, events and notifications to a central
logging facility. The use of syslog will
make troubleshooting an LWE network
easier since the notifications from different
devices are recorded in order and precise
timing of related events can be detected.
The LWE standard even takes syslog a
little further by mandating that syslog
messages are sent on a separate multicast
group, as this eliminates the need for man-
ual configuration.
Safety and security
issues
The use of integrated networks raises both
safety and security concerns. These are
addressed in the standard as informative
annexes, i.e., no absolute requirements are
defined to address these issues.
The reason for this is that current and
foreseeable ship systems will need to inte-
grate both new and legacy systems, and this
makes it very difficult to specify one stan-
dard way to implement, e.g., redundancy.
One may want to use two independent
IEC 61162-450 networks, a combination of
serial lines and an Ethernet, or any of a
multitude of in-between solutions, based
on a safety and cost/benefit analysis for
the specific system.
Thus, at this specific time, it is not
possible to usefully specify one technical
solution.
For security, the current solution is to
isolate the critical network from access by
any unauthorised persons. This is expect-
ed to be the case for new systems as well.
However, here one can safely expect
manufacturers and users to look at the
possibilities of connecting the system to
off-ship resources, e.g., for maintenance,
repair or software updates.
While the standard contains some
informative advice on these issues, one
will need to get any such solution
approved by the appropriate authorities.
A draft standard (CDV – Committee
Draft for Voting) was sent out for com-
ments to IEC’s national member organisa-
tions in March 2010. The final draft inter-
national standard (FDIS) was aimed to be
ready by December 2010 and the expected
time for approval is sometime in Q1 2011.
Some manufacturers are already in the
process of testing out the specification
and we expect the first LWE equipment
to appear on the market shortly after final
approval.
Group Usage IP address port number
MISC Miscellaneous 239.192.0.1 60001
TGTG Tracking and Targeting data 239.192.0.2 60002
SATD Satellite navigation 239.192.0.3 60003
AVD Other navigation data 239.192.0.4 60004
VDRD Voyage Data Recorders 239.192.0.5 60005
RCOM Radio communications 239.192.0.6 60006
TIME Time and Date 239.192.0.7 60007
PROP Proprietary sentences 239.192.0.8 60008
USR1-USR8 User defined transmission groups 239.192.0.9 – 239.192.0.16 60009 – 60016
Table 1 - The default classification maps talker IDs to eight ports and IP addresses
About the authors
Morten Jagd Christensen is technolo-
gy manager for software at Thrane &
Thrane. Mr Chrstensen has been active in
standardisation work in IEEE and IETF,
and is the main author of the RFC for
IGMP snooping, which defines the best
current practices for use of multicast in a
switched Ethernet environment.
Ørnulf Jan Rødseth is research direc-
tor at MARITEK, in the department of
Maritime Transport Systems. Mr Rødseth's
particular area of interest is digital com-
munication within ships and between ships
and shore, including onboard data net-
works. He is participating in ISO and IEC
standardisation work and was project
manager for the IEC 61162-450 standard.
DS
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 34 Page 12
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As the proliferation of broadband and other high-speed communications systems within the shipping industry
increases, it opens up a number of new possibilities to enhance navigation, both on ship and from shore.
Dr Andy Norris looks at the potential future for broadband navigation
Digital Ship December 2010 page 34
ELECTRONICS & NAVIGATION NEWS
Broadband Navigation
M
M
odern navigation requires a
high communications element,
which will substantially
increase with the requirements emerging
from IMO's e-navigation programme.
Although satellite communications
have maintained a very healthy evolution
since they were first introduced to com-
mercial shipping in the early 1980s, the
same cannot be said for statutory earth-
based maritime communications, which,
in general, look archaic compared to mod-
ern systems.
Most business operations onboard a
vessel are therefore satellite-based and are
on their way to become predominantly
broadband, maintaining their alignment
with business needs.
Linked to this, crew members rely on
good contact with home, their friends and
the rest of the outside world.
To keep them at sea shipping compa-
nies are realising that they need access to
modern facilities, such as e-mail, network-
ing sites and other internet-based services
(see, for example, Maersk's improvements
in crew communications under Project
Gangway, page 8 of this issue).
There is therefore potentially a case that
all ships' communications should become
satellite based – but this is not what is
explored in this article.
Instead it looks at using a mixture of
satellite and coastal communications serv-
ices, but with the latter totally updated. In
principle, the proposed solution gives an
effective and affordable solution to coastal
communications for ships, small boat users,
coastal authorities and safety services.
It does assume that broadband satellite
services would also develop in support of
the proposal.
It is a tentative idea, initially put for-
ward at the recent NAV10 Conference of
the Royal Institute of Navigation. This
article is intended to promote a broader
discussion on its technical and practical
feasibility.
Mobile phone
infrastructure
Probably to the initial horror of many
involved in maritime safety-related servic-
es, what is proposed is a system based on
evolving mobile phone infrastructure
technology. To keep such people onside,
however, the proposed solution includes a
broadcast facility, which is an essential
component of safety-related services.
When we talk about mobile phone tech-
nology, what is really relevant is embod-
ied in their more modern nomenclatures -
mobile or wireless broadband services.
It is predicted, globally, that static use of
long range wireless broadband networks
will soon greatly exceed that of wired serv-
ices, not least because it is too expensive in
many parts of the world to provide wired
links to all businesses and homes.
For this reason and equally because of
the increasing demands of mobile users,
much thought worldwide is being given to
the provision of wireless broadband serv-
ices that can operate over long ranges and
difficult terrains, a major difference in
capability to that of present-day systems.
Linked to this, various terrestrial emer-
gency services have been adding their
enthusiasm and detailed requirements for
public safety directed services, including
the need for broadcast-type facilities.
All these requirements are leading to
the evolution of wireless broadband into a
new generation, which is loosely known
as '4G' to stress it's the generation follow-
ing the present-day 3G mobile phone cen-
tred services.
The 4G umbrella generally encompass-
es the specific evolving standards of LTE
(Long Term Evolution) and WiMAX.
The public safety services concept
being introduced into LTE has already
been endorsed by the US National Public
Safety Telecommunications Council,
which has stated the need for a system
that "will ensure a robust, high through-
put, low latency capability with the
potential to reduce the cost of devices and
infrastructure for public safety".
4G Technology
A highly important aspect for maritime
use is the capability of 4G to offer long
ranges. The signal design permits poten-
tial use out to 100 km (54 NM), but there
are many other factors that would nor-
mally prevent effective working at such
extended ranges.
However, a useful range of 25 NM for
a ship mounted system using appropri-
ately sited 4G base stations would appear
to be feasible across coastal waters, mak-
ing it rather similar to the range capabili-
ty of present-day VHF, but greatly
exceeding its bandwidth capacity.
4G systems will operate in specific
parts of the spectrum from around 700
MHz to at least the 3.4 GHz band. For the
longest ranges lower frequencies are gen-
erally preferable, but good range is still
feasible at the upper end.
4G offers a huge choice of bandwidth
capability, typically ranging from 7 Mbps
to 100 Mbps. The current maritime-spe-
cific VHF channels each give an equiva-
lent bandwidth of 9,600 bits per second,
showing the dramatic increase in the
available user bandwidth, even if we are
not strictly comparing like with like.
The modulation put onto 4G-type sig-
nals is specifically designed to maintain
performance in poor conditions, particu-
larly where there can be a mixture of high
multipath, interference and noise. It also
adapts its bit rate to suit the conditions of
any particular communications path.
It provides a Quality of Service feature
that allows different services to be priori-
tised when there are conflicts at the data
packet level ensuring that emergency sit-
Possible ship deployment
4G terminal L-band terminal VSAT
Deck level Deck level
Ship’s network
Operational Operational Business data Personal data System p
data - eNav
p
voice comms and voice
comms
and voice
comms
y
monitor
and
control
Andy Norris 16
Dr Andy Norris Royal Institute of Navigation NAV10
A possible onboard configuration connecting navigation systems
to broadband communications
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 35 Page 14
uations can take bandwidth priority,
when necessary.
4G concepts are still evolving, and if
they are to be used for maritime applica-
tions the relevant experts in the communi-
ty need to become involved in the stan-
dards evolution process.
The standards may not take on explicit
maritime features but they could prevent
decisions being made that make their evo-
lution unsuitable for maritime use.
4G on ship
It is postulated that virtually all onboard
communications, including ship-to-ship,
would be by 4G connection or broadband
satellite.
4G would be confined to coastal areas,
assumed to encompass the presently
defined GMDSS Area A1. Of course,
satellite could also be used in Area A1 as
a backup.
Areas A2 and A3 would be covered by
broadband satcoms. Area A4, which lies
beyond 76° North and South would use
appropriate low-orbit satellite systems, that
would not necessarily support broadband.
In mid-ocean it perhaps seems non-cost
effective to use satellites for ship-to-ship
communications, but the bandwidth
requirements for such activities are very
low and, with charges being increasingly
based only on total data transferred, could
become insignificant.
VHF-DSC, MF and conventional NAV-
TEX services would no longer be required.
Inmarsat-C functionality could potentially
migrate completely to broadband satellite
services.
AIS could become wholly 4G and satel-
lite based or retain a basic VHF functional-
ity, perhaps with enhanced data being
available through the broadband links.
A simplified view of a possible future
ship's communication system is shown in
the illustration. As well as the 4G above-
decks equipment, a VSAT and an L-band
system (such as current Inmarsat or
Iridium services) are depicted, all connect-
ed to the ship's network.
The ship's 4G antenna system possibly
needs to be more complex than a single
element. Certainly, extremely long ranges
would benefit from the adaptive transmit
and receive antenna technology which
optionally features in 4G thinking.
However, for 25 NM working a high
mounted relatively simple 4G antenna
would probably suffice.
The ship's voice and data terminals
feed into the ship's network. An intelligent
monitor and control system ensures that
any particular external communication
uses the most appropriate channel
depending on the location of the ship.
Is it affordable?
As well as having to examine its technical
feasibility, the costs to implement and
run such a radically changed marine
communications system obviously need to
be affordable.
The concept is based fundamentally on
using evolving mainstream communica-
tions systems. These are specifically
designed to give highly affordable state-
of-the-art performance to users and is
what the maritime community would be
linking into.
As mainstream telecoms technology
evolves so would its maritime use. For
instance, in some years time coastal com-
munications will naturally evolve to 5G,
or whatever the new mainstream wireless
broadband system is then called.
On ships, this would need a new upmast
electronics unit of generally modest size
and cost. The 'clever' part would be entire-
ly based on the sophisticated modules pro-
duced for the mass market and costing just
a few dollars to equipment manufacturers.
The below decks equipment would gener-
ally remain unaffected.
Small boat users would have hand held
or fixed units perhaps based on modern
mobile web devices, running specific
apps. Away from coastal areas they would
use small satcom devices, without a
broadband capability.
Setting up suitable ground stations is the
major cost issue for maritime 4G services.
In principle, existing masts used by VHF
coastal stations could be fitted with 4G sin-
gle or possibly multiple cell stations.
In reality, perhaps the cost-effective
way forward is for commercial operators
to provide the infrastructure, making use
of their own existing networks supple-
mented, where necessary, by the installa-
tion of additional systems on existing mar-
itime communications masts.
Mariners are quite aware of the increas-
ingly good 3G coverage that they get from
commercial operators in coastal waters,
often making a scramble to use mobile
phones when coverage is first obtained
after a long ocean passage.
The funding to upgrade the infrastruc-
ture will necessarily have to come from
coastal states, but since commercial opera-
tors should be able to benefit from
increased commercial traffic it should help
to alleviate the financial burden on gov-
ernment agencies.
User costs for statutory use could either
be entirely free or at an appropriate charge,
depending on the coastal state philosophy
on such matters. In principle, it could be the
natural embodiment of that highly contro-
versial subject, spectrum pricing ...
So, is 4G a feasible and desirable route
for maritime coastal communications?
I would be most pleased to receive your
comments.
DS
Dr Andy orris has been well-known in the maritime navigation industry for a
number of years. He has spent much of his time managing high-tech navigation
companies but now he is working on broader issues within the navigational
world, providing both technical and business consultancy to the industry, gov-
ernmental bodies and maritime organizations. Email: [email protected]
Fugro Seastar AS: World Leaders in High Performance Positioning for DP Systems.
Fugro Seastar AS, Oslo, Norway Tel: +47 21 50 14 00 Fax: +47 21 50 14 01 E-mail: [email protected] Web: www.fugroseastar.no
Fugro delivers high performance navigation data in all ocean regions over two independent links from original source
to final delivery onboard the vessel.
Digital Ship December 2010 page 35
Digital Ship
p21- 36: p26- 32. qxd 09/ 12/ 2010 13: 35 Page 15
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